Manual 930e Cummins Qsk60 A30181 A A30223

Unsafe use of this machine may cause serious injury or death.
Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.
This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except in accordance with written authorization from Komatsu Mining Systems, Inc. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local 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 personnel 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 accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to Right, Left, Front, or Rear are made with respect to the operators 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 10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame in front of the right side front wheel and designates 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 manufacturing 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 components. 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
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This ALERT symbol is used with the signal words, CAUTION , DANGER , and WARNING in this manual 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 readers attention to avoid unsafe or improper practices which may result in damage to the equipment.
A-2
Introduction
A00017 03/01
TABLE OF CONTENTS
SUBJECT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAIR II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATORS CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A B C D E G H J L M N P Q R
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Introduction
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KOMATSU MODEL 930E Dump Truck
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Introduction
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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 2/94
Index
A1-1
NOTES
A1-2
Index
A01001 2/94
MAJOR COMPONENT DESCRIPTION

Truck And Engine
The 930E Dump Truck is an off-highway, rear dump truck with AC Electric Drive. The gross vehicle weight is 1,100,000 lbs. (498 957 kg). The engine is a Cummins QSK60C rated @ 2700 HP (2014 kW).
Operators Cab
The Operators Cab has been engineered for operator comfort and to allow for efficient and safe operation of the truck. The cab provides for wide visibility, with an integral 4-post ROPS/FOPS stucture, and an advanced analog operator envirnment. It includes a tinted safety-glass windshield and power-operated side windows, a deluxe interior with a fully adjustable seat with lumbar support, a fully adjustable/tilt steering wheel, controls mounted within easy reach of the operator, and an analog instrument panel which provides the operator with all instruments and gauges which are necessary to control and/or monitor the trucks operating systems.
Alternator (GE-GTA34)
The diesel engine drives an in-line alternator at engine speed. The alternator produces AC current which is rectified to DC within the main control cabinet. The rectified DC power is converted back to AC by groups of devices called inverters, also within the main control cabinet. Each inverter consists of six phase modules under the control of a gate drive unit (GDU). The GDU controls the operation of each phase module. Each phase module contains an air-cooled solid-state switch referred to as a gate turn-off thyristor (GTO). The GTO cycles on and off at varying frequencies to create an AC power signal from the DC supply. The AC power signal produced by each inverter is a variable-voltage, variable-frequency signal (VVVF). Frequency and voltage are changed to suit the operating conditions.
Power Steering
The truck is equipped with a full time power steering system which provides positive steering control with minimum operator effort. The system includes nitrogen-charged accumulators which automatically provide emergency power if the steering hydraulic pressure is reduced below an established minimum.
AC Induction Traction Motorized Wheels

The alternator output supplies electrical energy to the two wheel motors attached to the rear axle housing. The motorized wheels use three-phase AC induction motors with full-wave AC power. 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 wheel motors is controlled by a forward or reverse hand selector switch located on a console to the right side of the operator.
Dynamic Retarding
The dynamic retarding is used to slow the truck during normal operation or control speed coming down a grade. The dynamic retarding ability of the electric system is controlled by the operator through the activation of the retarder pedal (or by operating a lever on the steering wheel) in the operators cab and by setting the RSC (Retarder Speed Control). Dynamic Retarding is automatically activated, if the truck speed goes to a preset overspeed setting.
Brake System
Service brakes at each wheel are oil-cooled multiple disc brakes applied by an all-hydraulic actuation system. Depressing the brake pedal actuates both front and rear brakes, after first appling the retarder. All wheel brakes will be applied automatically, if system pressure decreases below a preset minimum. The parking brake is a dry disc type, mounted inboard on each rear wheel motor, and is spring-applied and hydraulically-released with wheel speed application protection (will not apply with truck moving).
Blower
Both the inverters and the wheel motors produce heat while in operation and must be cooled. Cooling air is provided by a separate AC drive blower using rectified DC as its power source. Cooling air flow volume is modulated based on thermal requirements. HYDRAIRII 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.
Suspension
A02055
Major Component Description
A2-1
930E MAJOR COMPONENTS

A2-2 Major Component Description A02055
SPECIFICATIONS
These specifications are for the standard 930E Truck. Customer Options may change this listing.
ENGINE
Cummins QSK60 Number of Cylinders . . . . . . . . . . . . . . 16 Operating Cycle . . . . . . . . . . . . . 4-Stroke Rated Brake HP 2700HP (2014 kW) @ 1900 RPM Flywheel HP . . . . . . . . . 2550HP (1879 kW) Weight (Dry)* . . . . . . . . 19,515 lbs. (8852 kg) * Weight does not include Radiator, Sub-frame, or Alternator
SERVICE CAPACITIES
. . . . . . . . . . U.S. Gallons . Crankcase (Includes lube oil filters) QSK60-C . . . . . . . . . . . 74 . Cooling System . . . . . . . 157 . Fuel . . . . . . . . . . . . 1200 . Hydraulic System . . . . . . 350 . Wheel Motor Gear Box 20/Wheel . . . . . Liters . . . . . . . . . . . . . 280 . . . 594 . . 4542 . . 1325 76/Wheel
AC ELECTRIC DRIVE SYSTEM

AC/DC Current Alternator . . . . . . . General Electric GTA - 34 Integral Cooling Fan . . . 2500 cfm (71 m3/min) AC Thermally Mod. Dual Fan . . . . . . . . . . . . . 12,000 cfm (340 m3/min) Motorized Wheels . AC Induction Traction Motors . . . . . . . . . . . . . . Wheel Slip/Slide Control Standard Gear Ratio* . . . . . . . . . . 31.50:1 Maximum Speed . . . . . 40 MPH (64.5 km/h) *NOTE: Wheelmotor application depends upon GVW, haul
road grade, haul road length, rolling resistance, and other parameters. Komatsu & G.E. must analyze each job condition to assure proper application.
HYDRAULIC SYSTEM
Hoist & Brake Cooling Pump: . . . . Tandem Gear Output . . . 270 GPM (1022 l/min) @ 1900 RPM . . . . . . . . . . . . and 2500 psi (17 237 kPa) Steering/Brake Pump: Press. Compensated Piston Output . . . . 65 GPM (246 l/min) @ 1900 RPM . . . . . . . . . . . and 2750 psi (18 961 kPa) Relief Pressure- Hoist . . . . 2500 psi (17.2 MPa) Relief Press.- Steering/Brake 2750 psi (22.4 MPa) Hoist . . . . . . . Two 3-Stage Hydraulic Cylinders Tank . . . . Vertical - Cylindrical, Non-Pressurized Tank Capacity . . . . 250 U.S. Gal. (947 Liters) Filtration . . . . . . . In-line replaceable elements Suction . . . . . . Single, Full Flow, 100 Mesh Hoist & Steering Filters . . Beta 12 rating = 200 . . . . . . . . . . Dual, In-Line, High Pressure
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . Standard Maximum Retarding . . . . . 5400 HP (4026 kW) Continuous . . . . . . . . . 3300 HP (2460 kW) Continuously Rated High-density Blown Grids with Retard at Engine Idle and Retard in Reverse Propulsion.
SERVICE BRAKES
All Hydraulic Actuation . . . with Traction System . . . . . . . . . . . . . Wheel Slip/Slide Control Front & Rear Oil-Cooled Multiple Discs . . . . . . . . . . . . . . . . . . at Each Wheel. Total Friction Area /Brake 15,038 in2 (97 019 cm2) Maximum Apply Pressure . 2500 psi (17 238 kPa)
BATTERY ELECTRIC SYSTEM

Batteries - . . . . . . . . . . . bumper-mounted 4. x 8D & 2 x 30H 12 Volt Batteries in Series/Parallel . . . . . . . . . . . . 220 Ampere-Hour Capacity . . . . . . . . . . . . . . With Disconnect Switch Alternator . . . . . . 24 Volt, 240 Ampere Output Lighting . . . . . . . . . . . . . . . . . . 24 Volt Starters (2) . . . . . . . . . . . . . . . . . 24 Volt
STEERING
Turning Circle (SAE) . . . . 97 ft. 4 in. (29.67 m) Twin hydraulic cylinders with accumulator assist to provide constant rate steering. Emergency Power Steering automatically provided by Accumulators
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A2-3
STANDARD DUMP BODY*

Capacity: Struck . . . . . . . . . 224 yds3 . . . . 171 m3 Heaped @ 2:1 (SAE) 276 yds3 . . . . 211 m3 Width (Inside) . . . . . . . . . 26 ft. 9 in. (8.15 m) Depth . . . . . . . . . . . . . 10 ft. 3 in. (3.1 m) Loading Height . . . . . . . . . . 23 ft. (7.01 m) Dumping Angle . . . . . . . . . . . . . . . . 45o * OPTIONAL Capacity Dump Bodies are available.
WEIGHT DISTRIBUTION
EMPTY . . . . . . . Front Axle (49.3%) Rear Axle (50.7%) Total (50% Fuel) . LOADED Front Axle (33.9%) Rear Axle (66.1%) Total . . . . . . . . . . . . . . . Pounds . . . 219,913 . . . 226,121 . . . 446,034 . . Kilograms . . 99 751 . 102 567 . 202 318 169 069 329 891 498 960
. . . 372,727 . . . . . . 727,273 . . . . . 1,100,000 . . .
TIRES
Radial Tires (standard) . . . . . . . . 53/80 R63 Rock Service, Deep Tread . . . . . . . Tubeless Rims . (patented Phase II New Generation rims)
Not to exceed 1,100,000 lbs. (498 957 kg), including options, fuel, and payload. Weights in excess of this amount require factory approval.
OVERALL TRUCK DIMENSIONS
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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 SAFETY FEATURES CLOTHING AND PERSONAL PROTECTIVE ITEMS Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, do not wear oily clothes because they are flammable. Wear a hard hat, safety glasses, safety shoes, mask or gloves when operating or maintaining the machine. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials this is so particularly when driving pins with a hammer and when cleaning the air cleaner element with compressed air. Check also that there is no one near the machine. Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged. (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. 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 worksite traffic duty, be sure all personnel understand all hand signals that are to be used.
UNAUTHORIZED MODIFICATION Any modification made to this vehichle without authorization from Komatsu Mining Systems, Inc. can possibly create hazards. Before making any modification, consult the authorized regional Komatsu Mining Systems, Inc. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
A03017
General Safety and Operating Instructions
A3-1
LEAVING THE OPERATORS SEAT When preparing to leave the operators seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring , always carry out the following: Move the shift control lever to the Neutral position (N) and set the parking lever/switch to the PARKING position. Lower the dump body, set the dump lever to the FLOAT position. Stop the engine. When leaving the machine, always lock everything. Always remember to take the key 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 get on or off a moving machine. When getting on or off the machine, face the machine and use the handhold and steps. Never hold any control levers when getting on or off the machine. Always maintain three-point contact with the handholds and steps to ensure that you support yourself. When bringing tools to the operators compartment, always pass them by hand or pull them up by rope. If there is any oil, grease, or mud on the handholds or steps, wipe it off immediately. Always keep these parts 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 particularly FLAMMABLE and can be HAZARDOUS. Keep flame away from flammable fluids. Stop the engine and do not smoke when refueling. Tighten all fuel and oil tank caps securely. Refueling and oiling should be made in well ventilated areas. Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.
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A03017
PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES Immediately after operations, the engine cooling water, engine oil, and hydraulic oil are at high temperature and are under pressure. If the cap is removed, or the oil or water is drained, or the filters are replaced, there is danger of serious burns. Always wait for the temperature to cool down, and carry out the operation according to the specified procedure. To prevent hot water from spurting out: 1) Stop the engine. 2) Wait for the water temperature to cool down. 3) Turn the cap slowly to release the pressure before removing the cap. To prevent hot engine oil from spurting out: 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 can be HAZARDOUS to your health if it is inhaled. If you handle materials containing asbestos fibers, follow these guidelines as given below: NEVER use compressed air for cleaning. Use water for cleaning to keep down the dust. Operate the machine with the wind to your back, whenever possible. Use an approved respirator if 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 and chassis or cylinders. If the work equipment is operated, the clearance will change and this may lead to serious bodily injury or death.
FIRE EXTINGUISHER AND FIRST AID KIT Be sure fire extinguishers have been provided and know how to use them. Provide a first aid kit at the storage point. Know what to do in the event of a fire. Be sure you know the phone numbers of persons you should contact in case of an emergency.
A03017
A3-3
PRECAUTIONS WHEN USING ROPS If ROPS is installed, the ROPS must never be removed when operating the machine. The ROPS is installed to protect the operator if the machine should roll over. It is designed not only to support the load if the machine should roll over, but also to absorb the impact energy. The ROPS installed on equipment manufactured and designed by Komatsu Mining Systems, Inc. fulfills all of the regulations and standards for all countries, but if it is modified or repaired without authorization from Komatsu Mining Systems, Inc., or is damaged when the machine rolls over, the strength will drop and it will not be able to fulfill its function properly. It can only display its performance if it is repaired or modified in the specified way. When modifying or repairing the ROPS, always consult the authorized regional Komatsu Mining Systems, Inc. distributor. Even if the ROPS is installed, it cannot show its full effect if the operator does not fasten the seat belt properly. Always fasten the seat belt when operating.
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 Mining Systems, Inc., or the authorized regional Komatsu Mining Systems, Inc. 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 Mining Systems, Inc., or the authorized regional Komatsu Mining Systems, Inc. distributor.
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A03017
PRECAUTIONS DURING OPERATION

SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a potential accident by knowing the employers safety requirements 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 the Komatsu Truck. Safe practices start before the operator gets to the equipment! SAFETY AT WORKSITE When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible. Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous. Examine the road surface in the jobsite and determine the best and safest method of operation. Choose an area where the ground is as horizontal and firm as possible before carrying out the operation. If you need to operate on a road, protect pedestrians and cars by designating a person for worksite traffic duty or by installing fences around the worksite. The operator must check personally the work position, roads to be used, and existence of obstacles before starting operations. Always determine the travel roads in the worksite 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 be in water which is in excess of the permissible water depth.
FIRE PREVENTION Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compartment. These could cause a fire. Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks repaired. Wipe up any excess oil, fuel or other flammable fluids. Be sure a fire extinguisher is present and working. Do not operate the machine near any flame.
PREPARING FOR OPERATION Always mount and dismount facing the truck. Never attempt to mount or dismount the truck while it is in motion. Always use handrails and ladder when mounting or dismounting from the truck. Check the deck areas for debris, loose hardware or 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 insure 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
A3-5
IN OPERATORS CAB - BEFORE STARTING ENGINE Do not leave tools or spare parts lying around in the operators compartment or allow trash to accumulate in cab of truck. Keep all unauthorized reading material out of 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 seat belts when operating your machine. Read and understand the contents of this manual. Read the 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 operators cab. Insure steering wheel, horn, controls and pedals are free of any oil, grease or mud. Check operation of windshield wiper, condition of wiper blades, and check washer reservoir for fluid level. Be familiar with all steering and brake system controls and warning devices, road speeds and loading capabilities, before operating the truck.
KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN Remove any dirt from the surface of the windshield and all cab windows and lights. Good visibility may prevent an accident. Adjust the rear view mirror to a position where the operator can see best from the operators seat, and keep the surface of the mirror clean. If any glass or light should break, replace it with a new part. Insure headlights, worklights and taillights are in proper working order. Check that the machine is equipped with the head lamps and working lamps needed for the operating conditions.
OPERATING THE MACHINE

WHEN STARTING ENGINE NEVER start the engine if a warning tag has been attached to the control. When starting the engine, sound the horn as an alert. Start and operate the machine only while seated. Do not allow any person other than the operator in the operators compartment or any other place on the machine.
Truck Operation - General WEAR SEAT BELTS AT ALL TIMES. Only authorized persons are allowed to ride in truck. Riders should be in cab only and belted in passenger seat. Do not allow anyone to ride on decks or steps of truck. Do not allow anyone to get on or off truck while it is in motion. Do not move truck into 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! Report immediately to supervisor any conditions on haul road, pit or dump area that may cause an operating hazard.
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A03017
Check for flat tires periodically during shift. If truck has been run on a flat, it must not be parked in a building until the tire cools. If tire must be changed, do not stand in front of rim and locking ring when inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side of such tires.
Tire and rim assembly may expode 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 at least 8 hours or until the tire and wheel are cool. Keep serviceable fire fighting equipment at hand. Report used extinguishers for replacement or refilling. Always have parking brake applied when the truck is parked and unattended. DO NOT leave truck unattended while engine is running. When parking, park a safe distance from other vehicles as determined by 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, check that the alarm works properly. Check that there is no one near the machine. Be particularly careful to check behind the machine. If necessary, designate a person to check the safety. 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 worksite traffic. Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on machines equipped with a back-up alarm or rear view mirror.
TRAVELING When traveling on rough ground, travel at low speed. 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 traveling, the emergency steering system will be activated. Apply the brakes immediately and stop the machine as quickly and safely as possible, and off the haul road, if possible.
A03017
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TRAVELING ON SLOPES Traveling on slopes could result in the machine tipping over or slipping. Do not change direction on slopes. To ensure safety, go down 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. Take all possible steps to avoid traveling sideways, and always keep the 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 brakes fully and apply the parking brake to stop the machine.
ENSURE GOOD VISIBILITY When working in dark places, install working lamps and head lamps, and set up lighting in the work area if necessary. Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to improve to a condition that allows the operation to be carried out 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, so always travel slowly and avoid sudden starting, turning, or stopping. Be extremely careful when carrying out snow-clearing operations. 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 drive extremely carefully and lower the dump body completely before driving the machine.
DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below Voltage 6.6 kV 33.0 kV 66.0 kV 154.0 kV 275.0 kV between the machine and the electric cable. The following actions are effective in preventing accidents: 1) Wear shoes with rubber or leather soles. 2) Use a signalman to give warning if the machine approaches too close to the electric cable. If the work equipment should touch the electric cable, the operator should not leave the operators compartment. When carrying out operations near high voltage cables, do not let anyone come close to the machine. Check with the electrical maintenance department about the voltage of the cables before starting operations. Min. Safety Distance 3m 4m 5m 8m 10 m 10 ft 14 ft 17 ft 27 ft 33 ft
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WHEN DUMPING Before starting the dumping operation, check that there is no person or object behind the machine. Stop the machine in the correct position, and check again that there is no person or object 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 carrying out dumping operations on slopes, the machine stability will become poor and there is danger that it may tip over. Always carry out such operations extremely carefully. Do not travel with the dump body raised.
WORKING ON LOOSE GROUND Avoid operating the machine too close to the edge of 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 the soil after heavy rain or blasting is weakened in these areas. Earth laid on the ground and the soil near ditches is loose. It can collapse under the weight or vibration of the machine. Avoid these areas, if 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 operators 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, set the parking lever to the PARKING position, stop the engine, then lock everything. Always take the key with you.
TOWING
WHEN TOWING, FIX WIRE TO HOOK Towing in the wrong way may lead to serious personal injury or damage. When using another machine to tow this machine, use a towing device with ample strength for the weight of this machine. Never tow a machine on a slope. Do not use any towing 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 let any one come between the towing 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 machine, and secure it in position. (For towing method, see Section 3, Operating Instructions, TOWING.)
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BATTERY
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 or milk, beaten egg 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 starting 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. Loosened 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 the booster cables. Disconnect the ground or negative (-) cable first when removing them. If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so be sure to work carefully. 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, be sure to connect it as far as possible from the battery.
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PRECAUTIONS FOR MAINTENANCE
BEFORE CARRYING OUT MAINTENANCE

WARNING TAG If others start the engine or operate the controls while you are performing service or lubrication, you could suffer serious injury or death. ALWAYS attach the WARNING TAG to the control lever in the operators 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 When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump body, then stop the engine. 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 set the parking brake lever to the PARKING position. Always carry out the work with two people. One person should sit on the operators seat to stop the engine if necessary. NEVER move any controls not needed to operate. When servicing the machine, be careful not to touch any moving part or get clothing caught. Put blocks under the wheels. When carrying out service with the dump body raised, always place the dump lever at the HOLD position, and apply the lock (if equipped). Install the body-up safety pins (or cable) securely.
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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 so that they do not fall. If they fall on you or others, serious injury could result.
WORK 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, or scattered tools or broken pieces are dangerous because they may 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 not move or may move unexpectedly. Do not use water or steam to clean the sensors, connectors, or the inside of the operators compartment.
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 place.
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RADIATOR WATER LEVEL If it is necessary to add water to the radiator, stop the engine and allow the engine and radiator to cool down before adding the water. Slowly loosen the cap to relieve pressure before removing the cap.
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 BATTERY When repairing the electrical system or when carrying out 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 fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.
PRECAUTIONS WITH HIGH PRESSURE OIL Do not forget that the work equipment circuits are always under pressure. Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal pressure. If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits the skin or enters the eyes. Always wear safety glasses and thick gloves, and 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.
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PRECAUTIONS WHEN CARRYING OUT MAINTENANCE AT HIGH TEMPERATURE OR HIGH PRESSURE Immediately after stopping operations, the engine cooling water and oil at all parts are at high temperature and under high pressure. In this condition, if the cap is removed, or the oil or water are drained, or the filters are replaced, it may result in burns or other injury. Wait for the temperature to go down, then carry out the inspection and maintenance in accordance with the procedures given in this manual.
ROTATING FAN AND BELT Keep away from rotating parts and be careful not to let anything get caught in them. If your body or tools touch the fan blades or fan belt, they may be cut off or sent flying, so never touch any rotating parts.
WASTE MATERIALS Never dump waste oil in a sewer system, rivers, etc. Always put oil drained from your machine in containers. Never drain oil directly on the ground. Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and others.
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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 safety, always keep 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. If the tires become hot, a flammable gas is produced, and this may ignite. It is particularly dangerous if the tires become overheated when the tires are under pressure. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, and this may lead to serious personal injury. 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 under high internal pressure: Welding the rim Building fires or carrying out welding near the wheel or tire.
If the proper procedure for carrying out maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst and cause serious injury or damage. When carrying out such maintenance, please consult the authorized regional Komatsu Mining Systems, Inc. distributor, or the tire manufacturer.
STORING TIRES AFTER REMOVAL As a basic rule, store the tires in a warehouse 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, get out of the way quickly. The tires for construction equipment are extremely heavy, so trying to hold the tire may lead to serious injury.
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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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WHEN REPAIRS ARE NECESSARY

1. Only qualified maintenance personnel who understand the systems being repaired should accomplish repairs. 2. Many components on the 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 WORK 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 truck while 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 any cleaning solvent. 7. If an auxiliary battery assist is needed, use the external battery connections provided on the truck. 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 necessary to disconnect or remove any control circuit cards on electric drive Trucks.) 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. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Do not stand in front of rim and locking ring when inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side 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. 9. If 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 Towing Procedure in OPERATING INSTRUCTIONS.) 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 persons 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:
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Special Precautions for Working on a 930E Truck

Preliminary Procedures before Welding or Performing Maintenance Prior to welding and/or repairing the Truck, maintenance personnel should attempt to notify the Komatsu factory representative. Only qualified personnel, specifically trained for servicing the AC Drive System, should perform this service. If it is necessary to perform welding or repair to the truck without the field engineer present, the following procedures 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. 2. Place REST switch in On position to put AC Drive System in REST mode of operation. Be sure the REST indicator light in the overhead panel is illuminated. 3. With engine cooled down, turn keyswitch counterclockwise to Off position for normal shutdown of engine. If 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 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 relieved. If the vehicle continues to steer after shutdown, notify maintenance personnel. 5. Verify that all the LINK VOLTAGE lights are OFF (one on back wall of operator cab, and two on deck control cabinets), and 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 cab to prevent possible unauthorized truck operation. Dismount truck properly. Put wheel chocks in place. Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown. Engine Shutdown Procedure before Welding or Performing Maintenance Normal operation of the drive system at shutdown should leave the system safe to maintain. However, in the event of a system failure, performing the following procedure prior to any maintenance activities will ensure that no hazardous voltages are present in the AC Drive System. 1. Before shutting down the engine, verify the status of all the drive system warning lights on the overhead display panel. Use the Lamp Test Switch to verify that all lamps are functioning properly. If any of the RED Drive System warning lights remain ON, do not attempt to open any cabinets, disconnect any cables, or reach inside the retarder grid cabinet without a trained drive system technician present - even if engine is shut down. Only qualified personnel, specifically trained
Anytime the 930E 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.
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 engine to cool gradually by running at low idle for 3 to 5 minutes. 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.
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for servicing the AC Drive System, should perform this service. 2. If all red drive system warning lights are off, follow the Normal Engine Shutdown Procedure. 3. After the engine has been stopped for at least five (5) minutes, inspect the LINK VOLTAGE lights on the exterior of the main control cabinet and back wall of the operators cab (DID panel). If all lights are OFF, the retard grids, wheel motors, alternator, and power cables connecting these devices are safe to work on. 4. Locate the GF Cut-out switch in the access panel on the left side of the main control cabinet. Place the switch in the Alternator Cutout position. This will prevent the alternator from re-energizing and creating system voltage, until the switch is returned to its former position. 5. The blower motors, control cabinet and power cables connecting these devices are still unsafe. To establish that these devices are safe, open the top control cabinet cover and inspect the red lights on the blower control panel. If these lights are OFF, the blower system, blower power cables, and remainder of the control cabinet is safe to work on. If these lights are ON, refer to steps 11 12. 6. Before welding on the truck, disconnect all electrical harnesses from the Engine Control System (ECS) inside the electrical cabinet behind the operators cab (disconnect left one first). Also, disconnect the ground strap from the ECS. 7. Do not weld on the rear of the control cabinet! The metal panels on the back of the cabinet are part of capacitors and cannot be heated. 8. Do not weld on the retard grid exhaust louvers - they are made of stainless steel. Any welding done here must be done by qualified welders, using the appropriate equipment and materials. Some power cable panels throughout the truck are also made of aluminum, or stainless steel. They must be repaired with the same material, or the power cables may be damaged. 9. Power cables must be cleated in wood or other non-ferrous materials. Do not repair cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation.
10. Power cables and wiring harnesses must be protected from weld spatter and heat. 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. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components. Before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control components before making welding repairs. In addition, always disconnect the positive and negative battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. 11. If the red lights on the exterior of the control cabinet and/or the back wall of the operators cab continue to be illuminated after following the above procedure, a fault has occurred. Leave all cabinet doors in place, do not touch the retard grid elements, do not disconnect any power cables, or use them as hand or foot holds. Notify the Komatsu factory representative immediately. Only qualified personnel, specifically trained for servicing the AC Drive System, should perform this service. 12. If the red lights on the blower control panel are illuminated after following the above procedure, a fault has occurred. Reinstall the control cabinet panel. Do not perform maintenance on the blower control panel or blower motor power cables. Notify the Komatsu factory 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, and re-connect all harnesses prior to restarting the truck. Leave the drive system in the REST position until the truck is to be moved.
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TRUCK OPERATION
PREPARING FOR OPERATION
The safest trucks are those which have been properly prepared for operation. At the beginning of each 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 potential accident by knowing the employers safety requirements, all necessary job site regulations, as well as use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to operate or maintain the Komatsu Truck. Safe practices start before the operator gets to the equipment! Local work practices may prevent an operator from performing all tasks suggested here, but to the extent permitted, the operator should follow this or similar routine.
Wear the proper clothing. Loose fitting clothing, unbuttoned sleeves and jackets, jewelry, etc., can catch on a protrusion and cause a potential hazard. Always use the personal safety equipment provided for the operator such as hard hat, safety shoes, safety glasses or goggles. There are some conditions when protective hearing devices should also be worn for operator safety. When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible.
HIGH VOLTAGE MAY BE PRESENT ON THIS TRUCK! DO NOT OPEN ANY ELECTRICAL CABINET DOORS ON THIS TRUCK WHEN THE ENGINE IS RUNNING! NEVER CLIMB ON ANY POWER CABLES OR USE POWER CABLES FOR HANDHOLDS OR FOOTHOLDS, UNLESS THE ENGINE HAS BEEN SHUT DOWN AND SYSTEM HAS BEEN VERIFIED AT REST!
1. Start at left front of truck. While performing the walk around inspection, visually inspect all lights and safety equipment for external damage from rocks or misuse. Make sure lenses are clean and unbroken. Empty the dust pans on the left side air cleaner assemblies. Be sure battery box covers are in place and secure. 2. Move behind the front of the left front tire, inspect the hub and brake assemblies for leaks and any abnormal conditions. Check front wheel hub oil sight gauge for oil level. Check that all suspension attaching hardware is secure and inspect mounting key area for evidence of wear. Check that the suspension extension (exposed piston rod) is correct, and that there are no leaks. 3. With engine stopped, check engine oil level. If dark, turn on service light. 4. Inspect air conditioner belts for correct tension, obvious wear, and tracking. Inspect fan guard for security and condition. When leaving this point, be sure to turn off service light, if used. 5. Inspect anchor end of steering cylinder for proper greasing and for security. 6. Move outboard of the front wheel, and inspect attaching nuts/studs to be sure all are tight and complete. Check tires for cuts, damage or bubbles and that inflation appears to be correct.
At The Truck - Ground Level Walk Around Inspection At the beginning of each shift, a careful walk around inspection of the truck should be made before the operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the truck and its components to insure that the truck is safe to operate before entering the operators cab. Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise direction, front-to-rear, across the rear, and continuing forward up the opposite side of the truck to the original starting point. If these steps are taken in sequence, and are repeated from the same point and in the same direction before every shift, many potential problems may be avoided, or scheduled for maintenance. UNSCHEDULED downtime and loss of production can be reduced.
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START HERE
Walk Around Inspection
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7. Move behind the rear of the front wheel, inspect for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it is all in place. Inspect live end of steering cylinder for proper greasing, and for security of all parts. Inspect for any hydraulic leaks. 8. Inspect sight glass on hydraulic tank. With engine stopped and body down, hydraulic fluid must be visible in lower sight glass. 9. Move on around the hydraulic tank and in front of the rear dual tires, inspect the hoist cylinder for any damage and leaks, also that lower guard is in place. Inspect both upper and lower hoist cylinder pins for security, and for proper greasing. 10. Before leaving this position, look under the lower edge of the chassis to be sure the flexible duct that carries the air from the main blower to the final drive housing is in good condition with no holes or breakage. Also look up at the main hydraulic pumps to see that there is no leakage or any other unusual condition with pumps or pump drive shafts. 11. Move on around the dual tires, check to see that all nuts/studs are in place and tight. Inspect wheel for any leakage that would indicate brake leakage, or wheel motor leakage. Check dual tires for cuts, damage or bubbles and that inflation appears to be correct. If truck has been run on a flat, the tire must be cooled before parking truck inside. Inspect for any rocks that might be lodged between dual tires, and that rock ejector is in good condition and straight so that it can not damage a tire. 12. Inspect left rear suspension for damage and for correct rod exposure, and that there are no leaks. See that covers over the chromed piston rod are in good condition and inspect for proper greasing. 13. Open rear hatch cover. Inspect for leaks around the parking brakes. Inspect condition of cooling air exhaust ductwork to be certain that it is intact and that there are no obstructions. 14. While standing in front of rear hatch, look up to see that rear lights are in good condition, along with dual back up horns. Look up at panhard rod to see that it is getting proper greasing. Also look at both body hinge pins for greasing and any abnormal condition. Check hoist limit switch and clear any mud/debris from contacts. 15. Perform the same inspection on the right rear suspension as done on the left.
16. Move on around the right dual tires, inspect between the tires for rocks, and for condition of the rock ejector, inspect the tires for cuts or damage, and for correct inflation. 17. Perform the same inspection for wheel nuts/studs and wheel leaks that was done on the left hand dual wheels. 18. Move in front of right dual tires, and inspect the hoist cylinder the same as was done on the left side. Check security and condition of body-up limit switch. Remove any mud/dirt accumulation from switch. 19. Move on around the fuel tank, inspect the fuel quantity gauge, (this should agree with what will show on the gauge in the cab). Inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank for the security and condition of the mounts. Check hoist filters for leaks. 20. Move in behind the right front wheel, and inspect the steering cylinder, suspension attaching hardware and suspension extension, as well as greasing and attaching hardware for the steering cylinder. Inspect the hub and brakes for leaks and any unusual condition. Be sure the suspension protective boot is in good condition. 21. Move out and around the right front wheel, inspect that all nuts/studs are in place and tight. 22. Move in behind the front of the right front wheel, check hub and brakes for leaks and any unusual condition. Inspect steering cylinder for security and for proper greasing. Inspect the engine compartment for any leaks and unusual condition. Inspect the fan guard, and belts also for any rags or debris behind radiator. Turn work light off, if used, and secure the ladder up and latched. 23. Inspect auto lube system. See Lincoln Auto Lube in Section M, for specific details concerning auto lube system. 24. Move on around to the right front of the truck, drop the air cleaner pans to remove dirt, latch up and secure. Inspect battery box cover for damage and be sure it is in place and secure. 25. As you move in front of the radiator, inspect for any debris that might be stuck in front of the radiator and remove it. Check for any coolant leaks. Inspect all head and fog lights.
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26. Before climbing ladder to first level, be sure ground level engine shutdown switch is ON. Inspect fire control actuator to be sure safety pin is in place and plastic tie that prevents accidental actuation is in place and in good condition. Be sure battery disconnect switches are ON. Always use grab rails and ladder when mounting or dismounting from the truck. Clean ladder and hand rails of any foreign material, such as ice, snow, oil or mud. 27. Use stairs and handrails while climbing from first level to cab deck.
33. Adjust seat and steering wheel so that it is comfortable for use. 34. Read and understand the description of all Operator Controls in Section N, Cab, Instrument Panel and Indicator Switches. Be familiar with all control locations and functions BEFORE operating truck.
ENGINE START-UP SAFETY PRACTICES

1. Insure all personnel are clear of truck before starting engine. Always sound the horn as a warning before actuating any operational controls. If the truck is in an enclosure, insure adequate ventilation before start-up. Exhaust fumes are dangerous! 2. Be sure parking brake switch is in On position. Check and insure Selector Switch is in Neutral before starting. Place REST switch in On position (put drive system in REST mode of operation). Refer to discussion of REST Switch in Section N, Cab, Instrument Panel and Indicator Switches section. 3. If truck is equipped with auxiliary cold weather heater system(s), do not attempt to start engine while heaters are in operation. Damage to coolant heaters will result!
Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 28. When checking coolant in radiator, use coolant level sight gauge (if equipped) or observe coolant level through opening in end of hood. If it is necessary to remove radiator cap, shut down engine (if running), and relieve coolant pressure SLOWLY, before removing radiator cap.
If engine has been running, allow coolant to cool, before removing the fill cap or draining radiator. Serious burns may result if coolant is not allowed to cool. 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. Be sure all cabinet door latches are secure. 30. Move on around the cab to the back, open the doors to the brake cabinet, inspect for leaks. Before latching doors, turn work lights off, if used. 31. Clean cab windows and mirrors; clean out cab floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or mud. 32. Stow personal gear in cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operators cab, should be cleared. Do not carry tools or supplies in cab of truck or on the deck.
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AFTER ENGINE HAS STARTED

1. Become thoroughly familiar with steering and emergency controls. After engine has started and low pressure and warning systems are normal, test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the trucks brake circuits at least twice prior to operating and moving the truck. These circuits include individual activation from the operators cab of the service brake, parking brake, and brake lock. With the engine running and with the hydraulic circuit fully charged, activate each circuit individually. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated on application or release, shut the engine down and notify maintenance personnel. Do not operate truck until brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the truck to insure proper system operation and proper instrument functioning. Give special attention to braking and steering circuit hydraulic warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Insure headlights, worklights and taillights are in proper working order. Good visibility may prevent an accident. Check operation of windshield wiper. 5. When truck body is in dump position, do not allow anyone beneath it unless body-up retaining 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 truck unattended while engine is running. Shut down engine and apply park brake before getting out of cab.
4. The keyswitch is a three position (Off, Run, Start) switch. When switch is rotated one position clockwise, it is in the Run position and all electrical circuits (except Start) are activated. a. Turn keyswitch to Run (not Start) position. b. With Selector Switch in Neutral, rotate keyswitch fully clockwise to Start position, and HOLD this position until engine starts (see NOTE below). Start position is spring-loaded to return to Run when key is released. c. After engine has started, place REST switch in Off position (de-activate the REST mode of operation). Refer to discussion of REST SWITCH, in Section N, Cab, Instrument Panel & Indicator Switches.
NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur (while engine lube oil passages are being filled and pressurized) before engine cranking will begin.
Cold Weather Starting
Do not crank an electric starter for more than 30 seconds. Allow two minutes for cooling before attempting to start engine again. Severe damage to starter motor can result from overheating.
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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.
7. Check parking brake periodically during shift. Use parking brake ONLY for parking. Do not use park brake for loading / dumping. Do not attempt to apply parking brake while truck is moving!
If any of the red warning lights come On or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop truck as soon as safety permits, shut down engine if problem indicates and have problem corrected before resuming truck 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! 8. Check brake lock performance periodically for safe loading and dump operation. 9. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges and the edge of fill area. 10. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.
Truck is equipped with Slip/Slide control. If this function should become inoperative, operating truck with stalled or free spinning wheel motors may cause serious damage to wheel motors! If truck does not begin to move within 10 seconds after depressing throttle pedal (Selector Switch in a drive position), release throttle pedal and allow wheels to regain traction before accelerating engine again.
MACHINE OPERATION ON THE HAUL ROAD

1. Always stay alert! If unfamiliar with the road, drive with extreme caution. Cab doors should remain closed at all times if truck is in motion or unattended. 2. Obey all road signs. Operate truck so it is under control at all times. Govern truck speed by the road conditions, weather and visibility. Report haul road conditions immediately. Muddy or icy roads, pot holes or other obstructions can present hazards. 3. Initial propulsion with a loaded truck should begin from a level surface whenever possible, but when there are circumstances where starting on a hill or grade cannot be avoided, refer to the STARTING ON A GRADE WITH A LOADED TRUCK procedure. 4. When backing the truck, give back-up signal (three blasts on the horn); when starting forward, two blasts on the horn. These signals must be given each time the truck is moved forward or backward. 5. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles.
1. Always look to the rear before backing the truck. Watch for and obey ground spotters hand signals before making any reverse movements. Sound the warning horn (3 blasts). Spotter should have a clear view of the total area at the rear of the truck. 2. Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab compartment while truck is in operation. 3. Check gauges and instruments frequently during operation for proper readings. 4. Observe all regulations pertaining to the job sites traffic pattern. Be alert to any unusual traffic pattern. Obey the spotters signals. 5. Match the truck speed to haul road conditions and slow the truck in any congested area. Keep a firm grip on steering wheel at all times. 6. Do not allow engine to run at Idle for extended periods of time.
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6. Maintain a safe distance when following another vehicle. Never approach another vehicle from the rear, in the same lane, closer than 50 ft. (15 m). When driving on a down grade, this distance should not be less than 100 ft. (30 m). 7. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place, apply parking brake, and shut down engine before leaving cab. Block wheels securely and notify maintenance personnel for assistance. 8. Before starting up or down a grade, maintain a speed that will insure safe driving and provide effective retarding under all conditions (refer to DYNAMIC RETARDING OPERATION). The Grade/Speed Chart in the operators cab should always be referenced to determine MAXIMUM safe truck speeds for descending various grades with a loaded truck. 9. When operating truck in darkness, or when visibility is poor, do not move truck unless all headlights, clearance lights, and tail lights are on. Do not back truck if back-up horn or lights are inoperative. Always dim headlights when meeting oncoming vehicles. 10. If the Emergency Steering light and/or Low Brake Pressure Warning light (if equipped) illuminate during operation, steer the truck immediately to a safe stopping area, away from other traffic if possible. Refer to item 7 above. 11. Check tires for proper inflation periodically during shift. If truck has been run on a flat, or under-inflated tire, it must not be parked in a building until the tire cools.
Dynamic Retarding is available in Neutral only when truck speed is above 3 mph (4.8 kph). When dynamic retarding is in operation, the engine RPM will automatically go to an advance RPM retard speed setting (usually 900 - 1000 RPM*). * NOTE: The exact engine speed in retarding may vary due to the temperature of certain components; this is controlled by the Propulsion System Controller. Dynamic retarding will be applied automatically, if the speed of the truck obtains the maximum truck speed of 40 MPH (64 KPH). Any application of the Dynamic retarding system (automatic, retarder lever, or foot pedal) will cause an indicator light to illuminate in the overhead display panel. DYNAMIC RETARDER CONTROL LEVER The Dynamic Retarder Control Lever mounted on the right side of the steering column can be used to modulate retarding effort. The lever will command the full range of retarding and will remain at a fixed position when released. a. When the lever is rotated to full Up (counterclockwise) position, it is in the Off/No Retard position. b. When the lever is rotated to full Down (clockwise) position, it is in the full On/Retard position. c. For long downhill hauls, the lever may be positioned to provide a desired retarding effort, and it will remain where it is positioned. NOTE: The Retarder Control Lever must be rotated back to the Off position before the truck will resume the PROPEL mode of operation. The lever and foot-operated Retarder/Service Brake pedal can be used simultaneously or independently. The Propulsion System Controller (PSC) will determine which device is requesting the most retarding effort and apply that amount. DYNAMIC RETARDER/SERVICE BRAKE PEDAL The Dynamic Retarder/Service Brake Pedal is a single, foot-operated pedal which controls both retarding and service brake functions. The first portion of pedal travel commands retarding effort through a rotary potentiometer. The second portion of pedal travel modulates service brake pressure directly through a hydraulic valve. Thus, the operator must first apply, and maintain, full dynamic retarding in order to apply
DYNAMIC RETARDING OPERATION

Dynamic Retarding is a braking torque (not a brake) produced through electrical generation by the wheelmotors when the truck motion (momentum) is the propelling force. For normal truck operation, Dynamic Retarding should be used to slow and control the speed of the truck. Dynamic Retarding is available in Forward/Reverse at all truck speeds above 0 mph/kph; however, as the truck speed slows below 3 mph (4.8 kph), the available retarding force may not be effective. Use the service brakes to bring the truck to a COMPLETE stop. Dynamic Retarding will NOT hold a stationary truck on an incline; use the Parking Brake or Wheel Lock brake for this purpose.
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the service brakes. Releasing the pedal returns the brake and retarder to the off position. When the pedal is partially depressed, the dynamic retarding is actuated. As the pedal is further depressed to where dynamic retarding is fully applied; the service brakes (while maintaining full retarding) are then actuated through a hydraulic valve, which modulates pressure to the service brakes. Completely depressing the pedal causes full application of both dynamic retarding AND the service brakes. An indicator light in the overhead panel will illuminate, and an increase in pedal resistance, will be felt when the the Service Brakes are applied. For normal truck operation, Dynamic Retarding (lever or foot-operated pedal) should be used to slow and control the speed of the truck. Service brakes should be applied only when dynamic retarding requires additional braking force to slow the truck speed quickly, or when bringing the truck to a COMPLETE stop.
PASSING
1. Do not pass another truck on a hill or blind curve! 2. Before passing, make sure the road ahead is clear. If a disabled truck is blocking your lane, slow down and pass with extreme caution. 3. Use only the areas designated for passing.
LOADING
1. Pull into the loading area with caution. Remain at a safe distance while truck ahead is being loaded. 2. Do not drive over unprotected power cables. 3. When approaching or leaving a loading area, watch out for other vehicles and for personnel working in the area. 4. When pulling in under a loader or shovel, follow Spotter or Shovel Operator signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similar pattern. 5. When being loaded, operator should stay in truck cab with engine running. Place Selector Switch in Neutral and apply Wheel Brake Lock. 6. When loaded, pull away from shovel as quickly as possible but with extreme caution.
STARTING ON A GRADE WITH A LOADED TRUCK

Initial propulsion with a loaded truck should begin from a level surface whenever possible, but when there are circumstances where the starting on a hill or grade cannot be avoided, use the following procedure: 1. Fully depress the foot-operated retarder/service 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 position (Forward/Reverse) and increase engine RPM with throttle pedal. 2. As engine RPM approaches maximum, and operator senses propulsion effort working against the brakes, release the brakes and let truck movement start. Be sure to completely release the foot-operated retarder/service brake pedal. As truck speed increases above 3-5 MPH (5-8 KPH) the Propulsion System Control (PSC)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.
DUMPING
1. Pull into dump area with extreme caution. Make sure area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. Avoid unstable areas. Stay a safe distance from edge of dump area. Position truck on a solid, level surface before dumping.
As body raises, the truck Center of Gravity (CG) will move. Truck must be on level surface to prevent tipping / rolling!
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2. Carefully maneuver truck into dump position. When backing truck into dump position, use only the foot-operated brake pedal to stop and hold truck; DO NOT rely on Wheel Brake Lock to stop truck; this control is unmodulated and applies REAR SERVICE BRAKES ONLY. 3. When truck is stopped and in dump position, apply Wheel Brake Lock and move the Selector Switch to the Neutral position. To Raise dump body:
6. Reduce engine RPM as last stage of hoist cylinder begins to extend and let engine go to low idle as last stage reaches half-extension. 7. Release hoist lever as last stage of hoist cylinder reaches full extension. 8. After material being dumped clears body, lower body to frame.
To Lower Body (When dumping over a berm or into a crusher): 9. Move hoist lever forward to down position and release. Releasing the lever places hoist control valve in the float position allowing the body to return to frame. NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, perform steps "a" & "b" below: a. Move hoist lever back to the "hoist" position to fully raise the dump body. Then release the hoist lever so it returns to the "hold" position. NOTE: DO NOT drive forward if the tail of body will not clear the crusher wall in the fully raised position. b. Shift Selector Switch to Forward, release Brake Lock, depress Override button and 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 in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.
The dumping of very large rocks (10% of payload, or greater) or sticky material (loads that do not flow freely from the body) may allow the material to move too fast and cause the body to move RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the hoist cylinders, frame, and/or body hinge pins. If it is necessary to dump this kind of material, refer to the WARNING in the following procedure:
4. Pull the lever to the rear to actuate hoist circuit. (Releasing the lever anywhere during hoist up wi ll place the body in hold at that position.)
5. Raise engine RPM to accelerate hoist speed. Refer to the WARNING below.
If dumping very large rocks or sticky material as described in WARNING above, slowly accelerate engine RPM to raise body. When the material starts to move, release hoist lever to HOLD position. If material does not continue moving and clear body, repeat this procedure until material has cleared body.
CAUTION! The truck is not to be moved with the dump body raised except for emergency moves only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins.
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To Lower Body (When dumping on flat ground): 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 clear the material) before the body can be lowered. a. Shift Selector Switch to Forward, release Brake Lock, depress Override button and drive just far enough forward for body to clear material. Stop, shift Selector Switch to Neutral, apply Brake Lock. b. Move hoist lever forward to down position and release. Releasing the lever places hoist control valve in the float position allowing the body to return to frame.
TOWING
Prior to towing a truck, many factors must be carefully considered. Serious personal injury and/or significant property damage may result if important safety practices, procedures and preparation for moving heavy equipment are not observed. Do not tow the truck any faster than 5 MPH (8 kph). Attachments for towing the 930E are available from the Komatsu Distributor Parts Department as follows: Front Bumper Modification Kit - MK3941: This kit contains the parts necessary to modify the front bumper for installation of towing bosses. One MK3941 kit is required for each truck in the fleet. Tow Adaptor Structure - MK3945: This structure must be ordered (or designed) to mate with the intended towing vehicle and is intended for towing an unloaded vehicle only.
NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, then perform steps "c" and "d" below:
A disabled machine may be towed after the following MINIMUM precautions have been taken. 1. Shut down engine. 2. If truck is equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. Check towed vehicle for braking system. 3. Inspect tow bar for adequacy (approximately 1.5 times the gross vehicle weight of truck being towed). 4. Determine that towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 5. Protect both operators in the event of tow bar failure. 6. Block disabled truck to prevent movement while attaching tow bar. 7. Release disabled truck brakes and remove blocking. 8. Sudden movement may cause tow bar failure. Smooth and gradual truck movement is preferred. 9. Minimize tow angle at all times - NEVER EXCEED 30o. The towed truck must be steered in the direction of the tow bar.
c. Move hoist lever back to the "hoist" position to fully raise the dump body. Then release the hoist lever so it returns to the "hold" position. d. Shift Selector Switch to Forward, release Brake Lock, depress Override button and 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 in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously preventing the body from lowering. CAUTION! The truck is not to be moved with the dump body raised except for emergency moves only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 10. With body returned to frame, move Selector Switch to Forward, release Brake Lock, and leave dump area carefully.
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SAFE PARKING PROCEDURES

The operator must continue the use of safety precautions when preparing for parking and engine shutdown. In the event that the equipment is being worked in consecutive shifts, any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released to another operator. 1. The truck should be parked on level ground, if at all possible. If parking must be done on a grade, the truck should be positioned at right angles to the grade. 2. The parking brake must be applied and/or chocks placed fore/aft of wheels so that the truck cannot roll. Each truck should be parked at a reasonable distance from another. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot most visible to other machines in the area. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight or flares at night.
3. With engine cooled down, turn keyswitch counterclockwise to Off position for normal shutdown of engine. If 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 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 relieved. If the vehicle continues to steer after shutdown, notify maintenance personnel. 5. Verify all LINK VOLTAGE lights are OFF (one on back interior wall of operator cab, two on electrical cabinet, on deck), and notify maintenance personnel if remains illuminated longer than five minutes after the engine is shut down. 6. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly. Put wheel chocks in place.
NORMAL ENGINE SHUTDOWN PROCEDURE

The following procedure should be followed at each engine shutdown. 1. Stop the truck out of the way of other traffic on a level surface and free of overhead power lines or other obstructions (in case dump body should need to be raised). a. Reduce engine speed to idle. 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. d. Allow engine to cool gradually by running at low idle for 3 to 5 minutes, or if preferred, activate the 5 minute shutdown delay timer as described on the following page. 2. Place REST switch in On position to put AC Drive System in REST mode of operation. Be sure the REST indicator light in the overhead panel is illuminated.
DELAYED ENGINE SHUTDOWN PROCEDURE

1. Stop the truck out of the way of other traffic on a level surface and free of overhead power lines or other obstructions (in case dump body should need to be raised). a. Reduce engine speed to low idle. 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 indicator light in the overhead panel is illuminated. 3. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS section for location on instrument panel of the Engine Shutdown Switch with 5 Minute Idle Timer Delay. This is a 3-position rocker-type switch (Off-On-Momentary).
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a. Press top of switch to the On (center position), then press firmly to the Momentary (upper position) and hold briefly to activate the 5 M i n u t e I d l e Ti me r (switch is spring-loaded to return to On position when released). At the same time, while holding the the momentary switch position, turn the keyswitch counterclockwise to the OFF position. When the engine stops after the 5 minute idle period, the hydraulic bleeddown timer will be activated and turn off the 24 VDC electrical circuits controlled by the keyswitch. The engine will not shutdown if the keyswitch is not turned OFF using this procedure. b. When the Engine Shutdown Timer has been activated, the Timer Delay indicator light in the overhead display panel will illuminate to indicate that the shutdown timing s equence has been started. The engine will continue to run at Idle RPM for approximately 5 minutes to allow for proper engine cool-down before stopping. NOTE: To cancel the 5 Minute Idle Timer sequence, press Timer Delay Shutdown switch to the Off (lower) position.
If keyswitch is in Off position, engine will stop. If keyswitch is in On position, engine will continue to run.
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NOTES:
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WARNINGS AND CAUTIONS

The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals attached to the truck. The plates and decals listed here are typical of this Komatsu model, but 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 legible. 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 panel. The warning stresses the importance of reading the operators manual before operation. A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective Structure meets various SAE performance requirements.
! WARNING ! Do not make modifications to this structure, or attempt to repair damage without written approval from the Manufacturer. 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 plate is located on the left front post of the operators cab and provides the recommended MAXIMUM speeds to be used when descending various grades with a loaded truck. Always refer to the decal in operators cab. This decal may change with OPTIONAL truck equipment such as: wheelmotor 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 damage may occur to parking brake. To apply the parking brake, press the rocker switch toward the On symbol. To release the parking brake, press the rocker switch toward the Offsymbol. When the keyswitch is On and Parking Brake switch is applied, the Parking 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 systems motion sensor to RELEASE the park brake.
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Warnings and Cautions
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The Wheel Brake Lock switch is for holding the truck while parked at the shovel during loading, or while dumping. It applies the rear service brakes only. If the brake treadle valve does not operate, 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.
These decals are placed above the battery disconnect switches on the right side of the front bumper to indicate Off and On positions of the switches.
Attached to the exterior of both battery compartments is a danger plate. This plate stresses the need to keep from making any sparks near the battery. When another battery or 24VDC power source is used for auxiliary power, all switches must be Off prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive (+) posts together and then connect the negative (-) lead of the auxiliary power cable to a good frame ground. Do not connect 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 batteries. 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.
A warning plate is mounted on top of the radiator surge tank cover near the radiator cap. The engine cooling system is pressurized. Always turn the key switch off and allow the engine to cool before removing radiator cap. Unless the pressure is first released, removing the radiator cap after the engine has been running for a time will result in the hot coolant being expelled from the radiator. Serious scalding and burning can result.
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 system.
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Warning plates are attached to both the hydraulic 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.
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 manual prior to performing any service.
This Danger plate is attached to all four suspensions.
These DANGER plates are mounted on the outside of each frame rail to alert technicians to read the warning labels attached to the side of each of the accumulators (see below) prior to releasing internal nitrogen pressure or disconnecting any hydraulic lines or hardware. There are similar decals mounted on top of each of the accumulators (both steering and brake) with the same DANGER message.
The plate contains instructions for releasing internal pressure before disconnecting any hardware. Serious injury can occur if these directions are not followed.
A plate on the side of the hydraulic tank furnishes instructions for filling the hydraulic tank. 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 filters.
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A CAUTION decal is attached below the hydraulic tank oil level sight gauge. Check level with body down, engine stopped, and key switch Off. Add oil per filling instructions, if oil level is below top of sight glass.
A wheel motor oil level decal is attached to the gear cover on both electric wheel motors. This decal stresses the fact that the truck must be on a level 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 technician with the hook-up procedure for dumping a loaded, disabled truck, by using a functional truck for hydraulic power. A warning plate is attached to the hydraulic tank to inform technicians that high pressure hydraulic oil is present during operation. When it is necessary to open the hydraulic system, be sure engine is stopped and Refer to the Section L for additional instructions for using this procedure.
key switch is Off to bleed down hydraulic pressure. There is always a chance of residual pressure being present. Open fittings slowly to allow all pressure to bleed off before removing any connections.
Warning decals are applied to both brake accumulators 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, escaping under pressure can have sufficient force to enter a persons 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.
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This CAUTION decal is placed near the battery disconnect switches on the right side of the front bumper to alert servicing technicians that before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control components before making welding repairs.
A CAUTION decal is also attached to the door of the rear hatch cover to alert personnel that HOT EXHAUST AIR is present and may cause injury.
This CAUTION decal is also placed around the Retarding Grid Cabinet.
These WARNING plates are mounted on all of the AC DRIVE CONTROL housings and cabinets. In addition, always disconnect the positive and negative 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. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components. HIGH VOLTAGE may be present, with or without, the engine running! Only authorized personnel should access these cabinets.
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.
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This CAUTION decal is placed on the back of the control cabinet to alert service technicians that this area contains capacitors and must not be disturbed in any manner.
This decal is placed near three different indicator lights:
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 exercised!
This INFORMATION decal is placed on the outside of the door panel on the control cabinet wall that faces the right side of the operator cab.
This decal is placed on the ground level engine shutdown switch which is mounted on the left side of the front bumper structure. It specifies that this switch is for emergency shutdown only.
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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.
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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 manufacturing 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 consideration.
The Lubrication Chart is mounted on the right hand side of the radiator grille structure. Refer to the Lubrication and Service section in this manual for more complete lubrication instructions.
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STANDARD CHARTS AND TABLES

This manual provides dual dimensioning for most specifications. U.S. standard units are specified first, with metric (SI) units in parentheses. References throughout the manual to standard torques or other standard values will be to one of the following Charts or Tables. For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in TABLE XIII, page A5-6. TABLE INDEX OF TABLES I . . . . Standard Torque Chart (SAE) A5-1 EFFECT OF SPECIAL LUBRICANTS On Fasteners And Standard Torque Values Haulpak Division does NOT recommend the use of special friction-reducing lubricants such as, Copper Coat, Never Seize, and other similar products on the threads of standard fasteners where standard torque values are applied. The use of special friction-reducing lubricants will significantly alter the clamping force being applied to fasteners during the tightening process. If special friction-reducing lubricants are used with the Standard Torque values listed below in Table I (and most Haulpak service manuals), excessive stress and possible breakage of the fasteners may result. Where Torque Tables specify Lubricated Threads for the Standard Torque values listed, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, page A5-2) on the threads and seats, unless specified otherwise. NOTE: Always be sure threads of fasteners and tapped holes are free of burrs or other imperfections before assembling. Standard Torque values are not to be used when Turn-of-the-Nut tightening procedures are recommended.
TABLE II Standard Torque, 12-Point, Grade 9 A5-2 TABLE III . Standard Metric Assembly Torque A5-2 TABLE IV . . . . JIC Swivel Nuts Torque Chart A5-3 TABLE V . . . . . . . Pipe Thread Torque Chart A5-3 TABLE VI . . . . . . . O-Ring Boss Torque Chart A5-3 TABLE VII . . . O-Ring Face Seal Torque Chart A5-3 TABLEVIII . Torque Conversions (ft.lbs N.m) A5-4 TABLE IX . Torque Conversions (ft.lbs kg.m) A5-4 TABLE X . Pressure Conversions (psi kPa) A5-4 TABLE XI . Pressure Conversions (psi MPa) A5-4 TABLE XII . . . . . . . Temperature Conversions A5-5 TABLEXIII . . . Common Conversion Multipliers A5-6
TABLE I STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) TOLERANCES GRADE 5 CAPSCREW THREAD SIZE 1/420 1/428 5/1618 5/1624 3/816 3/824 7/1614 7/1620 1/213 1/220 9/1612 9/1618 5/811 5/818 3/410 TORQUE GRADE 5 ft. lbs. 7 8 15 16 25 30 40 45 65 70 90 95 125 135 220 kg.m 0.97 1.11 2.07 2.21 3.46 4.15 5.5 6.2 9 9.7 12.4 13.1 17.3 18.7 30.4 N.m 9.5 10.8 20.3 22 34 41 54 61 88 95 122 129 169 183 298 TORQUE GRADE 8 ft. lbs. 10 11 21 22 35 40 58 62 90 95 125 135 175 190 310 kg.m N.m CAPSCREW THREAD SIZE TORQUE GRADE 5 ft. lbs. kg.m 32.5 48.4 51.9 72.6 77.4 78.8 89.9 96.8 125.9 134.8 166 181 219 235 N.m 319 475 508 712 759 773 881 949 1234 1322 1627 1776 2142 2305
10%
GRADE 8 TORQUE GRADE 8 ft. lbs. 335 500 530 750 790 800 1050 1140 1480 1580 1940 2120 2560 2770 kg.m 46.3 69.2 73.3 103.7 109.3 110.6 145 158 205 219 268 293 354 383 N.m 454 678 719 1017 1071 1085 1424 1546 2007 2142 2630 2874 3471 3756
1.38 13.6 3/416 235 1.52 14.9 7/89 350 2.90 28 7/814 375 3.04 30 1.08 525 4.84 47 1.012 560 5.5 54 1.014 570 8.0 79 1 1/87 650 8.57 84 1 1/812 700 12.4 122 1 1/47 910 13.1 129 1 1/412 975 17.3 169 1 3/86 1200 18.7 183 1 3/812 1310 24.2 237 1 1/26 1580 26.2 258 1 1/212 1700 42.8 420 1 ft. lbs. = 0.138 kg.m = 1.356 N.m
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Standard Torque Charts and Tables
A5-1
Standard Assembly Torques For 12-Point, Grade 9, Capscrews (SAE)

The following specifications appy to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews. Capscrew threads and seats SHALL be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads. Torques are calculated to give a clamping force of approximately 75% of proof load. The maximum torque tolerance shall be 10% of the torque value shown.
TABLE II - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9, Capscrews CAPSCREW TORQUE TORQUE TORQUE SIZE* ft. lbs. N.m kg.m 0.250 - 20 12 16 1.7 0.312 - 18 24 33 3.3 0.375 - 16 42 57 5.8 0.438 - 14 70 95 9.7 0.500 - 13 105 142 14.5 0.562 - 12 150 203 20.7 0.625 - 11 205 278 28.3 0.750 - 10 360 488 49.7 0.875 - 9 575 780 79.4 1.000 - 8 860 1166 119 1.000 - 12 915 1240 126 1.125 - 7 1230 1670 170 1.125 - 12 1330 1800 184 1.250 - 7 1715 2325 237 1.250 - 12 1840 2495 254 1.375 - 6 2270 3080 313 1.375 - 12 2475 3355 342 1.500 - 6 2980 4040 411 1.500 - 12 3225 4375 445 * Shank Diameter (in.) - Threads per in. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
Standard Metric Assembly Torque For Class 10.9 Capscrews & Class 10 Nuts
The following specifications appy to required assembly torques for all meteric Class 10.9 finished hexagon head capscrews and Class 10 nuts. Capscrews threads and seats SHALL NOT be lubricated when assembled. These specifications are based on all capscrews, nuts, and hardened washers being phosphate and oil coated. NOTE: If zinc-plated hardware is used, each piece must be lubricated with a Rust Preventive Grease or Lithium-base grease to achieve the same clamping forces provided below. Torques are calculated to give a clamping force of approximately 75% of proof load. The maximum torque tolerance shall be within 10% of the torque value shown.
TABLE III - STANDARD METRIC ASSEMBLY TORQUE CAPSCREW TORQUE TORQUE TORQUE SIZE* N.m ft. lbs. kg.m M6x1 12 9 1.22 M 8 x 1.25 30 22 3.06 M10 x 1.5 55 40 5.61 M12 x 1.75 95 70 9.69 M14 x 2 155 114 15.81 M16 x 2 240 177 24.48 M20 x2.5 465 343 47.43 M24 x 3 800 590 81.6 M30 x 3.5 1600 1180 163.2 M36 x 4 2750 2028 280.5 * Shank Diameter (mm) x Threads per mm. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
SUGGESTED* SOURCES FOR RUST PREVENTIVE GREASE:

AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Company (also American Oil Co.) GULF NORUST #3 from Gulf Oil Company. MOBILARMA 355, Product No. 66705 from Mobil Oil Corporation. RUST BAN 326 from Humble Oil Company. RUSTOLENE B GREASE from Sinclair Oil Company. RUST PREVENTIVE GREASE - CODE 312 from the Southwest Grease and Oil Company. * NOTE: This list represents the current Engineering approved sources for use in Haulpak manufacture. It is not exclusive. Other products may meet the same specifications of this list.
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TABLE IV TORQUE CHART FOR JIC 37 SWIVEL NUTS WITH OR WITHOUT O-RING SEAL SIZE TUBE SIZE THREADS TORQUE CODE (O.D.) UNF 2B FT. LBS. 2 3 4 5 6 8 10 12 14 16 20 24 32 0.125 0.188 0.250 0.312 0.375 0.500 0.625 0.750 0.875 1.000 1.250 1.500 2.000 0.31224 0.37524 0.43820 0.50020 0.56218 0.75016 0.87514 1.06212 1.18812 1.31212 1.62512 1.87512 2.50012 4 1 8 3 12 3 15 3 18 5 30 5 40 5 55 5 65 5 80 5 100 10 120 10 230 20
SIZE CODE 2 3 4 5 6 8 10 12 14 16 20 24 32
TABLE VI TORQUE CHART FOR O-RING BOSS FITTINGS TUBE SIZE THREADS (O.D.) UNF 2B 0.125 0.188 0.250 0.312 0.375 0.500 0.625 0.750 0.875 1.000 1.250 1.500 2.000 0.31224 0.37524 0.43820 0.50020 0.56218 0.75016 0.87514 1.06212 1.18812 1.31212 1.62512 1.87512 2.50012
TORQUE FT. LBS. 4 2 5 2 8 3 10 3 13 3 24 5 32 5 48 5 54 5 72 5 80 5 80 5 96 10
SIZE CODE 2 4 6 8 12 16 20 24 32
TABLE V TORQUE CHART FOR PIPE THREAD FITTINGS WITH PIPE THREAD SEALANT SIZE FT. LBS. 0.12527 0.25018 0.37518 0.50014 0.75014 1.00011.50 1.25011.50 1.50011.50 2.00011.50 15 3 20 5 25 5 35 5 45 5 55 5 70 5 80 5 95 10
WITHOUT SEALANT FT. LBS. 20 5 25 5 35 5 45 5 55 5 65 5 80 5 95 10 120 10
SIZE CODE 4 6 8 10 12 16 20 24
TABLE VII TORQUE CHART FOR O-RING FACE SEAL FITTINGS TUBE SIZE THREADS (O.D.) UNF 2B 0.250 0.375 0.500 0.625 0.750 1.000 1.250 1.500 0.43820 0.56218 0.75016 0.87514 1.06212 1.31212 1.62512 1.87512
TORQUE FT. LBS. 11 1 18 2 35 4 51 5 71 7 98 6 132 7 165 15
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FT. LBS. 0 10 20 30 40 50 60 70 80 90
0 (N.m) 13.56 27.12 40.67 54.23 67.79 81.35 94.91 108.47 122.03
1 1.36 14.91 28.47 42.03 55.59 69.15 82.70 96.26 109.82 123.38
TABLE VIII TORQUE CONVERSIONS Foot Pounds ft. lbs. To Newton.meters (N.m) 2 3 4 5 6 2.71 4.07 5.42 6.78 8.14 16.27 17.63 18.98 20.34 21.69 29.83 31.18 32.54 33.90 35.25 43.39 44.74 46.10 47.45 48.81 56.94 58.30 59.66 61.01 62.37 70.50 71.86 73.21 74.57 75.93 84.06 85.42 86.77 88.13 89.48 97.62 98.97 100.33 101.69 103.04 111.18 112.53 113.89 115.24 116.60 124.74 126.09 127.45 128.80 130.16 See NOTE on page A5-5 TABLE IX TORQUE CONVERSIONS Foot Pounds ft. lbs. To kilogram.meter (kg.m) 2 3 4 5 6 0.277 0.415 0.553 0.692 0.830 1.66 1.80 1.94 2.07 2.21 3.04 3.18 3.32 3.46 3.60 4.43 4.56 4.70 4.84 4.98 5.81 5.95 6.09 6.22 6.36 7.19 7.33 7.47 7.61 7.74 8.57 8.71 8.85 8.99 9.13 9.96 10.10 10.23 10.37 10.51 11.34 11.48 11.62 11.76 11.89 12.72 12.86 13.00 13.14 13.28 See NOTE on page A5-5 TABLE X PRESSURE CONVERSIONS Pounds/sq. in. [psi] To kilopascals (kPa) Formula: psi x 6.895 = kPa 2 3 4 5 6 13.79 20.68 27.58 34.47 41.37 82.74 89.63 96.53 103.42 110.32 151.7 158.6 165.5 172.4 179.3 220.6 227.5 234.4 241.3 248.2 289.6 296.5 303.4 310.3 317.2 358.5 365.4 372.3 379.2 386.1 427.5 434.4 441.3 448.2 455.1 496.4 503.3 510.2 517.1 524.0 565.4 572.3 579.2 586.1 593.0 634.3 641.2 648.1 655.0 661.9 See NOTE on page A5-5 TABLE XI PRESSURE CONVERSIONS Pounds/sq. in. [psi] To Megapascals (MPa) Formula: psi x 0.0069 = MPa 20 30 40 50 60 0.14 0.21 0.28 0.34 0.41 0.83 0.90 0.97 1.03 1.10 1.52 1.59 1.65 1.72 1.79 2.21 2.28 2.34 2.41 2.48 2.90 2.96 3.03 3.10 3.17 3.59 3.65 3.72 3.79 3.86 4.27 4.34 4.41 4.48 4.55 4.96 5.03 5.10 5.17 5.24 5.65 5.72 5.79 5.86 5.93 6.34 6.41 6.48 6.55 6.62 See NOTE on page A5-5
7 9.49 23.05 36.61 50.17 63.72 77.28 90.84 104.40 117.96 131.51
8 10.85 24.40 37.96 51.52 65.08 78.64 92.20 105.75 119.31 132.87
9 12.20 25.76 39.32 52.87 66.44 80.00 93.55 107.11 120.67 134.23
FT. LBS. 0 10 20 30 40 50 60 70 80 90
0 (kg.m) 1.38 2.77 4.15 5.53 6.92 8.30 9.68 11.06 12.45
1 0.138 1.52 2.90 4.29 5.67 7.05 8.44 9.82 11.20 12.59
7 0.968 2.35 3.73 5.12 6.50 7.88 9.27 10.65 12.03 13.42
8 1.106 2.49 3.87 5.26 6.64 8.02 9.40 10.79 12.17 13.55
9 1.245 2.63 4.01 5.39 6.78 8.16 9.54 10.93 12.30 13.69
PSI 0 10 20 30 40 50 60 70 80 90
0 (kPa) 68.95 137.9 206.8 275.8 344.7 413.7 482.6 551.6 620.5
1 6.895 75.84 144.8 213.7 282.7 351.6 420.6 489.5 558.5 627.4
7 48.26 117.21 186.2 255.1 324.1 393.0 462.0 530.9 599.9 668.8
8 55.16 124.1 193.1 262.0 331.0 399.9 468.9 537.8 606.8 675.7
9 62.05 131.0 200.0 268.9 337.9 406.8 475.8 544.7 613.7 682.6
PSI 0 100 200 300 400 500 600 700 800 900
0 (MPa) 0.69 1.38 2.07 2.76 3.45 4.14 4.83 5.52 6.21
10 0.069 0.76 1.45 2.14 2.83 3.52 4.21 4.90 5.58 6.27
70 0.48 1.17 1.86 2.55 3.24 3.93 4.62 5.31 6.00 6.69
80 0.55 1.24 1.93 2.62 3.31 4.00 4.69 5.38 6.07 6.76
90 0.62 1.31 2.00 2.69 3.38 4.07 4.76 5.45 6.14 6.83
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NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa). 1. Select Table X. 2. Go to PSI row 90, column 7; read 668.8 97 psi = 668.8 kPa. 3. Multiply by 10: 970 psi = 6688 kPa. 4. Go to PSI row 0, column 5; read 34.47 5 psi = 34.47 kPa. Add to step 3. 5. 970 + 5 psi = 6688 + 34 = 6722 kPa. 975 psi = 6722 kPa.
TABLE XII TEMPERATURE CONVERSIONS FORMULA: F 32 1.8 = C 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.
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A5-5
TABLE XIII COMMON CONVERSION MULTIPLIERS

COMMON CONVERSION MULTIPLIERS ENGLISH to METRIC TO CONVERT MULTIPLY FROM TO BY inch in. millimeter (mm) 25.40 inch in. centimeter (cm) 2.54 foot ft. meter (m) 0.3048 yard yd. meter (m) 0.914 mile mi. kilometer (km) 1.61 sq. in. in.2 sq. centimeters (cm2) 6.45 sq. ft. ft.2 sq. centimeters (cm2) 929 cu. in. in.3 cu. centimeters (cm3) 16.39 cu. in. in.3 liters (l) 0.016 cu. ft. ft.3 cu. meters (m3) 0.028 cu. ft. ft.3 liters (l) 28.3 ounce oz. kilogram (kg) 0.028 fluid ounce fl. oz. milliliter (ml) 29.573 pound (mass) kilogram (kg) 0.454 pound (force) lbs. Newton (N) 4.448 in. lbs. (force) Newton.meters (N.m) 0.113 ft. lbs. (force) Newton.meters (N.m) 1.356 ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 psi (pressure) kilopascals (kPa) 6.895 psi (pressure) megapascals (MPa) 0.007 psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 ton (short) kilogram (kg) 907.2 ton (short) metric ton 0.907 quart qt. liters (l) 0.946 gallon gal. liters (l) 3.785 HP (horsepower) Watts 745.7 HP (horsepower) kilowatts (kW) 0.745 COMMON CONVERSION MULTIPLIERS METRIC to ENGLISH TO CONVERT MULTIPLY FROM TO BY millimeter (mm) inch in. 0.0394 centimeter (cm) inch in. 0.3937 meter (m) foot ft. 3.2808 meter (m) yard yd. 1.0936 kilometer (km) mile mi. 0.6210 sq. centimeters (cm2) sq. in. in.2 0.1550 sq. centimeters (cm2) sq. ft. ft.2 0.001 cu. centimeters (cm3) cu. in. in.3 0.061 liters (l) cu. in. in.3 61.02 3 cu. meters (m ) cu. ft. ft.3 35.314 liters (l) cu. ft. ft.3 0.0353 grams (g) ounce oz. 0.0353 milliliter (ml) fluid ounce fl. oz. 0.0338 kilogram (kg) pound (mass) 2.2046 Newton (N) pound (force) lbs. 0.2248 Newton.meters (N.m) kilogram.meters (kg.m) 0.102 Newton.meters (N.m) ft. lbs. (force) 0.7376 kilogram.meters (kg.m) ft. lbs. (force) 7.2329 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 kilopascals (kPa) psi (pressure) 0.1450 megapascals (MPa) psi (pressure) 145.038 kilograms/cm2 (kg/cm2) psi (pressure) 14.2231 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068 kilogram (kg) ton (short) 0.0011 metric ton ton (short) 1.1023 liters (l) quart qt. 1.0567 liters (l) gallon gal. 0.2642 Watts HP (horsepower) 0.00134 kilowatts (kW) HP (horsepower) 1.3410
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STORAGE AND IDLE MACHINE PREPARATION

There may be periods when it is necessary for a machine to be idle for an extended period of time. Properly prepared, a stored machine may promptly and safely be put back into operational service. Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to operating status difficult. The following information outlines the essential proper steps for preparing a unit for extended storage, and the necessary steps to bring it back to operational status these are the ideals. Additional information is given to help restore those machines 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 inclusive, 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 can rely on.
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. 4. Check and operate all systems. 5. After shutdown, drain air tank (if so equipped) to expel any accumulated moisture.
6. Once a month, perform the 10 hour service items shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.
2. On a weekly schedule, perform a visual check of the vehicle, start and run the engine until it is up to operating temperature. Move the vehicle around the yard for a few minutes to insure that all internal gears and bearings are freshly lubricated. 3. Operate all hydraulic functions through complete range to insure that cylinder rams and all seals are fully lubricated.
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Storage Procedures
A7-1
PREPARATION FOR STORAGE

For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled. 1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual. 2. The vehicle should be in top operating condition with all discrepancies corrected. Paint should be in good condition, no rust or corrosion, all exposed, machined or unpainted surfaces should be coated with a good rust preventative grease. 3. After the vehicle has been parked in its storage location, all hydraulic cylinders, including Hydrair 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. 10. New hydraulic filters should be installed and the hydraulic tank fully serviced with Type C-4 oil as specified in Section "P", Lubrication and Service, of the Komatsu service manual.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a persons body by pentrating the skin. Serious injury and possible death may result if proper medical treatment by a physician familiar with this injury is not received immediately.
5. Clean the radiator; refer to Engine Service Manual and the Vehicle Service Manual for the proper cleaning instructions. 6. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Section "P", Fluid Specifications and Charts, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. NOTE: NEVER store a vehicle with a dry cooling system.
11. 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 battery compartm en t , r em o ve all c o r r o sio n and p aint compartment with acid proof paint. 12. Wheel axle housings should be fully serviced with prescribed lubricants. Seal all vents. 13. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape. 14. All lubrication points (grease fittings) should be serviced with the prescribed lubricants. 15. Relieve tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 16. All vandalism covers and locks should be in place and secured.
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Storage Procedures
A07003
17. If so equipped, cab windows should be closed, locked and sealed and the cab door locked to prevent vandalism and weather effects. 18. The vehicle fuel tank should be completely drained of fuel, fogged with preservative lubricant, ("NOXRUST" MOTOR STOR., SAE10) and closed tightly. All fuel filters should be replaced.
19. If at all possible, to aid those who will eventually place the unit back in operation, all available service publications (vehicle and engine) and a current parts catalog should be packaged in a moisture proof package and placed in the vehicle cab. 20. Be certain water drain holes in truck body are open.
REMOVAL FROM STORAGE

If the STORAGE preparations were conscientiously followed in placing the vehicle into storage, getting it back to operational status is a matter of reversing those steps. NOTE: Before starting the job or restoring a vehicle to operation, obtain copies of the Operation and 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 following 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 Manufacturers Operation and Maintenance Manual. 3. Clean the radiator; refer Engine Manufacturers Operation and Maintenance Manual. 4. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Fluid Specifications in Section "P", Lubrication and Service, of the Komatsu service manual for the proper antifreeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. 5. Thoroughly inspect all drive belts and hydraulic oil lines for evidence of damage, wear or deterioration. Replace any suspected lines. Dont take chances on ruptures or blow-outs. 6. New hydraulic filters should be installed and the hydraulic tank (reservoir) checked and serviced with Type C-4 oil as specified in Section "P", Lubrication and Service. 7. Drain on fuel tank should be opened to remove any build up of moisture or sediment that may have accumulated while in storage. Close drain then fill the fuel tank with approved diesel fuel.
NEVER blend gasoline, gasohol and/or alcohol with diesel fuel. This practice creates an extreme FIRE HAZARD and under certain conditions may cause an EXPLOSION. 8. Make certain that all hydraulic controls, steering linkage and throttle linkage points are lubricated and operate freely before engine start up. 9. All electrical connections must be clean and tight. Check security of all ground straps and cables.
10. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure batteries with hold downs. 11. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables.
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Storage Procedures
A7-3
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 personnel 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 recommended in Section "P", Lubrication and Service, for both 10 and 100 hour inspections. 15. Adjust all drive belts to specified tension. 16. Make certain that all hydraulic controls, steering linkage and throttle linkage points are free before engine start up. 17. Use the Operation and Maintenance Manual for guidance on engine start and vehicle checkout. Make a thorough check of all hose and line connections for leakage when the engine is running. 18. Before moving the vehicle, cycle all hydraulic controls and steering to verify proper operation. Verify proper operation of service brakes, emergency braking system and parking brake. Check ALL system instruments to insure that all systems are operational. 19. When all systems are operational and all discrepancies are corrected, road test the vehicle in a smooth, level, unobstructed area (with qualified, experienced operator only) to check steering 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 production. 20. Fire protection equipment on a machine which has been in storage should be recharged before the machine is returned to service.
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Storage Procedures
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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 inflated.
NEVER attempt operation of a vehicle which has been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage - DONT TAKE CHANCES! At times a vehicle is subjected to long idle periods without being properly serviced for storage - merely shut down and left to the elements for an extended period. Reconditioning of this vehicle can and does present a major expenditure of time and money when it is to be put into operating condition. 1. Remove all trash and thoroughly clean the vehicle before starting any inspection or maintenance.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different manufacturer, but the required tolerances may be wrong. Use of mismatched rim parts is hazardous. b. If tires are dismounted, all wheel components must be cleaned, inspected, all rust and corrosion removed and parts repainted as applicable before remounting the tires. Follow the safety rules when mounting and inflating tires. c. Mount and inflate tires as shown in Operation and Maintenance Manual or service 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 out according to instructions in Section "J", Brake System. 2. Remove vehicle batteries and move to battery shop for service and charging or replacement 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 deflation to protect against any foreign object being projected into the eyes.
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5. The vehicle engine should be inspected and serviced according to the Engine Manufacturers Operation And Maintenance Manuals. a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected, disconnect air tubes at the turbochargers to check for water damage before attempting startup. b. Replace fuel filters, fill filter cans with fresh fuel for engine priming.
6. If fuel was left in the tanks, it must be removed. Do not attempt to use old diesel fuel. a. With tanks empty, remove inspection plates and thoroughly check interior of tanks; clean if necessary to remove sediment and contamination. If fuel was contaminated, lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, use new gaskets. 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. c. Remove and replace both the primary and safety filter (secondary) elements in the air cleaners. Check all intake lines between air cleaners and engine. All clamps must be tight. Indicating plunger in filter condition indicators must be free. d. The tubes in precleaner section of air cleaner assembly should be inspected, all tubes should be clear and clean. Use a light to inspect the tubes. The light should be visible. If clogging is evident, precleaner must be cleaned. Clean precleaner according to instructions in Section "C", of the Komatsu service manual. e. Drain and flush engine cooling system. Fill with coolant and inhibitors after checking all lines, hoses and connections. Refer to Section "P", Lubrication and Service, for anti-freeze recommendations. Radiator cores must be clear of dirt and trash.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a persons body by penetrating the skin. Serious injury and possible death may result if proper medical treatment by a physican familiar with this injury is not received immediately. 7. Hydraulic tank should be drained. If oil is not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron filter elements when being pumped back into the tank. Do not attempt to use contaminated hydraulic oil, especially if water entry into the system is suspected. NOTE: If filling is required, use clean hydraulic oil only. Refer to the Lubrication chart in Section "P", Lubrication and Service, for proper oil specifications. a. Replace hydraulic filter elements and clean suction strainer elements. While suction strainers are removed, inspect and clean interior of tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace suspected lines - dont risk hose ruptures or blow outs. c. Check hydraulic components (pumps, valves and cylinders) for damage and corrosion. Secure all mountings and connections. Control valves must be free moving with no binding.
To prevent injuries, always release spring tension before replacing the fan belt. f. Check and tighten engine fan drive belts, install new belt set if necessary. g. Check and tighten engine mounts.
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d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If plating is deteriorated, the cylinder should be removed and overhauled or replaced; pitted or scored plating will cause leakage at the cylinder seals. 8. Check front wheel hub, final drive and wheel axle lubricant. If contamination is suspected, oil should be drained completely and the component serviced with clean prescribed lubricant. If major contamination is present, disassembly and overhaul will be in order. 9. Check parking brake. Since it is spring applied, the brake pads may be stuck tightly to the disc; it may be necessary to remove and overhaul the parking brake assembly. 10. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. Pay particular attention to the steering linkage connections. All pivot points must be free of any binding. 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. 12. Check security of steering cylinder ball joints link and hydraulic connections. 13. Examine Hydrair suspensions for signs of damage. a. Discharge nitrogen from suspensions as outlined in the service manual. Check conditon of suspension oil and cylinder wipers. If wipers are cracked or hardened, the suspension must be rebuilt. Recharge suspension with new oil if old oil is deteriorated. b. Check exposed chrome portions of cylinder for rust, pitting and corrosion. If plating is deteriorated the suspension should be removed and overhauled or replaced; pitted or scored plating will rapidly cause leakage at the seals. c. Recharge suspensions as outlined in the service manual. 14. If not previously done, install fully-charged batteries and insure that hook-up is correct.
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ENGINE OPERATION
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 in their housings.
2. Turn key switch "On". Warning lights for low brake and steering pressure should illuminate and the horn should sound. If it does not, check all components in the circuit and correct the discrepancy 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 temperatures and pressures are shown in the Operation and Maintenance Manual.
When all reconditioning operations have been completed, 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 moved.
1. Insure all personnel are clear of Equipment before starting engine. Always sound the horn as a warning before actuating any operational controls.
Before starting engine, clear the immediate area of personnel and obstructions. Never start the engine in a building unless the doors and windows are open and ventilation is adequate.
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AFTER ENGINE HAS STARTED

Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator for production use. 1. Become thoroughly familiar with steering and emergency controls. Test the steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the brake circuits at least twice prior to operating and moving the machine. These circuits include individual activation of the service brake and parking brake from the operators cab. a. Activate each circuit individually with the engine running and with hydraulic circuit fully charged. b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release, shut the engine down and notify maintenance personnel. Do not operate machine until brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the machine to insure proper system operation and proper gauge functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Cycle hoist controls and steering several times to remove trapped air. Complete steering cycles in both directions to verify steering response, smoothness and reliability. Check seals and lines for leaks. 5. When satisfied that all discrepancies have been corrected, the vehicle is ready for a road test. This test should be done only by a capable and experienced operator and should be accomplished in a large open area where plenty of maneuvering room is available. Some of the road test items which should be covered will include: Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Dont take chances with higher speeds until the machine is determined to be completely safe. 6. When all tests and checks have been made and the vehicle is ready for work, it should be visually rechecked and fully serviced according to Section "P", Lubrication and Service.
A few of the conditions (others may be found) which might be encountered after a machine has been exposed to the elements for a long period would include: Increased corrosion and fungus growth on electrical components in humid/tropical areas. Accelerated rust formation in humid climates. Increased sand and dust infiltration in windy, dry dusty areas. (These conditions can approach sand blasting effects.) Deterioration of rubber products in extreme cold areas. Cables, hoses, O- rings, seals and tires may become weather checked and brittle. Animal or birds nests in unsealed openings.
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ENGINE STORAGE
Preparing Engine For Storage

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 recommended preparations are given below. It will be necessary to remove all rust or corrosion completely from any exposed part before applying a rust preventative compound. Therefore, it is recommended that the engine be processed for storage as soon as possible after removal from operation. The engine should be stored in a building which is dry and can be heated during the winter months. Moisture absorbing chemicals are available commercially for use when excessive damage prevail in the storage area.
Temporary Storage (30 Days Or Less)

To protect an engine for a temporary period of time, proceed as follows: 1. Drain the engine crankcase. 2. Fill the crankcase to proper level with the recommended viscosity and grade of oil. 3. Fill the fuel tank with the recommended grade of fuel oil. Operate the engine for two minutes at 1,200 rpm and no load. Shut down engine, do not drain the fuel system or the crankcase after this run. 4. Check the air cleaner and service it, if necessary. 5. If freezing weather is expected during the storage period, add an ethylene glycol base antifreeze solution in accordance with the manufacturers recommendations. To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) compressed air pressure. 7. Seal all of the engine openings. The material used for this purpose must be waterproof, vaporproof and possess sufficient physical strength to resist puncture and damage from the expansion of entrapped air. An engine prepared in this manner can be returned to service in a short period of time by removing the seals at the engine openings, checking the engine coolant, fuel oil, lubricating oil, transmission oil and priming the raw water pump (if used). 6. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with compressed air.
Extended Storage (more Than 30 Days)

To prepare an engine for extended storage, (more than 30 days), follow this procedure: 1. Drain the cooling system and flush with clean, soft water. Refill with clean, soft water and add a rust inhibitor to the cooling system. 2. Remove, check and recondition the injectors, if necessary, to make sure they will be ready to operate when the engine is restored to service. 3. Reinstall the injectors, time them and adjust the exhaust valve clearance.
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4. Circulate the coolant by operating the engine until normal operating temperature is reached 160 185 F ( 71 - 85 C). 5. Stop the engine. 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 30weight preservative lubricating oil MIL-L-21260C, Grade 2. 8. Drain the fuel tank. Refill with enough clean No. 1 diesel fuel or pure kerosene to permit the engine to operate for about ten (10) minutes. If it isnt convenient to drain the fuel tank use a separate portable supply of the recommended fuel.
14. Drain the engine cooling system. 15. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug. 16. Remove and clean the batteries and battery cables with baking soda-water solution and rinse them with fresh water. Do not allow the soda solution to enter the battery. Add distilled water to the electrolyte, if necessary, and fully 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 regularly. Never set batteries on concrete floor. Place on wooded blocks. 17. Insert heavy paper strips between the pulleys and belts to prevent sticking. 18. Seal all engine openings, including the exhaust outlet, with moisture resistant tape. Use cardboard, plywood or metal covers where practical.
If engines in vehicle are stored where condensation of water in the fuel tank may be a problem, add pure, waterless isopropyl alcohol (isopropanol) to the fuel at a ratio of one pint to 125 gallons(473 L) of fuel, or 0.010% by volume. Where biological contamination of fuel may be a problem, add a biocide such as Biobor JF, or equivalent to the fuel. When using a biocide, follow the manufacturers concentration recommendations, and observe all cautions and warnings. 9. Drain and disassemble the fuel filter and strainer. Discard the used elements and gaskets. Fill the cavity between the element and shell with No. 1 diesel fuel or pure kerosene, and reinstall on the engine. If spin-on fuel filters and strainers are used, discard the used cartridges, fill the new ones with No. 1 diesel fuel or pure kerosene, and reinstall on the engine. 10. Operate the engine for five (5) minutes to circulate the clean fuel oil throughout the fuel system. 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 operating. However, the turbocharger air inlet and turbine outlet connections should be sealed off with moisture resistant tape. 13. Apply a rust preventive compound to all exposed non-painted surfaces.
19. Clean and dry the exterior painted surfaces of the engine and spray with a suitable liquid automotive body wax, a synthetic resin varnish or a rust preventive compound. 20. Protect the engine with a good weather-resistant tarpaulin and store it under cover, preferably in a dry building with temperatures above freezing. Outdoor storage of engines is not recommended. However, in some cases outdoor storage may be unavoidable. If units must be kept out-off-doors, follow the preparation and storage instructions already given. Protect units with quality, weather-resistant tarpaulins (or other suitable covers) arranged to provide air circulation.
Do not use plastic sheeting for outdoor storage. Plastic may be used for indoor storage. However, when used outdoors, moisture can condense on the inside of the plastic and cause ferrous metal surfaces to rust and/or pit aluminum surfaces. If a unit is stored outside for any extended period of time, severe corrosion damage can result. The stored engine should be inspected periodically. If there are any indication of rust or corrosion, corrective 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.
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PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN IN EXTENDED STORAGE
1. Remove the covers and tape from all of the openings of the engine, fuel tank and electrical equipment. Do not overlook the exhaust outlet or the intake system. 2. Wash the exterior of the engine with fuel oil to remove the rust preventive. 3. Remove the rust preventive from the flywheel. 4. Remove the paper strips from between the pulleys and the belts. 5. Remove the drain plug and drain the preservative oil from the crankcase. Reinstall the drain plug. Then, refer to Lubrication and Service, Section "P", and fill the crankcase to proper level, using a pressure prelubricator, with the recommended grade of lubricating oil. 6. Fill the fuel tank with the engine manufacturers specified fuel. 7. Close all of the drain cocks and fill the engine cooling system with clean soft water and a rust inhibitor. If the engine is to be exposed to freezing temperatures, fill the cooling system with an ethylene glycol base antifreeze solution refer to coolant specifications in Lubrication and Service, Section "P". 8. Install and connect the fully charged batteries. 9. Service the air cleaner as outlined in Section "C". 10. Remove the covers from the turbocharger air inlet and turbine outlet connections. 11. After all of the preparations have been completed, start the engine. The small amount of rust preventive compound which remains in the fuel system will cause a smoky exhaust for a few minutes. NOTE: Before subjecting the engine to a load or high speed, it is advisable to check the engine tune-up.
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ELECTRIC DRIVE TRUCKS

Storage Instructions and Procedures
This instruction provides the recommended procedures for protecting equipment from damage during both short-term and long-term storage periods and for maintaining adequate protection while in storage. Also included are instructions for placing this equipment into service after having been stored. For the purposes of this instruction, a short-term storage period is considered to be less than three months; a long-term storage period is considered to be three months or longer. 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. These should be replaced if necessary. Periodic (every three months) inspections should be made to determine the lasting qualities of long-term storage protection measures. Such inspections will indicate the need for renewing protective measures when necessary to prevent equipment deterioration. Proper storage of this equipment is vital to equipment life. Bearings, gears, and insulation may deteriorate unless adequate protective measures are taken to protect against the elements. For example, bearings and gears in the Motorized Wheel gear case are susceptible to the formation of rust; insulation in rotating electrical equipment can accumulate moisture; and bearings may become pitted.
Placing Equipment Into Storage

Perform the following instructions when preparing General Electric equipment for storage. There are three main equipment categories to consider: 1. When storing a truck that is operational. 2. When storing a truck that is not operational. 3. When storing major components (Motorized Wheel, alternator, etc.). These three major categories are the basis for determining required protective measures. NOTE: In addition to these instructions, refer to truck storage instructions.
When Storing A Truck That Is Operational

When a fully operational truck is being placed into storage for less than three months, the best protective measure which can be taken is to drive the truck once a week for at least 30 minutes. Prior to driving the truck, the rotating equipment should be Meggered and: 1. If greater than 2 megohms, run normally. 2. If less than 2 megohms, isolate condition and correct before running. Driving the truck circulates oil in the gear case to keep gears and bearings lubricated and free from rust. It also prevents deterioration of the brushes, 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 period as indicated above, perform the following instructions: 1. Drain the oil from the gear case and install rust preventive compound 4161 (product of Van Straaten Chemical Co.)or equivalent. Fill per General Electric Motorized Wheel Service Manual. 2. Megger the wheels as indicated in the instructions above. Operate the truck for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Stop the truck and drain the rust preventive compound. NOTE: Do not run a LOADED truck with rust preventive compound in Motorized Wheel gear cases.
NEVER APPLY ANY SPRAY, COATING OR OTHER PROTECTIVE MATERIALS TO AREAS NOT SPECIFICALLY RECOMMENDED . It is also important to note that these instructions cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment deterioration problems caused by inadequate storage. However, these instructions should be considered as a minimum procedure to achieve the best possible equipment life and the lowest operating cost when the equipment is returned to service. NOTE: Local conditions and/or experience may require ADDITIONAL procedures and/or additional storage precautions.
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When Storing A Truck That Is Not Operational

Do not operate trucks without oil in the Motorized Wheel gear cases. 3. Perform a megohmmeter test. Refer to the trucks Vehicle Test instructions for the correct procedure. Record the Megger readings for future reference. They will be helpful in determining if deterioration is being experienced when additional Megger tests are made as part of the periodic inspection. 4. Lift all brushes in the Motorized Wheels, blowers and the alternator. They must be removed from the brushholder. Disconnecting brush pigtails is not required. 5. Cover any open ductwork with screening material to prevent rodents from entering. Then tape over the screen to prevent the entry of water and dirt (allow breathing). 6. Examine all exposed machined surfaces for rust or other dirt accumulation. Remove all dirt as necessary. Remove rust by using a fine abrasive paper. Old flushing compound can be removed with mineral spirits (GE-D5B8). Methanol should be used to remove all residue. When clean, coat with Tarp B rust preventive. Refer to General Electric Motorized Wheel Service Manual for specifications. 7. Loosen exciter drive belts (where applicable). 8. Open all switches in the control compartment. 9. Install a 500 watt heat source inside all control groups which house electronic control equipment. These heat sources are to be energized below 32 F (0 C) and de-energized above 41 F (5 C). 10. Install a 500 watt heat source inside the commutator chamber of both Motorized Wheels and inside the alternator slip ring chamber. This will minimize the accumulation of moisture. A hole in the bottom of the hubcap will accommodate the electrical cord for the heat source in the Motorized Wheels. These heat sources are to be energized continuously. 11. Seal compartment doors with a weatherproof tape to prevent entry of rain, snow and dirt (allow breathing). When a truck which is not fully operational is being stored for a period of any length, perform the following: 1. Drain the oil from the gear case and install rust preventive compound 4161 (or equivalent). Fill per General Electric Motorized Wheel Service Manual. 2. Jack each side of the truck (one side at a time) enough to rotate the tires. 3. Connect a D-C welder as described in the Vehicle Test Instructions (Wheel Motor inst. 400A, arm & field in stress 900- 1000 rpm arm). 4. Rotate each Motorized Wheel (one at a time) for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Disconnect the welder. Remove the jacks. Drain the gear case. 5. If the truck is partially dismantled, pay careful attention to ductwork, blower shrouds, etc., which may be exposed to weather conditions as a consequence. These areas will require the same sealing measures as in Step 5 above which deals with protecting ductwork. Cover exposed blower housings to prevent entry of water and dirt. 6. Perform Steps 3 through 11 under When Storing a Truck that is Operational.
When Storing A Major Component

When storing a Motorized Wheel, alternator, blower or control group for a period of any length, always store it inside a warm, climate-controlled environment. Do not attempt to store individual components where they would be exposed to inclement weather, climatic changes, high humidity and/or temperature extremes.
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Periodic Inspections
It is important that periodic inspections (every three months) of stored equipment be performed to insure the continued serviceability of all protective measures initially taken when the storage period began. Items which should be checked at each inspection interval are listed as follows: 1. Remove the weatherproof tape from the compartment doors and preform a Megger test as described in the Vehicle Test Instructions. Record the test results and compare them with the recorded Megger readings taken when storage first began, and those taken throughout the storage period. Remove all test equipment and close up the compartment. Reseal the compartment doors with new weatherproof tape. If Megger readings indicate a deterioration of insulation quality, to below 2.0 megohms then consideration should be given to providing more protection. 2. Check all other weatherproofing tape. Replace any that has become loose or is missing completely. 3. Check all heat sources. Replace or repair any units which have become inoperative. 4. Check all machine surfaces which were coated with flushing compound when storage began. If compound appears to be deteriorating, it must be cleaned off and renewed.
4. Fill with recommended oil. Refer to the Motorized Wheel Service Manual for the type and amount oil to be used. This oil should be drained and new oil should be added after 500 hours of operation. 5. Clean all Motorized Wheel grease fittings in the axle box. Insure that all grease lines are completely full of grease. Then add the recommended amount of grease to all fittings. 6. Install brushes in the Motorized Wheels, blowers and the alternator. Make sure that brushes move freely in their carbonways and that they have enough length to serve until the trucks next inspection period. Install new brushes if necessary. Insure that all brush pigtail screws are tight. 7. Perform a megohmmeter test. Refer to the trucks Vehicle Test Instructions for the correct procedure. If Megger readings are less than 2.0 megohms, the problem could be an accumulation of moisture in motor or alternator. If this is the case, the faulty component will have to be isolated and dried out using procedures recommended in the G.E.Service Manual. 8. Perform a thorough inspection of the Motorized Wheels, alternator, blowers and control compartments. Look for: a. Rust or dirt accumulation on machine surfaces b. Damaged insulation c. An accumulation of moisture or debris d. Loose wiring and cables e. Any rust on electrical connectors in the control compartment f. Any loose cards in the card panels g. Any accumulation of moisture or debris in ductwork. Clean and make repairs as necessary. 9. Check retarding grids and insulators for loose connections and dirt accumulation. Clean and make corrections as necessary. 10. Where applicable, check exciter drive belts for cracks, and deterioration. If acceptable, set belt tension to specification. 11. Before starting engine, turn on control power. Check that contactors and relays pick up and drop out normally. 12. Perform a start-up procedure on the complete system to insure maximum performance during service. Refer to the trucks Vehicle Test Instructions for the complete test procedure.
Placing Equipment Into Service After Storage

When taking equipment out of storage, perform the following procedures: When A Truck Is Operational If a truck has been operated weekly throughout the storage period, perform a complete visual inspection of the Motorized Wheels, blowers, alternator and control compartments. Repair any defects found, then place the truck directly into service. When A Truck Is Not Operational If the truck was not operated weekly throughout the storage period, perform the following procedures: 1. Remove all weatherproofing tape from control compartment doors and ductworks. 2. Remove all screening material from ductwork. 3. Remove all heat sources from Motorized Wheels, control compartments and the alternator.
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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 service. It is recommended, however, that the truck be driven unloaded at a low speed (10 mph) for the first hour of operation.
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SECTION B STRUCTURES INDEX
STRUCTURAL COMPONENTS . . . . Preparation . . . . . . . . . . . . Grille, Hood and Ladder . . . . . Decks . . . . . . . . . . . . . . . Right Deck and Components Left Deck . . . . . . . . . . . Center Deck . . . . . . . . .
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B2-1 B2-1 B2-2 B2-3 B2-3 B2-4 B2-4
DUMP BODY . . . . . . . . . . . . . Removal . . . . . . . . . . Installation . . . . . . . . . BODY PADS . . . . . . . . . . BODY GUIDE . . . . . . . . . . HOIST LIMIT SWITCH . . . . . BODY UP SWITCH . . . . . . . BODY-UP RETENTION CABLE ROCK EJECTORS . . . . . . .
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B3-1 B3-1 B3-2 B3-3 B3-4 B3-4 B3-4 B3-4 B3-5
FUEL TANK . . . . . . . . . Removal . . . . . . Installation . . . . . Repair . . . . . . . Cleaning . . . . . . VENT . . . . . . . . . . FUEL GAUGE SENDER Removal . . . . . . Installation . . . . .
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B4-1 B4-2 B4-2 B4-2 B4-2 B4-3 B4-3 B4-3 B4-3
B01016 03/01
Index
B1-1
NOTES
B1-2
Index
B01016
STRUCTURAL COMPONENTS
The 930E deck components are removable in sections 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 factory or after delivery. Prior to removal or repair procedures, it may be necessary 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. Do not step on or use any power cable as a handhold when the engine is running. Do not open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed. 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.
FIGURE 2-1. DECK COMPONENTS 1. LH Deck Structure 2. Electrical Cabinet 3. Cab 4. Diagonal Ladder PREPARATION 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. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, 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. 5. Center Deck Structure 6. RH Deck Structure 7. Retarding Grids 8. Blower Intake
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 and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started.
B02015
Structural Components
B2-1
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel.
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 of this manual.
GRILLE, HOOD AND LADDER

Removal 1. Remove hardware attaching diagonal ladder (4, Figure 2-1) to front bumper. 2. Attach lifting device to the ladder and lift structure off truck. 3. Disconnect wiring harnesses and remove cable clamps as necessary to allow hood removal. 4. Attach lifting device to the hood and grille assembly (1, Figure 2-2). 5. Remove all side mounting capscrews and lockwashers (2). 6. Verify all harnesses, cables, hoses etc. are removed. 7. Lift hood and grille assembly from truck and move to work area. FIGURE 2-2. HOOD AND GRILLE REMOVAL 1. Hood & Grille Assembly Installation 1. Move hood and grille assembly (1, Figure 2-2) from work area to truck and lift into place. 2. Align mounting holes with brackets attached to radiator assembly. Install side mounting capscrews (2). 3. Lift diagonal ladder into position over mounting pads on front bumper. Align mounting holes and install hardware. Tighten capscrews to standard torque. 5. Connect harnesses, hoses etc. that were removed previously. Install all clamps removed. 2. Capscrews & Lockwashers
B2-2
B02015
FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING (NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck) 1. Deck Structure 2. Deck Mounting Location 3. Payload Indicator Lights 4. Clearance Light 5. Headlights 6. Retard Grid Mounting Location 7. Electrical Connector
DECKS
The right and left deck mounting pad locations are nearly identical. The decks are mounted directly to the frame support structures using hardened flatwashers. Be certain to use hardened flatwashers during reassembly. RIGHT DECK AND COMPONENTS Removal 1. Shut down engine following all the procedures listed on page 2-1 of this Section of the manual. 2. Remove access covers from retarding grid assembly. Tag and disconnect all electrical leads in preparation for removal. Attach lifting device to grid lifting eyes. 3. Remove grid assembly mounting hardware at four locations (6) shown in Figure 2-3.
4. Lift grid assembly clear of deck structure and move to a work area. NOTE: If grid assembly or cooling blower repairs are required refer to applicable G.E. publication for service and maintenance procedures. 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 require removal.) 6. Install lifting device at eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure. 7. Remove deck mounting hardware at deck support and front upright (2). 8. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports.
B02015
B2-3
Installation Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A. Clean all mount mating surfaces before installation. Clean mounting area before installing ground cables. Be certain all electrical connections and harness clamps are reinstalled and secure.
4. Install lifting device to lift eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure. 5. Remove deck mounting hardware at frame support and front upright. 6. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports. Installation Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A. Clean all mount mating surfaces before installation.
All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked and broken, oil soaked or otherwise damaged, replace them with new parts. Inspect cable insulation and replace cable if insulation is damaged. LEFT DECK NOTE: The left deck mounting arrangement is nearly identical to the right deck. Refer to Section N for cab removal and installation instructions. 1. Shut down engine following all the procedures listed on page 2-1 of this Section of the manual. 2. Be certain the brake system accumulators have been bled to release pressure. 3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal. Cap all lines to prevent entrance of foreign material.
Clean mounting area before installing ground cables. Be certain all electrical connections and harness clamps are reinstalled and secure. If equipped with air conditioning and the refrigerant has been removed, refer to Section M; Options, for the correct procedure for system service. 1. Start engine and allow systems to charge. Observe for any air or oil leaks. Make sure all shields, covers and clamps are in place. 2. Service the hydraulic reservoir if required. Check for proper operation of the steering and brake systems, including dynamic retarding.
CENTER DECK Center deck removal only requires removal of any attached hoses cables etc. before removing the mounting hardware and and lifting the deck structure off. Be certain to follow proper shutdown procedures as described on page 2-1.
If equipped with air conditioning and air conditioning system components are to be removed, refer to Section M, Options for special instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines.
B2-4
B02015
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 cylinders to support them after the mounting pins are removed. 4. Remove pin retainer capscrew (4, Figure 3-2) from each of the upper hoist cylinder mounting eyes. With adequate means of supporting the hoist cylinders in place, remove each of the mounting pins (2, Figure 3-2).
Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Slings, chains, and/or cables used for lifting components must be rated to supply a safety factor 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 overhead 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 the dump body and take up the slack as shown in Figure 3-1.
90444
FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER) 1. Dump Body 3. Hoist Cylinder 2. Hoist Cylinder Pin 4. Pin Retainer 5. Remove capscrews (2, Figure 3-3) and lock washers (3) and retainer (1) from each pivot pin. 6. Remove capscrews (4, Figure 3-3) and lock nuts (5) from each pivot pin. 7. 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 (6) far enough to allow shims (9) to drop out. Complete removal of pins is not necessary unless new pins are to be installed. 8. Lift dump body clear of the chassis and move to storage or work area. Block the body to prevent damage to the body guide etc. 9. Inspect bushings (8, 11, & 12), body ear (7), and frame pivot (10) for excessive wear or damage.
90909
FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables 2. Guide Rope
B03013 03/01
Dump Body
B3-1
Installation 1. Park truck on a hard, level surface and block all the wheels. Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Slings, chains, and/or cables used for lifting components must be rated to supply a safety factor 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 overhead structures or electric power lines. Be sure that the lifting device is rated for at least a 45 ton capacity. 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 frame pivot holes. 2. Install shims (9, Figure 3-3) in both body pivots, as required, to fill the outside gaps and center the body on the frame pivot. Do not install shims at the inside. A minimum of 1 shim is required at the outside end of both frame pivots. 3. If not already installed, install retainer (1) and capscrews (2) to hold bushing (12) in place. Tighten capscrews to 40 ft.lbs. (55 N.m) torque. 4. Align the hole in pivot pin (6) with capscrew hole in pin retainer (part of body pivot ear, 7) and push the pivot pin through the shims (9), frame pivot (10), and into the pivot bushings (8, 12) in each side of the body pivot. 5. Install capscrew (4) through each pin and tighten the nuts (5) to 2028 ft.lbs. (2750 N.m) torque. 6. Align hoist cylinder upper mounting eye bushings with the hole through the body, align retaining capscrew (4, Figure 3-2) hole and install the pin. 7. Install the pin retaining capscrews and nuts and tighten to 2028 ft.lbs. (2750 N.m) torque. 8. Install mud flaps, rock ejectors, electrical cables and lubrication hoses.
FIGURE 3-3 DUMP BODY PIVOT PIN 1. Retainer 7. Body Ear 2. Capscrew - M10 8. Body Pivot Bushing 3. Lock Washer - M10 9. Shim 4. Capscrew - M36 10. Frame Pivot 5. Lock Nut - M36 11. Pivot Bushing 6. Body Pivot Pin 12. Body Pivot Bushing
B3-2
Dump Body
B03013 03/01
BODY PADS
It is not necessary to remove the dump body to replace body pads. Pads should be inspected during scheduled maintenance inspections and replaced if worn excessively. 1. Raise the body to a height sufficient to allow access to all pads. 5. Install the mounting hardware and torque to 65 ft.lbs. (88.1 N-m) 6. Remove blocks from frame and lower body onto the frame. Adjustment 1. Vehicle must be parked on a flat, level surface 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 0.06 in. (1.5 mm) is required at each rear pad. This can be accomplished by using one less shim at each rear pad. 4. If pad contact appears to be unequal, repeat the above procedure.
Place blocks between the body and frame. Secure blocks in place. 2. Remove hardware attaching pads to the dump body. Refer to Figure 3-4. 3. Remove body pad and shims. Note number of shims installed at each pad location. (The rear pad on each side should have one less shim than the other pads.) 4. Install new pads with the same number of shims as removed in step 3.
! IMPORTANT !
Proper body pad to frame contact is required to assure maximum pad life.
FIGURE 3-4. BODY PAD INSTALLATION 1. Dump Body 2. Pad Mounting Hardware 3. Frame 4. Body Pad 5. Shim 6. Mounting Pad
B03013 03/01
Dump Body
B3-3
BODY GUIDE
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. 2. If gap becomes excessive, replacement parts should be installed. (Refer to the Parts Catalog)
BODY-UP RETENTION CABLE
Any time personnel are required to perform maintenance 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 its maximum height. Refer to Figure 3-6.
90440
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 Structure 4. Axle Housing 2. Cable Storage Ear Structure 3. Cable Assembly
HOIST LIMIT SWITCH

Refer to Section "D", Electrical System (24VDC) for adjustment procedure of the hoist limit switch.
2. Remove the cable (3) from its stored position on the body and install between the Rear Body Ear (1) and the Axle Housing Ear (4). 3. Secure the cable clevis pins with cotter pins. 4. After maintenance work is completed, reverse the above procedure to remove cable assembly and place it in the storage position.
BODY UP SWITCH
Refer to Section "D", Electrical System (24VDC) for adjustment procedure of the body up switch.
B3-4
Dump Body
B03013 03/01
ROCK EJECTORS
Rock Ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the tires. Failure to maintain the Rock Ejectors could allow debris to build up between the dual wheels and cause damage to the tires. Inspection 1. The ejectors must be positioned on the center line between the rear tires within 0.25 in. (6.35 mm). 2. With the truck parked on a level surface, the arm structure should be approximately 4.33 in. (110 mm) from the wheel spacer ring (3). Refer to Figure 3-7. NOTE: With Rock Ejector Arm (1, Figure 3-8) hanging vertical as shown in Figure 3-7, there must be NO GAP at Stop Block (3, Figure 3-8). 3. If the arm (1) becomes bent, it must be removed and straightened. 4. The wear plates (2) must be replaced if severely worn. 5. Inspect the mounting brackets (4, Figure 3-8), pins (2) and stops (3) at each shift change for wear and/or damage, and repair as necessary. FIGURE 3-7. ROCK EJECTOR INSTALLATION 1. Rock Ejector Arm 2. Wear Plate 3. Rear Wheel Spacer Ring
91185
FIGURE 3-8. ROCK EJECTOR MOUNTING BRACKET (Detail View) 1. Rock Ejector Arm 2. Pin 3. Stop Block 4. Mounting Bracket
B03013 03/01
Dump Body
B3-5
NOTES
B3-6
Dump Body
B03013 03/01
FUEL TANK
1. Fuel Tank 2. Capscrews & L/Ws 3. Mounting Cap 4. Lifting Brackets 5. Breather 6. Filler Cap
FIGURE 4-1. FUEL TANK INSTALLATION 7. Fuel Return Hose 13. Low Fuel Switch 8. Fuel Supply Hose 14. Wire Harness 9. Fuel Gauge Sender 15. Tank Mount Bracket 10. Drain Cock 16. Capscrew, F/W, L/W 11. Fuel Supply Connector 17. Flat Washer 12. Capscrews & L/Ws 18. Rubber Dampener
19. Ground Wire 20. Wire Harness 21. Capscrews & L/Ws 22. Capscrews & L/Ws 23. Refueling Cap 24. Wiggins Receiver Assy.
B04015
Fuel Tank
B4-1
Removal 1. Raise truck body and install body-up cable. 2. Drain fuel from tank into clean containers. 3. Disconnect fuel tank wire harness and remove clamps attached to tank. Remove ground wire (19, Figure 4-1). 4. If equipped, close in-line shut-off valves. Remove fuel supply (8) and return (7) hoses. Cap hoses and tank fittings to prevent contamination. 5. Remove hydraulic filter assembly on frame side of tank. Support filter assembly by placing a chain over frame rail. (It is not necessary to remove hydraulic hoses.) The weight of the empty fuel tank is approximately 3590 lbs (1628 kg). Be certain to use lifting devices with adequate capacity. 6. Attach lifting device to tank lift eyes (4). 7. Remove lower mount capscrews (16). Remove upper mount capscrews (2) & mounting caps (3). 8. Lift tank assembly from brackets and move to work area. 9. Remove fuel gauge sending unit (9), vent (5) on top of tank, and other fittings as required to carry out interior cleaning. Installation 1. Thoroughly clean the frame mounting brackets and mounting capscrew hole threads. Re-tap threads if damaged. The weight of the empty fuel tank is approximately 3590 lbs (1628 kg). Be certain to use lifting devices with adequate capacity. 2. Lift the fuel tank into position over the frame trunnion mounts and lower into position. Install the mount caps (3, Figure 4-1) and capscrews (2) and lockwashers, but do not tighten. 3. Install the four capscrews, lockwashers, and flatwashers (16), flat washers (17), and rubber dampeners (18) in the lower mounts and tighten the (4 x 0.750 UNC x 6.00 G8) lower mounting bolts to 310 31 ft. lbs. (420 42 N.m) torque. 4. Tighten the trunnion mount capscrews (2) to 459 45 ft. lbs. (622 62 N.m) torque. 5. Connect hoses removed during removal procedure. Install wire harness and clamps. Open the in-line shut-off valves, if equipped.
Repair If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning.
If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. Consult local authorities if necessary, on safety regulations before proceeding.
Cleaning The fuel tank is provided with a drain and a cleaning port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign material. It is not necessary to remove the tank from the truck for cleaning of sediment, however rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions, etc. Prior to a cleaning procedure of this type, all vents, fuel gauge, and hose connections should be removed and temporarily sealed. After all scale, rust, and foreign material has been removed, the temporary plugs can be removed. A small amount of light oil should be sprayed into the tank to prevent rust if the tank is to remain out of service. All openings should be sealed for rust prevention.
B4-2
Fuel Tank
B04015
VENT
If truck is not equipped with a fast fueling system, the fuel tank is vented through a small mesh type filter installed in a port on the top of the tank (5, Figure 4-1). This filter should be cleaned periodically and can be blown out with solvent and reused. The area around the vent must be free of caked mud and debris that would cover the vent and prevent proper fuel suction and return.
FUEL GAUGE SENDER

A fuel gauge sending unit (9, Figure 4-1) mounted on the side of the tank provides an electrical signal to operate the fuel gauge on the instrument panel. Removal 1. Drain fuel below level of gauge sender. 2. Disconnect wire from terminal. 3. Loosen the small screws holding the fuel gauge sender unit and carefully remove.
If truck is equipped with a fast fueling system, refer to Section M, Options and Accessories, for information on various quick fill systems and servicing of the Tank Vent Valve.
Installation 1. Install new gasket. 2. Reinstall the sender unit in tank. Take care to insure that float is oriented properly and works freely in vertical plane during installation. 3. Reinstall four socket head capscrews and tighten to standard torque. Reconnect wire to terminal. 4. Refill tank and check for leaks.
B04015
Fuel Tank
B4-3
NOTES
B4-4
Fuel Tank
B04015
SECTION C ENGINE INDEX
POWER MODULE . . . Preparation . . . . Removal . Installation
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. C2 C2-1 C2-5 C2-7 . C3 C3-1 C3-1 C3-3 C3-4 C3-4 . C4 C4-1 C4-1 C4-3 C4-5 C4-6 C4-6 C4-6 . C5 C5-1 C5-2 C5-3 C5-4 C5-4 C5-5
COOLING SYSTEM . . . . . . RADIATOR . . . . . . . . Removal . . . . . Installation . . . . Radiator Fill Procedure Troubleshooting . . .
POWER TRAIN . . . . . . . . . . . . . . . . . ALTERNATOR REMOVAL PROCEDURE . Removal . . . . . . . . . . . . . ENGINE/ALTERNATOR MATING . . . . Joining Alternator and Engine . . . . ENGINE . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . . AIR FILTRATION SYSTEM . . . . . AIR CLEANERS . . . . . . . . . Filter Element Replacement Main Filter Element Cleaning Precleaner Section . . . . . . . Cleaning Precleaner Tubes Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C01021 03/01
Index
C1-1
NOTES
C1-2
Index
C01021 03/01
POWER MODULE
The radiator, engine and alternator assemblies are mounted on a roller equipped subframe which is contained within the trucks main frame and is referred to as a Power Module. This arrangement permits removal and installation of these components with a minimum amount of disconnect and by utilizing the unique Roll In/Roll Out feature. Although the instructions in this section are primarily based upon the Rollout method for major component removal, the radiator and fan may be removed as separate items. Instructions for radiator and fan removal are contained later in this section. Optional equipment may be installed on the truck, requiring additional removal and installation steps not listed. The procedures outlined in this section of the manual are general instructions for power module removal and installation. It may be necessary to perform some procedures in a different order or use different methods for component removal and installation, depending on the lifting equipment available at the mine site. Prior to removal or repair procedures, it may be necessary 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! 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 and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. PREPARATION 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. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Place the GF Cutout Switch in the CUTOUT position. (See Figure 3-1, page E3-2, Propulsion System, for switch location.) 6. Verify the steering accumulators have bled down by attempting to steer. 7. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. Do not attempt to work in deck area until body safety cables have been installed. Do not step on or use any power cable as a handhold when the engine is running. Do not open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed. 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. 8. Open the battery disconnect switches.
Tag or mark all hydraulic lines, fuel lines and electrical connections to assure correct hookup at time of power module installation. Plug all ports and cover all hose fittings or connections when disconnected to prevent dirt or foreign material from entering. It is not necessary to remove the radiator prior to the removal of the power module. However, the coolant must be drained and the piping connected to the brake cooling heat exchanger removed. If radiator removal is desired or if only radiator repair is necessary, refer to Cooling System in this section.
C02017 03/01
Power Module
C2-1
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT 1. Hydraulic Pump 2. Shaft Guard 3. Blower Duct Preparation for Removal 4. Pump Drive Shaft 5. Alternator
The complete power module, including the hood and grille weighs approximately 34,750 lbs. (15,760 kg). Make sure lifting device to be used has adequate capacity.
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT 1. Electrical Cabinet 2. Intake Duct 3. Alternator Inlet Duct 4. Blower Assembly 5. Wheel Motor Duct Transition Structure 6. Wheel Motor Air Duct 7. Main Alternator 8. Alternator Inlet Transition Structure 9. Blower Subframe Structure
1. If radiator removal is required, refer to Section B for hood and Grille removal instructions. (Power module may be removed with hood installed if desired.) 2. Remove driveshaft guard cover (2, Figure 2-1). Disconnect hydraulic pump drive shaft (4) at the drive shaft U-joint companion flange mounted on the alternator (5). 3. Remove main alternator blower ducts to provide clearance to raise the engine off the subframe mounts. (Refer to Figure 2-2): a. Disconnect cables and hoses as required. b. Remove alternator inlet transition structure (8) and gasket. c. Remove wheel motor cooling air duct transition structure (5). d. Cover all openings to prevent entrance of foreign material.
4. Remove engine air inake duct support rods (9, Figure 2-3). Remove any hoses or electrical cables attached to center deck structure. 5. Attach overhead hoist to center deck structure. Remove deck mounting hardware, lift deck from truck and move to storage area. 6. Disconnect the air cleaner restriction indicator nylon tubes at ports on inlet ducts. 7. Loosen clamps (5) on hump hoses (4) between the four engine air inlet ducts and air cleaner outlet ducts. 8. Disconnect inlet ducts at each of the four turbochargers. Remove inlet ducts from truck. Cover openings at turbochargers.
C2-2
Power Module
C02017 03/01
FIGURE 2-3. ENGINE AIR INLET PIPING 1. Air Cleaner Assemblies 2. Left Rear Intake Duct 3. Left Front Intake Duct 4. Hump Hose 5. T-Bolt Clamp 6. T-Bolt Clamp 7. Reducer Elbow 8. T-Bolt Clamp 9. Duct Support Rod 10. Right Front Intake Duct 11. Right Rear Intake Duct
C02017 03/01
Power Module
C2-3
11. Close cab heater shutoff water valves, disconnect 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 capacity 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 from truck and move to storage area. FIGURE 2-4. ENGINE EXHAUST PIPING 1. Capscrew 2. Lockwasher 3. Nut 4. Front Exhaust Pipe 5. Rear Exhaust Pipe 6. Clamp Bands 16. Refer to Air Conditioning System, Section M for procedures required to properly remove the refrigerant. After the system has been discharged, 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 cover. Disconnect all (already marked) electrical cables, oil and fuel lines that would interfere with power module removal (see Figure 2-5). Cover or plug all lines and their connections to prevent entrance of dirt or foreign material. To simplify this procedure, most connections utilize quick disconnects. Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system.
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FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION 1. Alternator 2. Rear Power Module Lift Eye 3. Rear Frame/Sub-frame Mount 4. Engine/Alternator Cradle Structure Power Module Removal Recheck to be certain all hoses, electrical cables, ground straps etc. have been removed. 5. Power Module Sub-frame 6. Heat Exchanger Piping 7. Heat Exchanger 8. Front Frame/Sub-frame Mount 9. Front Power Module Lift Eye 10. Receiver/Drier 11. Upper Radiator Support Rod
2. Remove capscrews and caps securing subframe mounting bushings to the subframe support bracket (3) at rear of subframe. 3. Check engine and alternator to make sure all cables, wires, hoses, tubing and linkages have been disconnected.
1. Remove capscrews, nuts and washers (8, Figure 2-5) securing front subframe support to main frame.
Install safety chain around the engine subframe cross member and main frame to prevent the power module from rolling when the subframe rollers are installed.
Lift power module only at the lifting points on subframe and engine/alternator cradle structure. (Refer to Figure 2-5 and 2-7.)
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FIGURE 2-7. POWER MODULE LIFT POINTS 1. Module Lifting Tool 2. Alternator 3. Lifting Points FIGURE 2-6. SUBFRAME ROLLERS 1. Roller Assembly 2. Subframe 3. Capscrews 4. Engine 5. Power Module Subframe
4. Locate a jack under the rear of the power module. Raise the rear portion of engine subframe and install subframe rollers (Refer to Figure 2-6). Lower the rear portion of the subframe carefully until the rollers rest on the main frame guide rail. NOTE: Subframe rollers are supplied in the truck tool group and can be installed in the storage position after use, as shown in Figure 2-6. 5. Position hoist to front subframe lifting points (9, Figure 2-5). Raise the engine subframe until the engine is on a level plane. Remove the safety chain.
6. Roll the power module forward sufficiently so that adequate clearance is provided in front of electrical cabinet for the lifting device to be attached to the engine/alternator cradle structure (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 subframe from rolling. 7. Attach lifting device (1, Figure 2-7) to hoist and attach to engine/alternator cradle structure and front subframe lifting points as shown in Figure 2-7. Remove safety chain. 8. Raise the power module slightly to determine if module is on an even plane. Move the power module straight out of truck to a clean work area for disassembly. For further disassembly of the engine, alternator, and radiator, refer to the appropriate section of this manual.
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Power Module Installation 1. Inspect the main frame guide rails. Remove any debris which would interfere with power module installation. 2. Clean the main frame rear support brackets. Apply a light film of soap solution to each rubber bushing (3, Figure 2-5) located at the rear of the subframe. 3. Check the subframe rollers making sure they roll freely and are in the rollout position. ( Figure 2-6). 4. Attach a lifting device to engine/alternator cradle structure and front subframe lifting points (Figure 2-7).
6. Lower the power module to the subframe guide rails, relax the hoist slightly and roll the power module into truck frame as far as possible before the lifting chains contact the electrical cabinet. 7. Place stands or blocking under front of subframe to support assembly while repositioning hoist. 8. Install a safety chain around the truck frame and the subframe. The safety chain will prevent the power unit from rolling forward. 9. Place a small block behind each rear subframe roller to prevent rolling. 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 rollers, remove safety chain, and slowly roll the power module into position over the main frame mounts. Lower hoist until front subframe mounts are aligned and seated on the front, main frame mounts. Reinstall safety chain. 13. Place a jack under rear of subframe to support the power module. Raise power module just enough to permit removing the subframe rollers. 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). Power Module Hookup 1. Install all ground straps between frame and subframe. Reconnect wire harnesses at power module subframe connectors.
5. Raise the power module and align the subframe rollers within the main frame guide rails.
FIGURE 2-8. POWER MODULE INSTALLATION
2. Install vertical and diagonal ladders on mounting pads at front bumper.
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3. Attach hoist to the front center deck and lift into position. Install capscrews, flatwashers, lockwashers and nuts at each mounting bracket. Tighten capscrews to standard torque. 4. Install engine air intake duct supports. Reinstall intake ducts between turbochargers and aircleaner outlet ducts (see Figure 2-3). Clamp securely to insure a positive seal is made. (Refer to Figures 2-3 & 2-9 for correct installation and alignment examples.) Install exhaust ducts (4 & 5, Figure 2-4) on turbocharger outlet flanges and pipes at frame crossmember. 5. Connect the cab heater inlet and outlet hoses and open both valves. 6. Install piping (6, Figure 2-5) between heat exchanger (7) and engine water pump and radiator. 7. Inspect alternator/wheel motor cooling duct gaskets and replace if damaged. Install Alternator inlet transistion structure (8, Figure 2-2) and wheel motor duct transition structure (5).
8. Connect the hydraulic pump drive shaft companion flange (4, Figure 2-1) to the alternator (5). Tighten capscrews to standard torque. Install driveshaft guard (2). 9. Connect all remaining electrical, oil, and fuel lines. 10. Connect the air filter restriction indicator hoses. 11. Close battery disconnect switches. 12. Connect hoses routed from cab to receiver/drier and air conditioning compressor. 13. Refill radiator and service engine with appropriate fluids. Refer to Section P for capacity and fluid specifications. 14. Recharge air conditioner system per instructions in Section M, Air Conditioning System.
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
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COOLING SYSTEM
RADIATOR Removal 1. Drain coolant from radiator and engine. Be prepared to catch approximately 200 gallons (757 liters) of coolant. If the coolant is to be reused, it must be stored in clean containers. 2. If radiator is being removed without the removal of the complete power module, remove grille and hood according to Removal instructions in Section B.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system.
3. Refer to instructions in Section M and discharge the refrigerant from the system with a recovery/recycle station. The system is charged with HFC134A 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 outlet hoses (4 & 5, Figure 3-2) at the condenser. 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 2. Radiator 3. Upper Hoses 4. Upper Support Rod 5. Lower Support Rod 6. Heat Exchanger 7. Receiver/Drier 8. Mount Capscrews
FIGURE 3-2. AIR CONDITIONER CONDENSER 1. Grille Structure 2. Condenser 3. Mounting Capscrews 4. Inlet Hose 5. Outlet Hose
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FIGURE 3-4. FAN GUARD FIGURE 3-3. RADIATOR PIPING (Bottom View) 1. Drain Cock 2. Outlet Elbow (Front) 3. Radiator Mounting Capscrews 4. Outlet Elbow (Rear) 5. Heat Exchanger 6. Engine Subframe 1. Fan Guard (LH) 2. Fan Shroud 3. Fan Guard (RH) 4. Engine Subframe
4. Disconnect lines at fuel cooler (1, Figure 3-1). Remove clamps securing fuel lines to radiator. 5. Unclamp and separate all upper tank lines (3) between the radiator and engine. 6. Remove outlet elbows (2 & 4, Figure 3-3) at bottom tanks. Cap all coolant lines to prevent contamination. 7. Remove and cap hoses from radiator top tank and surge tank. 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 disassembled 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.
NOTE: The radiator and shroud assembly weigh approximately 5,730 Lbs. (2,600 Kg.).
10. Remove the upper radiator side support rods (4, Figure 3-1). Remove lower support rods (5). 11. Remove nuts, lockwashers, flat washers and capscrews (2, Figure 3-5) from power module subframe (3) at the lower radiator mounts. 12. Verify all hoses and wiring harnesses have been removed. Lift radiator slightly with the hoist, move assembly forward until clear of engine fan. Move radiator to work area for service.
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4. Install upper support rods (4) and mounting hardware at radiator brackets and front upright brackets. Do not tighten at this time. 5. Adjust the lower stabilizer support rods to position the radiator perpendicular to the subframe within 0.12 in. (3.0 mm) measured at top of radiator. When position is established, tighten locknuts to 525 ft. lbs (712 N.m) torque to lock adjustment. 6. Tighten upper support rod mounts and recheck perpendicularity of radiator. 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. 11. Route hoses to fuel cooler, clamp in place and attach to fuel cooler fittings. 12. Reinstall air conditioning system components: Service Radiator service is a specialized function usually not accomplished by most maintenance shops. The large size and weight of the off-road truck radiators dictates that a specialized radiator shop be used for service and repair on the radiators. a. Install condenser, condenser hoses, and clamps. b. Install receiver/drier and clamp hoses. Attach wires to low pressure switch. c. Clamp all hoses and wiring to studs using clamps removed during disassembly. Refer to Section M for complete instructions to evacuate and recharge the air conditioning system refrigerant supply. 13. Install grille and hood according to instructions in Section B. 14. Make sure all coolant drains are closed, pipe plugs installed, and all hoses installed. Service cooling system with the proper mixture of antifreeze as recommended in the Lubrication and Service Section. Check for static leakage and correct any leaks. Start engine and run until cooling system reaches operating temperature, recheck the cooling system for leakage during engine operation.
FIGURE 3-5. RADIATOR MOUNT 1. Radiator 2. Mounting Hardware 3. Subframe 4. Battery Box 5. Outlet Elbow
Installation 1. Attach a hoist to the radiator assembly and lift into position on the subframe. 2. Insert the capscrews, washers, and nuts (2, Figure 3-5) at the lower radiator mounting brackets but do not tighten at this time. 3. Inspect rubber bushings for lower support rods (5, Figure 3-1) and replace if worn or damaged. Install flatwashers, rubber bushings and nuts on the lower end of radiator support rods and insert rods into the subframe mounting brackets. Insert remaining bushings, flatwashers and locknuts but do not tighten. Install rods at radiator brackets and tighten to standard torque.
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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 system for leaks. The cooling System is pressurized due to thermal expansion of coolant. DO NOT remove the radiator cap while the engine and coolant are hot. Severe burns may result. 1. With engine and coolant at ambient temperature, remove radiator cap. Note: If coolant is added using the Wiggins quick fill system, the radiator cap MUST be removed prior to adding coolant. 2. Fill radiator with proper coolant mixture (as specified by the engine manufacturer) until coolant is visible in the sight gauge. 3. Install radiator cap. 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 temperature. Engine coolant must always be visible in the sight gauge before truck operation. a. Check for proper coolant/antifreeze mixture. b. Follow engine manufacturers recommendations regarding use of cooling system additives. 2. Inspect radiator fins for restrictions. Be certain the air flow through the radiator is not restricted by debris or bent radiator fins. 3. Visually inspect fan blades for damage. Check radiator cap sealing surfaces. 4. If equipped with a fan clutch, refer to Section M for complete instructions for test and repairs if required. 5. Refer to engine manufacturers Service Manual for information regarding test and replacement of the coolant system thermostats.
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POWER TRAIN
ALTERNATOR REMOVAL PROCEDURE
Removal 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 4-1.)
When lifting alternator, attach hoist to lift eyes only. The alternator weighs approximately 7,990 lbs. (3624 kg). Use a lifting device that can handle the load safely. 1. Attach hoist with two lifting chains to the two alternator lifting eyes (8, Figure 4-1). 2. Block under rear of engine a. Loosen cradle adjustments setscrews (3, Figure 4-2). b. Loosen engine/cradle capscrews (5, Figure 4-1).
FIGURE 4-2. CRADLE STRUCTURE 1. Cradle Structure 2. Jam Nut 3. Adjustment Setscrew 4. Subframe 5. Gap
FIGURE 4-1. ENGINE AND ALTERNATOR 1. Alternator 2. Capscrews & Lockwashers 3. Cradle 4. Flywheel Housing 5. Capscrews 6. Engine 7. Sub Frame 8. Alternator Lift Eyes
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3. Remove access cover at 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 the alternator rotor (8). (Rotate crankshaft to align each capscrew with access hole.)
Be certain all capscrews have been removed! 4. Remove sixteen [16] capscrews (3) securing flywheel housing adapter (2) to the alternator housing (1). NOTE: The clearance between the head of the capscrew (3) and the Flywheel Housing (4) will not permit complete removal of the capscrews at all locations. Be sure all the capcrew threads are completely disengaged from the alternator housing (1).
5. Take up slack in hoist and remove capscrews and lockwashers (2, Figure 4-1) securing the alternator to the cradle structures. 6. Keep alternator as level as possible and move away from engine. 7. Note shim location and quantity. Retain shims for possible use during reinstallation. 8. For further disassembly instructions for the alternator refer to the General Electric Service Manual.
FIGURE 4-3. ALTERNATOR TO ENGINE MOUNTING 1. Alternator 6. Capscrew [12 ea.] 2. Flywheel Housing 7. Engine Drive Ring Adapter 8. Alternator Rotor 3. Capscrew [16 ea.] 4. Engine Flywheel Housing 5. Capscrew
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ENGINE/ALTERNATOR MATING
MEASURING PROCEDURE 1. Thoroughly clean the alternator housing mounting surface, rotor drive adapter mounting surface and flywheel housing adapter mounting surfaces. 2. With magnetic base mounted on the front of the engine and the dial indicator on the front of the crankshaft, measure total crankshaft end-play: Verify end play is within 0.13 - 0.38 mm (0.005 - 0.015 in.) Record Total Crankshaft End-play: 3. Refer to Figure 4-4. Move the engine Crankshaft to the rear of its end travel. a. Carefully measure Dimension C at four locations, 90 apart: 1st measurement: 2nd measurement: 3rd measurement: 4th measurement: Dimension C: c. Record (a + b) as; Measurement C:
The following instructions must be followed to ensure proper alignment and engine crankshaft endplay. Failure to follow these instructions can result in serious damage to the engine and/or alternator. General Instructions Never pry on the engine crankshaft damper! Loosen or remove fan belts prior to measuring crankshaft end-play to insure that the crankshaft moves easily and completely. When taking measurements, always take four equally spaced readings and average them. Always measure from mating surface to mating surface. References to crankshaft rotation; clockwise (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.)
Average
b. Add 1/2 (one-half) of Total End-play ( Step 2).
SERVICE DATA - Eccentricity & Runout Limits Description Max. Flywheel Housing Bore Eccentricity Max. Face Runout Flywheel Housing Max. Eccentricity of Flywheel (Coupling Assy) Max. Axial Runout of Flywheel Face (Coupling Assy) T.I.R. 0.66 mm 0.25 mm 0.18 mm 0.25 mm
FIGURE 4-4. SHIM LOCATION 1. Alternator Housing 2. Alternator Rotor 3. Flywheel Housing Adapter 4. Engine Flywheel Housing 5. Engine Drive Ring A - Dimension A B - Drive Shims C - Dimension C D - Housing Shims
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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 the alternator housing (1). Leave capscrews finger-tight. b. Move the 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 the capscrews (4) one-turnat-a-time, until all torque is released. Carefully 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 alternator rotor) at four locations, 90 apart, and average the measurements. 1st measurement: 2nd measurement: 3rd measurement: 4th measurement: Dimension A: Average e. Add 0.010" to Dimension A. f. Record (d + e) as; Measurement A:
FIGURE 4-5. ALTERNATOR END-PLAY 1. Alternator Housing 2. Alternator Rotor 3. Steel Bar 4. Capscrew
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= Shim pack thickness to be installed at location B, Figure 4-4. Rotor-to-Drive Ring Location B Shim Part Number TM3467 TM3469 Shim Thickness 0.004 inch 0.007 inch b. If A is greater than C, subtract: (A - C) = D Shim pack thickness D= to be installed at location D, Figure 4-4.
Alternator-to-Flywheel Housing Adapter Location D Shim Part Number TM3466 TM3468 Shim Thickness 0.004 inch 0.007 inch
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Joining Alternator and Engine
When lifting alternator, attach hoist to lift eyes only. The alternator weighs approximately 7,400 lbs. (3357 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). 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 crankshaft to access and align holes. Tighten capscrews (5) to 175 ft. lbs. (237 N.m) torque. 5. Install alternator-to-cradle structure mounting capscrews and washers (2, Figure 4-1) and tighten to 525 ft. lbs. (712 N.m) torque. 6. Tighten engine-to-cradle structure mounting capscrews (5, Figure 4-1) to 345 ft. lbs. (465 N.m) torque. FIGURE 4-6. ALTERNATOR TO ENGINE MOUNTING 1. Alternator Housing 6. Engine Drive Ring 2. Point Capscrew 7. Alternator Rotor 3. Flywheel Housing B - Drive Shims Adapter D - Housing Shims 4. Engine Flywheel Housing
Never pry on the engine crankshaft damper! 7. With magnetic base mounted on the front of the engine and the dial indicator on the front of the crankshaft, measure total crankshaft end-play: Record Total Crankshaft End-play: 8. Compare the step 7 value to the measurement taken before alternator was installed on engine.
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 less than the starting engine crankshaft end-play, RESHIMMING IS REQUIRED. 9. Rotate the crankshaft one full revolution and listen for any unusual noise caused by moving components contacting stationary parts. 10. Install engine side cover, if removed. Install lockwire on all alternator mounting capscrews. 11. Install access cover on flywheel housing.
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ENGINE
Removal Refer to instructions in previous sections for removal instructions for the Power Module, alternator, and radiator assembly.
Service
Complete instructions covering the disassembly, assembly and maintenance of the engine and its components can be found in the engine manufacturers service manual.
Installation 1. Align engine to subframe and install front mounting capscrews and lockwashers (5, Figure 4-7). Align and install rear engine mounting capscrews and lockwashers (2) through cradle structure, but do not tighten at this time. Tighten front mount capscrews to 345 ft. lbs. (465 N.m) torque. 2. Install alternator on engine following instructions for Engine/Alternator Mating. 3. Tighten rear engine mounting capscrews (2) to 345 ft. lbs. (465 N.m) torque after alternator is installed. 4. Adjust setscrew (3, Figure 4-2) to equalize gap (5) between cradle structure (1) and subframe (4) at left and right side. Lock setscrew with jam nut (2).
The engine weighs approximately 19,430 lbs. (8815 kg) wet. Be sure lifting devices are capable of handling the load safely. 1. Disconnect any remaining wiring or hoses between the engine and subframe. 2. Remove capscrews and lockwashers (5, Figure 4-7) securing front engine mount to subframe. 3. Attach spreader bar with lifting straps at front lift hooks and rear lift hooks (6) on engine. Remove capscrews and lockwashers (2) at rear engine mount securing engine to cradle structure (1). Always use a spreader bar to ensure lift straps are vertical at each lift hook. 4. Lift engine from subframe and move to clean work area for further disassembly.
FIGURE 4-7. ENGINE MOUNTING 1. Cradle Structure 2. Capscrews and Lockwashers 3. Engine Subframe 4. Engine 5. Capscrews and Lockwashers 6. Engine Lift Hooks
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AIR FILTRATION SYSTEM

AIR CLEANERS
Operation Air required by the diesel engine passes through the air cleaner assemblies mounted on each side of the radiator. These air cleaners discharge heavy particles of dust and dirt by centrifugal action and then remove finer particles by passing air through filter cartridges. 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 entering here is drawn through a series of tubes that are designed to produce a cyclonic action. As the air passes through the outer portion of the tubes, a circular motion is set up causing dust and dirt particles to be thrown from the air stream into dust collectors (1, Figure 5-1). At the same time, the air stream turns and is directed up through the center of the tubes into the filter chamber. Here the air passes through the main filter element and safety filter element and out the clean air outlet to the engines air intake system. The function of the safety filter is to increase overall reliability and engine protection. The truck engine must be shut down before servicing the air cleaner assemblies or opening the engine air intake system. Never start the engine with the filter elements removed. Engine operation with elements removed can cause serious engine damage.
General Service Information Inspect and empty dust collector cups at regular intervals; daily inspection is recommended. Never allow the dust level to build up to the tube (precleaner) chamber. During operation or after the engine has been shut down, observe the air cleaner vacuum gauges mounted on the overhead display panel in the operators cab. Filter service is required 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
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FIGURE 5-2. AIR CLEANER ASSEMBLY 1. Dust Cap 2. Dust Cap Gasket 3. Tube 4. Unfiltered Air Inlet 5. Wing Nut 6. Wing Nut Gasket 7. Safety Element Indicator 8. End Cover 9. Safety Filter Element 10. Main Filter Element 11. Main Element Gasket 12. Clean Air Outlet 13. Pre-Cleaner Gasket 14. Safety Filter Element Gasket
FILTER ELEMENT REPLACEMENT 1. Follow normal procedures and shut down the engine. Clean dirt and dust off area around air 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 damage, holes, breaks, etc., which might affect reuse of element. If element appears serviceable other than being dirty, proceed with the cleaning procedure. If defects are found in filter element, wing nut assembly (5) must be removed from element assembly and installed on the new filter element. 4. Check safety (secondary) filter element indicator nut (7). If solid red area is showing, safety filter replacement is required. If center is green, safety element does not require service.
Have a new safety (secondary) filter element on hand before removing old one. Do not keep intake system open to the atmosphere any longer than absolutely necessary. 5. If indicator indicates safety filter replacement is required, remove indicator and remove safety filter element. Discard element; DO NOT attempt to clean the safety element.
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6. Reset the indicator nut from red to green by gently blowing air into threaded hole from gasket side of nut. 7. Install new safety element and tighten safety indicator wing nut to 10 ft. lbs. (13 N.m) torque. 8. Install clean or new, main filter element into air cleaner and secure with wing nut. Tighten wing nut hand tight, do not use a wrench or pliers. If filter element is being reused, make sure sealing gasket is not damaged. The gasket must seal completely. 9. Close and latch the dust collectors on the bottom of the air cleaner assembly.
MAIN FILTER ELEMENT CLEANING NOTE: Remember that only the main filter elements may be cleaned and then only if they are structurally intact. Do not reuse an element that is damaged. DO NOT clean and reuse the safety (secondary) filter elements. Replace them with new parts. After inspection, determine the condition of the element and choose either the washing or compressed air method for cleaning the filter element. If the element is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results. 1. Wash elements with water and detergent as follows: a. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate element 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 complete, thorough rinse is essential. c. Dry the element thoroughly. If drying is done with heated air, the maximum temperature must not exceed 140F (60C) and must be circulated continually. Do not use a light bulb for drying elements. d. After cleaning the element, inspect thoroughly for slightest ruptures and damaged gaskets. A good method to detect paper ruptures is to place a light inside the filter element 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 element. Discard and replace with a new part.
FIGURE 5-3. INSPECTING FILTER ELEMENT
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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 material. 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 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 element as shown in Figure 5-3 and if holes or ruptures are noted, discard the element. FIGURE 5-5. REMOVING DUST FROM PRECLEANER TUBES Cleaning Precleaner Tubes
Both the main and safety elements must be 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. 1. Dust can be removed with a stiff fiber brush. DO NOT use a wire brush. Dust may also be removed effectively using compressed air. 2. Heavy plugging of tubes may require soaking and washing of complete precleaner section. The following instructions cover these procedures. NOTE: The precleaner section may be separated from the air cleaner assembly without dismounting the complete air cleaner from the truck. 3. Remove the air intake cover (3, Figure 5-1). Remove capscrews and locknuts holding precleaner section to the cleaner assembly and 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.
Precleaner Section
The tubes in the precleaner section of the air cleaner assembly should be cleaned at least once annually and at each engine overhaul. More frequent cleaning may be necessary depending upon operating conditions and local environment should tubes become clogged with oil, sludge or dirt. To inspect tubes in precleaner section, remove main filter element. Do not remove the safety element. Loosen clamps and remove dust collector cup. Use a light to inspect the tubes, all tubes should be clear and the light should be visible. Clean the tubes as follows if clogging is evident.
C5-4
C05013 5/98
5. Submerge precleaner section (see Figure 5-6.) in a solution of Donaldson D-1400 and warm water (mix solution according to package directions). Tube section must be down. Soak for 30 minutes, remove from solution and rinse thoroughly with fresh water and blow dry. 6. Severe plugging may require the use of an Oakite 202 and water solution. The solution should be mixed 50% Oakite 202 and 50% fresh water. Soak precleaner section for 30 minutes, rinse clean with fresh water and blow dry completely. 7. Check precleaner gaskets carefully for any evidence of air leaks and replace if necessary 8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and install all mounting hardware removed. 9. With a serviceable gasket, install dust collector cup assembly on precleaner section and secure with mounting clamps.
AIR INTAKE TROUBLESHOOTING

To insure maximum engine protection, be sure that all connections between air cleaners and engine intake are tight and positively sealed. If air leaks are suspected, check the following: 1. All intake lines, tubes and hump hoses for breaks, cracks, holes, etc., which could allow an intake air leak. 2. Check all air cleaner gaskets for positive sealing. 3. Check air cleaner elements, main and safety, for ruptures, holes or cracks. 4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.
FIGURE 5-6. WASHING AND SOAKING PRECLEANER SECTION
C05013 5/98
C5-5
NOTES
C5-6
C05013 5/98
SECTION D ELECTRICAL SYSTEM (24 VDC NONPROPULSION) INDEX
24 VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . Batteries . . . . . . . . . . . . . . . . . . . . . . Battery Charging Alternator (Refer to Section M) BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . Battery Box . . . . . . . . . . . . . . . . . . . . . Battery Control Box . . . . . . . . . . . . . . . . System Battery Starter Disconnect Relay . . . Battery Disconnect Switches . . . . . . . . . 24 VDC Auxiliary Battery Connectors . . . . . Battery Equalizer . . . . . . . . . . . . . . . . 24 VDC ELECTRICAL SYSTEM COMPONENTS . . . PASSENGER SEAT BASE COMPARTMENT . . . 5 Minute Idle Timer Components . . . . . . Alarm Indicating Device (A.I.D. System) . . . ELECTRICAL INTERFACE CABINET . . . . . . . TRUCK CONTROL INTERFACE PANEL (TCI) Diode Board (DB1) . . . . . . . . . . . . . . Diode Testing . . . . . . . . . . . . . . Relay Boards . . . . . . . . . . . . . . . . . Service . . . . . . . . . . . . . . . . . . Body Up switch . . . . . . . . . . . . . . . . . . Hoist Limit Switch . . . . . . . . . . . . . . . . . Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . D2 . . . . . . . . . . . . . . . . . . . D2-1 . . . . . . . . . . . . . . . . . . . D2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 D2-3 D2-3 D2-3 D2-4 D2-4 D2-5 . D3 D3-1 D3-1 D3-3 D3-6 D3-6 D3-8 D3-8 D3-9 D3-9 D3-13 D3-14 D3-15
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 FOLLOWED. 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.
D01033
Index
D1-1
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 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 possible 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.
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 technician 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
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical system which supplies power for engine starting circuits and most non-propulsion electrical components. The 24VDC engine starting circuit is supplied by four, heavy duty Type 8D, 12 volt storage batteries. Several components require 12VDC and are supplied by circuits tapped off the starting batteries. Two, smaller, 12VDC batteries (Type 4D) supply 24VDC for the non-propulsion components; Engine Control System, circuit relays, indicator lamps, etc. The batteries are of the lead-acid type, each containing six 2-volt cells. With the engine Off, power is supplied by batteries. During engine cranking, power is supplied by the four engine cranking batteries only. When the engine is running, power is supplied by an engine driven high capacity alternator.
DO NOT SMOKE or allow flame around a dead battery or during the recharging operation. The expelled gas from a dead cell is extremely explosive.
Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces per cell per month. For heavy duty operation (24 hour) normal consumption should run about one to two ounces per cell per week. Any appreciable increase over these figures should be considered a danger signal.
Troubleshooting Two most common troubles that occur in the charging system are undercharging and overcharging of the trucks batteries. An undercharged battery is incapable of providing sufficient power to the trucks electrical system. Some possible causes for an undercharged battery are: Sulfated battery plates Loose or corroded battery connections Defective wire in electrical system Loose alternator drive belt A defective alternator
Lead-acid storage batteries contain sulphuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing leadacid storage batteries. See the precautions in Section A of this manual to insure proper handling of batteries and accidents involving sulphuric acid. During operation, the storage batteries function as an electrochemical device for converting chemical energy into the electrical energy required for operating the accessories when the engine is shut down.
BATTERIES
Maintenance and Service The electrolyte level of each cell should be checked at the interval specified in the Lubrication and Service Section P, and water added if necessary. The proper level to maintain is 38 12 in. (10-13 mm) above the plates. To insure maximum battery life, use only distilled water or water recommended by the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends and in extreme cases the battery container will become distorted and cracked. Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in leadacid batteries). Inspect the case, covers and sealing compound for holes, cracks or other signs of leakage. Check battery hold down connections to make sure the tension is not great enough to crack the battery, or loose enough to allow vibration to open the seams. A leaking battery should be replaced.
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24VDC Electric Supply System
D2-1
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 soda solution is allowed into the battery cells. Be sure terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Corrosion creates resistance in the charging circuit which causes undercharging and gradual starvation of the battery. NOTE: When washing batteries, make sure cell caps are tight to prevent cleaning solution from entering the cells. Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, make sure battery is fully charged. This is accomplished by putting the battery on charge and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid may now be added. Continue charging for another hour and again check specific gravity. Repeat the above procedure until all cells indicate a specific gravity of 1.260-1.265 corrected to 80F (27C). NOTE: Use 1.400 strength sulphuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 80F (27C) when the specific gravity is taken, temperature should be corrected to 80F (27C): For every 10F (5C) below 80F (27C), 0.004 should be SUBTRACTED from the specific gravity reading. For every 10F (5C) above 80F (27C), 0.004 should be ADDED to the reading. Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more than two weeks, the batteries should be removed and placed in a cool, dry place where they may be checked periodically and charged when necessary. 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.
The rate of self-discharge of a battery kept at 100F (38C) is about six times that of a battery kept at 50F (10C) and self-discharge of a battery kept at 80F (27C) is about four times that one at 50F (10C). Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at 80F (27C). To offset the results of self-discharge, idle batteries should receive a booster charge (not a quick charge) at least once every thirty days. Batteries allowed to stand for long periods in a discharged condition are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called sulfated and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately 12 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the table. The temperatures in the table below indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a 34 charged battery is in no danger of freezing, therefore, a 34 charge or better is desirable, especially during winter weather.
SPECIFIC GRAVITY Corrected to 80F (27C) 1.280 1.250 1.200 1.150 1.100
FREEZING TEMPERATURE DEGREES -90F (-70C) -60F (-54C) -16F (-27C) + 5F (-15C) + 19F (-7C)
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D02018
BATTERY SUPPLY SYSTEM

24VDC BATTERY CHARGING ALTERNATOR Refer to Optional Equipment, Section M for information regarding the truck battery charging alternator.
BATTERY CONTROL BOX The battery control box (4) is located near the right corner of the front bumper. This box contains the battery disconnect switches and other components listed below. System Battery Starter Disconnect Relay
BATTERY BOX The truck batteries are located in an enclosure (1, Figure 2-1) in the center of the truck behind the front bumper. For access to the batteries, remove the two covers by turning the cover handles counterclockwise until released. Lift eyes are attached to the ends of the enclosure if the entire battery container must be removed. Four Type 8D batteries (2) are installed in the battery box and are used for the 24VDC engine cranking circuit and the 12VDC circuits. Two Type 4D batteries (3) are installed to provide 24VDC for the truck systems other than engine starting. A System Battery Starter Disconnect Relay isolates these batteries from the engine starter circuit during engine cranking.
The System Battery Starter Disconnect Relay (7, Figure 2-2) isolates the engine cranking circuit, when the starter is actuated, from the system battery circuits to ensure the high current demand in the starter circuit does not affect the control system circuits. When the operator turns the keyswitch to the start position, a signal is sent from the keyswitch to the Truck Control Interface (TCI) located in the Electrical Interface Cabinet. If all conditions required to engage the starter are acceptable, the TCI panel provides a signal to energize the System Battery Starter Disconnect Relay, disconnecting the system batteries from the start circuit until the cranking sequence is completed and cranking battery voltage returns above a programmed voltage.
FIGURE 2-1. BATTERY BOX AND BATTERY CONTROL BOX 1. Battery Box 3. System Batteries 2. Engine Cranking Batteries 4. Battery Control Box
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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 battery circuit only, preventing engine startup 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 connecting external batteries to aid engine starting during 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 bottom receptacle on the truck.
FIGURE 2-2. BATTERY CONTROL BOX 1. Battery Control Box Assembly 2. Starter Circuit Disconnect Switch 3. 24VDC Circuit Disconnect Switch 4. 12VDC Circuit Disconnect Switch 5. Auxiliary Battery Connectors 6. 12VDC Circuit Breaker 7. System Battery Starter Disconnect Relay 8. Battery Equalizer
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 operation only. The system batteries are disconnected from the external (auxiliary) batteries and the truck mounted cranking batteries while the engine starter is engaged.
D2-4
D02018
Battery Equalizer The majority of the accessory and control circuits operate at 24VDC. Several components however, require 12VDC (cab window regulator motors, cassette/radio, cigar lighter etc.). A battery equalizer (8) system is utilized to obtain the required 12VDC and ensure that all the truck batteries are charged and discharged equally. A 50 amp circuit breaker (6) mounted in the box protects the 12VDC circuits.
4. If alternator voltage is outside above limits, refer to Section M for battery charging alternator service information. 5. With the engine running, verify voltages at the battery equalizer terminals. a. Measure the voltage between the 24 volt and 12 volt terminals. b. Measure the voltage between the 12 volt terminal and ground. 6. If the difference between the voltage measurements above exceeds 0.75 volts, the battery equalizer is defective and should be replaced.
Troubleshooting Normal battery maintenance procedures should be followed according to the intervals specified in the Lubrication and Service section of this manual. Refer to the Battery information in this section for detailed instructions regarding proper battery maintenance and service procedures. Prior to troubleshooting the battery equalizer system, inspect all battery circuit connections for excessive corrosion, loose cables, ground connections etc. Use the following procedure to check the system if a problem occurs: 1. Check the 12VDC circuit breaker. a. If the circuit breaker has opened, check circuits and repair cause. b. Reset circuit breaker. 2. Check other applicable circuit breakers to determine if one or more has opened. (Refer to Circuit Breaker Chart in the following Section for a list of circuit breakers and the circuits involved.) a. If the circuit breaker has opened, check circuits and repair cause. b. Reset circuit breaker. 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.
Always open main battery disconnect switches prior to removing or connecting any wires or cables on the Battery Equalizer terminals.
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D2-5
NOTES
D2-6
D02018
24 VDC ELECTRICAL SYSTEM COMPONENTS

PASSENGER SEAT BASE COMPARTMENT
The 24 VDC electrical system components shown in Figure 3-1 are accessed by unlatching the passenger seat base lid and tilting the passenger seat forward. The electrical schematics in Section R should be used when troubleshooting problems with the following components.
COMPONENTS
TAIL LIGHT RESISTOR DIODE ASSEMBLIES The tail light resistor diode assembly RD1, RD2 (2, Figure 3-1) is a circuit designed to vary the intensity of each of the stop/tail lamp bulbs. With the tail lights on, a resistor in series with the 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. RD1 controls the left lamp and RD2 controls the right lamp. No adjustments are available or necessary. 5 MINUTE IDLE TIMER COMPONENTS The 5 minute idle timer circuit automatically provides approximately 5 minutes engine idle time before actual engine shutdown occurs. This system allows the engine cooling system to circulate coolant to reduce and stabilize engine component temperatures, when engine power requirements are minimal, resulting in extended engine life. The circuit is controlled by a 3-position rocker switch. Pressing the bottom of the switch will turn the circuit OFF. The engine will shut down by use of the Key Switch, console mounted Engine Shutdown Switch, or the Ground Level Shutdown Switch. With the rocker switch in the middle position, the circuit is ON, but does not activate the 5 minute idle timer circuit. The engine can be shut down immediately using any one of the three switches described above. When the top of the switch is depressed and held momentarily, the idle timer circuit is activated. When released, the switch will return to the ON (middle) position, and the 5 minute idle timer circuit is latched on through the switch. The engine will not shut down with the Key Switch. Moving the Key Switch to the OFF position, will cause the engine to shut down after the 5 minute time delay is completed. The normal shutdown sequence will then occur. However, if during the 5 minute idle timing sequence, the 5 minute delay switch (on the instrument panel) is pressed to the OFF position, the console shutdown switch is depressed, or the Ground Level Shutdown switch is activated, the engine will shut down immediately, followed by the normal shutdown of all systems.
Do not attempt repairs until the truck is properly shut down. Dangerous voltage levels are present in the propulsion system while the engine is running and for a period of time after shutdown. Refer to Section D Index for additional warnings.
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. Verify the LINK VOLTAGE lights on the electrical cabinet and next to the 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 technician trained to investigate the cause. 5. Place the GF Cutout Switch in the CUTOUT position throughout test and troubleshooting procedures. (See Figure 3-1, page E3-2, Propulsion System, for switch location.) 6. Verify the steering accumulators have bled down by attempting to steer.
D03019 04/01
24VDC System Components
D3-1
FIGURE 3-1. PASSENGER SEAT BASE COMPARTMENT 1. Seat Base 2. Tail Light Resistor/Diodes (RD1/RD2) 3. Terminal Board (TB13) 4. Terminal Board (TB12) 5. Terminal Board (TB11) 6. 5 Minute Idle Timer 7. 5 Minute Idle Contactor 8. Inclinometer 9. Hoist Control 10. Compartment Service Light 11. Brake Warning Buzzer (BWB) 12. 5 Minute Idle Relay 13. Connector (RP226) 14. Connector (RP231) 15. Connector (RP230) 16. AID Module
D3-2
D03019 04/01
5 Minute Idle Timer The 5 minute idle timer (6) circuit is activated when the operator presses the 5 minute idle timer engine shutdown switch mounted on the instrument panel. (This is a momentary switch that also latches the 5 minute idle timer in the energized position.) When the timer is energized, internal contacts close and energize the relay and contactor described below. 5 Minute Idle Relay The relay (12) contacts close when the idle delay timer is energized. When the contacts are closed, the AID system 5 minute idle timer indicator lamp circuit (23LI) on the overhead display is grounded, turning the lamp on. 5 Minute Idle Contactor The contactor (7) energizes the idle timer and maintains current flow to the engine run circuit if the operator turns the key switch off. 5 Minute Idle Circuit Test Check 5 minute idle timer circuits as follows: 1. With the key switch ON, press the Engine Shutdown switch firmly to the momentary position and release (switch will return to the ON position). 2. Turn the key switch OFF and verify the following: Circuit 712 (to ground) remains 24 volts for approximately 5 minutes. After 5 minutes, the voltage drops to 0. The 5 minute idle indicator lamp on the overhead display is ON when circuit 712 reads 24 volts. 3. Repeat step 1. While monitoring voltage at circuit 712, turn the key switch OFF. Push the engine shutdown switch off. Verify voltage at circuit 712 drops to 0 when the shutdown switch is pushed to OFF. INCLINOMETER The inclinometer is used by the on-board load weighing system to determine whether the truck is on a level surface or tilted fore or aft. The information provided by the inclinometer is sent to the weighing system for use in calculating the payload. Refer to Section M for detailed information on the inclinometer and on board load weighing system.
BRAKE WARNING BUZZER (BWB) The brake warning buzzer (11) provides an audible alarm for the operator if a malfunction occurs in the hydraulic service brake system. Refer to Section J for additional operational details. ALARM INDICATING DEVICE (AID) SYSTEM The Alarm Indicating Device (16, Figure 3-1) used on Haulpak trucks is a device which is connected in the electrical accessories circuits to provide the operator with a warning indication of a malfunction. This system consists of up to eight printed circuit cards, located under the passenger seat in the operators cab. The actual quantity of cards will depend on options installed on the truck. The AID system enables the indicating lights to be flashing or constant. The AID also has the capability of operating an audible alarm along with the light. The eight printed circuit cards are (refer to Figure 3-2): Diode Matrix (With Sound) Card (Slot 1) Diode Matrix (Without Sound) Card (Slot 2) Hot Switch Inverter Card (Slot 3) Hot Switch Inverter Card (Slot 4) (Not Used) Temperature Card (Slot 5) (Not Used) Oil Level Card (Slot 6) Temperature and Latch Card (Slot 7) Coolant Level and Flasher Card (Slot 8) NOTE: Each card is identified with a number which corresponds with a mating number on the housing. If cards are removed, make sure card numbers correspond with housing numbers during installation (See Figure 3-2). The following briefly describes each card and its function. Refer to Section R for circuit components described below.
Coolant Level/Flasher The Coolant Level and Flasher Card contains two separate circuits. The flasher circuit at the top of the card has Q12 transistor biased to be saturated when no malfunction is present, resulting in there being 24 volt positive output on pin H of the card and on wire 12F. When a indicating circuit is activated, the ground side of the circuit connected to card pin K is grounded. Q12 will turn off initially and then after a delay, adjusted by R20, will turn on and off to give the intermittent 24 volt output.
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D3-3
Temperature and Latch The Temperature and Latch Card has two circuits to operate two different indicating lights. The temperature 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 185oF (85oC) and 500 ohms at 250oF (122oC). Normal setting is 204oF (96oC). 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 (resistance) at which the circuit is activated. NOTE: Some electronic engine controls monitor coolant temperature. If the engine controls monitor the circuit, a 2K 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 power to the gate of SCR Q7. With Q7 turned on, Q9 will supply the ground path to turn on the Low Accumulator Precharge Indicator Light and sound the alarm horn. The Indicator Light is connected to 12F and will flash off and on. The SCR will remain on until power is removed from the card by turning the key switch Off.
FIGURE 3-2. AID SYSTEM CARD ENCLOSURE 1. Diode Matrix With Sound 2. Diode Matrix Without Sound 3. Hot Switch Inverter 4. Hot Switch Inverter (Not Used) 5. Temperature & Latch 6. Coolant Level & Flasher The other half of the circuitry on the Coolant Level and Flasher Card operates the Coolant Level Light. The Water Level Probe connected to terminal B11 grounds the 31L circuit when the coolant in the radiator is above the probe position. The coolant saturates the probe and electrically grounds the circuit. When the circuit is grounded, Q6 transistor is off, resulting in no indication. When the coolant level drops below the probe, 31L is no longer grounded and Q6 turns on to ground the flasher through D5, ground the Coolant Level Light through terminal D11, and ground the alarm horn through D6. The light and alarm horn will operate intermittently as their 24 volt supply is from circuit 12F, the flasher output. NOTE: Some electronic engine controls monitor coolant level. If the engine controls monitor the circuit, a 2K resistor is installed to replace the probe and disable the AID system circuit.
Hot Switch Inverter The Hot Switch Inverter Card (Slot 3) is used to operate and test the service brake indicator light. In normal conditions Q4 transistor is off and the Indicator Light is off. When the stoplight switch is activated, 24 volts is sent to pin E of the Hot Switch Inverter Card. Transistor Q4 is turned on by this voltage and, in turn, grounds the service brake Indicator Light. There is no alarm horn operation with this card. A second circuit on this card is used to operate and test the Retard Speed Control indicator light. When RSC is turned Off, transistor Q7 is off and the indicator light is off. When RSC is turned on, 24 volts is sent to pin J of the card. This voltage turns on Q7, grounding the indicator light circuit.
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Hot Switch Inverter Card (Slot 4) (Not Used) Oil Level The Oil Level Card is used to turn on the Low Oil Level Indicator Light to warn the operator engine oil/hydraulic tank oil level is below acceptable levels. The oil float is connected to a variable resistor. As the oil level decreases, the resistance goes down causing Q3 to turn on, grounding the indicator light and alarm horn.
Diode Matrix (With Sound) The Diode Matrix With Sound Card works very much like the other Diode Matrix Card, except that it contains extra diodes to activate the alarm horn in addition to the flasher. The circuits connected to terminals A1 through A8 operate in the same manner.
Lamp Test All of the card circuits are connected to the Lamp Test Switch on the overhead display area. In normal operation, these circuits are open and not functional. When the operator pushes the Lamp Test Switch, it activates all the indicator circuits by grounding them. This is used to verify that all lamps are functional.
Temperature The Temperature Card (Optional) is used to turn on the High Oil Temperature Indicator Light. The indicator light tells the operator that the hydraulic tank oil temperature has exceeded acceptabale levels. Normal temperature setting is 250oF (121oC). As the temperature goes up the resistance in the probe decreases providing a ground path for the indicator light and alarm horn.
Diode Matrix (Without Sound) The Diode Matrix Without Sound Card consists of a series of diodes capable of working with eight different 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 operator 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 detecting 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.
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ELECTRICAL INTERFACE CABINET

The Electrical Interface Cabinet (1, Figure 3-3) is mounted near the rear of the cab and on the left side of the main electrical control cabinet. The cabinet houses various components for the 24VDC circuits, engine controls and the 17FL349, Truck Control Interface Panel (TCI). The following information describes the components in the cabinet and their operation. Additional, detailed information for operation and troubleshooting procedures not included below can be found in Section E of this manual, the engine manufacturers service publications and the appropriate G.E. publications. Refer to Section R of this manual for system schematics. Refer to Figure 3-3 for location of the following components.
TRUCK CONTROL INTERFACE PANEL The Truck Control Interface Panel (TCI) (6, Figure 3-3) is the main interface between truck systems and devices and service personnel. This panel is used in conjunction with the Diagnostic Information Display (DID) located in the operators cab. The TCI panel provides the following functions: Communicates with the Propulsion System Controller (PSC) to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. Communicates with the Diagnostic Information Display (DID) to exchange PSC and/or TCI diagnostic and parameter data. Refer to Section E for additional information. Communicates with the Auxiliary Blower System to exchange diagnostic data. Communicates with a Portable Test Unit (PTU) to exchange TCI PTU data. Communicates with a Modular Mining Dispatch System to exchange truck status data. Monitors engine control system, payload information, ambient and propulsion system temperature, operator control inputs etc. Controls the engine start sequence. Provides signals to activate many of the cab mounted warning lamps and gauges. Controls the park brake solenoid. Processes front wheel speed signals for the PSC and speedometer.
LUBRICATION SYSTEM TIMER Automatic Lubrication System activation frequency can be adjusted by removing the timer (4) cover and selecting one of five different timing intervals available. System on time is automatically determined by the timer and is not adjustable. Refer to Section M for additional automatic lubrication system details.
BAROMETRIC PRESSURE TRANSDUCER The Barometric Pressure Transducer (9) monitors barometric air pressure, providing a signal to the Truck Control Interface panel (TCI) and Propulsion System Controller (PSC).
CONTROL POWER RELAY SPECIAL INTERFACE MODULE The Interface Module (2) receives a load curve (PWM) signal from the engine controls and converts it to a 0 to 10 volt signal for use by the Propulsion System Controller (PSC). The Control Power relay (18) is energized when the Key Switch and Control Power switch (located in the main electrical cabinet) are turned on. When closed, the relay connects the battery circuit (circuit # 11) to create circuit # 71, the B+ source for many of the low voltage system components.
POWER DISTRIBUTION TERMINALS A 24 VDC terminal (17) and a 12 VDC terminal (19) are mounted on the left wall of the cabinet. These terminals distribute battery voltage and 12 VDC for devices requiring reduced voltage. This 24 VDC terminal is a convenient test point for measuring battery voltage during troubleshooting procedures.
CIRCUIT BREAKER PANEL A panel (10) adjacent to the TCI panel in the Electrical Interface Cabinet contains the cabinet service lights on/off switch (1, Figure 3-4) and circuit breakers CB1 though CB12 (2). Refer to Circuit Breaker Chart at the end of this Section for functions and circuits.
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FIGURE 3-3. ELECTRICAL INTERFACE CABINET 1. Cabinet Assembly 2. Special Interface Module (SIM) 3. Relay Board (RB1) 4. Lincoln Lube System Timer 5. Relay Board (RB6) 6. Truck Control Interface Panel (TCI) 7. Relay Board (RB7 - Not Used) 8. Cabinet Service Light 9. Barometric Pressure Transducer 10. Circuit Breaker Panel 11. Relay Board (RB2) 12. Relay Board (RB3) 13. Relay Board (RB4) 14. Relay Board (RB5) 15. Cable Entrance Panel 16. Diode Board (DB1) 17. 24 VDC Terminal 18. Control Power Relay 19. 12 VDC Terminal 20. Cabinet Left Wall 21. Cabinet Right Wall
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FIGURE 3-4. CIRCUIT BREAKER PANEL 1. Cabinet Service Light Switch 2. Circuit Breakers DIODE BOARD - DB1 The diode board (16, Figure 3-3) contains replaceable 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 circuit, preventing damage to other circuit components (lamp filaments etc.). Other diodes are used to control the flow of current in a circuit as required. Resistors or diodes may also be installed in sockets P7 through P12 (3, Figure 3-5). Refer to the schematics in Section R for specific circuits. Diode board, DB1 contains 24 replaceable diodes. The diodes are mounted on a plug-in connector for easy replacement. Diode Testing Refer to the electrical schematic in Section R of this manual for the specific circuit and diode to be tested. If a diode failure is suspected, remove and check the diode as follows: 1. Grasp the diode connector, compressing the locking ears while pulling the connector off the board. Note the connector key used to ensure correct polarity. NOTE: Some digital multimeters are designed to test diodes. If this type is used, follow the manufacturers instructions for proper test.
FIGURE 3-5. DIODE BOARD 1
1. Diode Board 1 (DB1) 2. Connectors (P1 - P6)
3. Sockets (P7 - P12) 4. Diodes (D1 - D23)
2. An analog ohmmeter can be used to test the diode as follows: a. Place the meter on the X100 scale. b. With the red meter lead (+ ) on the banded end of the diode and the black lead (-) on the other diode lead, the meter should read between 1000 and 2000 ohms. c. Reverse the meter leads and read infinite resistance. 3. If no resistance is read on the meter, the diode is open and must be replaced. 4. If the meter reads zero ohms, the diode is shorted and must be replaced. 5. Orient the diode assembly for proper polarity (key noted in step 1.) and insert connector until locked in position on mating receptacle.
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RELAY BOARDS
The Electrical Interface Cabinet contains six relay boards to provide control for many of the 24VDC circuits. Two types of boards are used; those containing circuit breakers in addition to 24VDC relays and a PC board for special functions, and a second type containing relays only. All relays are interchangeable. The circuit breakers are interchangeable, providing the circuit breaker capacity is the same. Do not interchange or replace any circuit breaker with one of a different capacity than specified for the circuit. Serious damage or a fire may result if the wrong capacity breaker is used. RELAY BOARDS RB1, RB2, RB3, RB4, RB5 Each relay board of this type is equipped with five green lights (9, Figure 3-6) and one red light (7). Four green lights are labeled K1, K2, K3, or K4. These lights will be ON only when that particular control circuit has been switched ON and the relay coil is being energized. The light will not turn on if the relay board does not receive the 24 volt signal to turn ON a component. Each relay board has a 5th green light that has a different function on each board. The red Breaker Open light (if ON) indicates that a circuit breaker (on that relay board) is in the OFF position. A light on the overhead display panel will also illuminate, informing the operator that a circuit breaker is in the OFF position. The red breaker open light will turn ON whenever there is a voltage difference across the two terminals of a circuit breaker. If a control switch has been turned ON and a green (K) light is ON, but that component is not operating, check the following on the relay board for that circuit: Check for a circuit breaker that is in the OFF position or a red (breaker open) light is ON. If a circuit breaker is OFF, turn it ON. Check operation of component. If it trips again, check the wiring or component for cause of overload. The contacts inside the relay may not be closing, or the contacts may be open, preventing an electrical connection. Swap relays and check again. Replace defective relays. Check the wiring and all of the connections between the relay board and the component for an open circuit. Defective component. Replace component. Poor ground at the component. Repair the ground connection.
Service To replace a relay: NOTE: The relays are labelled to identify the applicable circuits and components Also, refer to the Circuit Breaker Chart at the end of this Section. 1. Remove one screw (10, Figure 3-6) holding the crossbar in place and loosen the other screw. 2. Swing crossbar away. 3. Gently wiggle and pull outward to remove relay (11). 4. Line up tabs and install new relay. 5. Place crossbar in original position and install screw (10) that was removed and tighten both screws. To replace a circuit breaker: NOTE: Always replace a circuit breaker with one of the same amperage capacity as the one being removed. 1. Place battery disconnect switches in the OFF position. 2. Unplug all wiring harness(s) from relay board. Remove four relay mounting screws and remove relay board from truck. 3. Remove four hold down screws (3) (one in each corner) in circuit breaker cover plate and all circuit breaker screws. Remove cover plate from circuit breakers. 4. Remove nuts and star washer from back side of circuit board that holds the breaker in place. 5. Lift out circuit breaker. Retain flat washers that were between inner circuit breaker nut and relay board. 6. Install one nut and two flat washers to each pole on the circuit breaker. Nuts must be adjusted to the same height as on the other circuit breakers. This is necessary so when cover plate is installed, it will not press circuit breaker into, or pull up on, the circuit board. Install new circuit breaker of the same capacity rating as the one removed. 7. Install star washer and nut to circuit breaker poles (on the back side) and tighten nuts. 8. Install cover plate and all screws removed during disassembly.
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To replace a circuit panel card DO NOT remove the small screws that hold the cover plate to the circuit panel. Replace circuit panel as a complete assembly. 1. Place battery disconnect switches in the OFF position. 2. Remove the two mounting screws (6, Figure 3-6) and carefully remove the circuit panel card from the relay board. 3. Line up the new circuit panel in slots and with the socket on the relay board and install carefully. 4. Install two mounting screws (6).
RELAY BOARD IDENTIFICATION

The six relay boards are identified as follows: (Refer to Figure 3-3 for location.) Relay Board 1. . . . . . . . . . Clearance/Turn Signal Relay Board 2. . . . . . . . . . . . . . . . . Payload Meter Relay Board 3. . . . . Stop, Retard, Backup Lights Relay Board 4. . . . . . . . . . . Parking Brake, Horn, . . . . . . . . . . . . . . . . . . Body-up, Engine Cranking Relay Board 5. . . . . . . . . . . . . . . . . . Head Lights Relay Board 6. . . . . . . . . . . . . Engine Functions, . . . . . . . . . . . . . . . . Mid/Full Load Signals to PSC . . . . . . . . . . . . . . . . . . . . . . Backup Lights & Horn 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
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RELAY BOARD FUNCTIONS The following describes the components and functions of each relay board. Relay Board 1 (RB1) 1 - Flasher Power Light (Green): This light will be ON when the turn signals or hazard lights are activated. > K1 light will be ON during right turn signal operation > K2 light will be ON during left turn signal operation > K3 light will be on when clearance lights are activated. > K4 light will be flashing when the turn signals or hazard lights are in operation. NOTE: If circuit breakers (CB13 & CB15) are in the off position, no warning will be noticed until the clearance light switch is turned ON. 1 - Flasher Module card. 3 - 15 amp circuit breakers (CB13, CB14, CB15) 4 - Relays Right Turn/Clear Light Relay (K1) Left Turn/Clear Light Relay (K2) Clearance Lights Relay (K3) Flasher Relay (K4) Relay Board 2 (RB2) 1 - Data Storage Module card. 1 - Payload Stored Light (Green): This light is ON for one second when the payload meter actually stores the load data into memory. 1 - 5 amp circuit breaker (CB29) (To payload meter) 1 - 15 amp circuit breaker (CB28) (To payload lights & relays) 4 - Relays Light Relay 1 (Green) (K1) Light Relay 2 (Amber) (K2) Light Relay 3 (Red) (K3) Light Control Relay (K4)
Relay Board 3 (RB3) 1 - Light Module Display card 1 - Rev Light (Green): This light is ON whenever the selector switch is in the reverse position, and the key switch is in the ON position. 4 - 15 amp circuit breakers (CB16, CB17, CB18, CB19) 4 - Relays Manual Back-up Lights Relay (K1) Stop Lights Relay (K2) Retard Lights Relay (K3) Slippery Road Relay (K4) (Not used) Relay Board 4 (RB4) 1- Steering Pressure Bleed Down Timer Module card. 1 - Bleed Down Light (Green): This light is ON when the bleeddown solenoid is being energized. The bleeddown timer will energize the solenoid for 90 seconds after key switch is turned OFF. 2 - 5 amp circuit breakers (CB20, CB22) 1 - 15 amp circuit breaker (CB21) 4 - Relays Park Brake Failure Relay (K1) Engine Cranking Oil Pressure Interlock Relay (K2) Horn Relay (K3) Body Up Relay (K4) Relay Board 5 (RB5) 1 - Light Display Module card 1 - Lights Control Light (Green): This light is ON when 24 volts is being supplied to the battery terminal of the light switch. 5 - 15 amp circuit breakers (CB23, CB24, CB25, CB26, CB27) 4 - Relays Left Low Beam Relay (K1) Right Low Beam Relay (K2) Left High Beam Relay (K3) Right High Beam Relay (K4)
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Relay Board 6 (RB6) Relay board 6 (Figure 3-7) does not contain circuit breakers or modular cards. Additional circuits may be added by utilizing the empty relay sockets provided. The following relays are installed on RB6: Back-up Lights & Horn Relay (K1) Engine Run/Ignition Relay (K2) Spare Socket (K3) Engine Retard Speed Relay (K4) Spare Socket (K5) Full Load Signal to PSC Relay (K6) 70% Load Signal to PSC Relay (K7) Spare Socket (K8)
Installing Additional Circuits 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).
If Relay Board 6 must be removed and replaced, be certain to note correct orientation of board! Improper orientation will result in incorrect hookup to existing wire harness.
FIGURE 3-7. RELAY BOARD 6 1. Relay Board (RB6) 2. Terminal Strips (TS1 - TS8) 3. Relays (K1 - K8)
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BODY-UP SWITCH
The body-up switch (3, Figure 3-8) is located inside the right frame rail near the front of the body and must be adjusted to specifications to ensure the proper electrical signal is obtained when the body is raised or lowered. The body-up switch is designed to prevent propulsion in Reverse when the dump body is not resting on frame rails. The switch also prevents forward propulsion with the body up unless the override button is depressed and held. Operation When the body is resting on the frame, actuator arm (4) causes the electrical contacts in the magnetically operated switch to close. When the body is raised, the arm moves away from the switch, opening the contacts. The electrical signal is sent to the control system and the body-up relay. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly.
Adjustment Prior to adjusting the body-up switch, inspect body pads for wear or damage and replace pads if required. The body must be resting on the frame in the normal body down position when adjustments are made. 1. Loosen capscrews (2, Figure 3-8) and adjust proximity switch bracket (3) to achieve an air gap (dimension A) between sensing area (crosshatched area as marked on switch) and actuator arm (4), of between 0.50 in. (12.7 mm) minimum and 0.62 in. (15.9 mm) maximum. Tighten capscrews after adjustment. 2. If necessary, loosen actuator arm mounting capscrews (5), and position arm until centered over sensing area of switch. Vertical set up dimension (B) should be 1.63 in. (41.5 mm). Tighten capscrews after adjustment. Service Keep sensing area clean, free of metallic dust and 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 2. Adjustment Capscrews 3. Proximity Switch 4. Actuator Arm 5. Adjustment Capscrews
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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 extension, 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 contacts close, an electrical signal is sent to the hoist-up limit solenoid valve (located in the hydraulic components 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 assembly.
Adjustment With body raised and hoist cylinders within 6 in. (152 mm) of maximum travel, make the following adjustment. 1. Adjust limit switch to achieve an air gap (dimension A) of 0.50 to 0.56 in. (12.70 to 14.30 mm) between sensing area and actuator arm (3). Retighten capscrews.
Service Keep sensing area clean, free of metallic dust and other debris that may damage or inhibit operation of the limit switch. If the switch is not functioning or damaged the unit must be replaced.
FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT 1. Body 2. Frame 3. Actuator Arm 4. Switch Mounting Plate 5. Hoist Limit Switch
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AMPS
CB00 CB1 CB2 CB3 CB4 CB5 CB6 CB7 CB8 CB9 CB10 CB11 CB12 CB13 CB14 CB15 CB16 CB17 CB18 CB19 CB20 CB21 CB22 CB23 CB24 CB25 CB26 CB27 CB28 CB29 CB30 CB31 CB32 CB33 CB34 CB35 CB36 CB37 CB38 CB39 CB40A CB40B CB41A CB41B CB42 CB43 CB50 CB51 CB52 5 10 15 15 15 10 20 20 10 10 10 5 50 5 20 20 20 20 15 10 10 10 10 15 5 15 15 15 15 15 15 15 5 15 5 15 15 15 15 15 15 15 15 15 15
CIRCUIT BREAKERS DEVICE(S) PROTECTED

12 Volt Power Source Fan Clutch Power ECM Main Power ECM Main Power ECM Rec. Power ECM Rec. Power Engine Service Lights Lincoln Lube Solenoids Body-up Limit Switch/Solenoid Spare Spare Spare Spare Clearance Lights Turn Signals RD1, RD2, & Tail Lights Dynamic Retard Lights Manual Back-up Lights Stop Lights Back-up Horn 439E Circuit & Park Brake Fail Relay Coil Steering Bleeddown, Horn Relay Board RB6, K2 coil (Engine Run/Ignition) Low Beam Headlight, L.H. Low Beam Headlight, R.H. High Beam Headlight, L.H. High Beam Headlight, R.H. Headlight Switch Payload Meter Payload Meter Hazard Light Switch Cab Heater/AC Blower Motor Warning Lights, A.I.D. Module Not Used Not Used Not Used Cigar Lighter Windshield Washer & Wiper Fuel, Engine Temperature, Oil Pressure, Voltmeter Gauges Not Used Accessory Plug (12VDC) Radio/Cassette Player Cab Door Window, L.H. Cab Door Window, R.H. Air Seat Start Signal Communications Radio Dispatch Radio Spare
CIRCUIT
11B1 440 240M 241M 240R1 241R1 11SL 68 712H
LOCATION
Battery Control Box Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet
11CL 11Z 41T 44C 47B 44A 79A 439E 11A 23D 11DL 11DR 11HL 11HR 11D 39J 39G 11L 12H 12M
RB1, Elect. Interface Cabinet RB1, Elect. Interface Cabinet RB1, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB4, Elect. Interface Cabinet RB4, Elect. Interface Cabinet RB4, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB2, Elect. Interface Cabinet RB2, Elect. Interface Cabinet Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module
11B2 712W 712D 12GE 11B4 11B6 11B7 712A 21S SPR42/SPR46 SPR43/SPR47 SPR44
Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module
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NOTES
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SECTION E ELECTRICAL PROPULSION SYSTEM INDEX

ELECTRIC PROPULSION SYSTEM COMPONENTS GENERAL SYSTEM DESCRIPTION . . . . . . . System Components . . . . . . . . . . . . . DID Panel Fault Codes . . . . . . . . . . . . PSC Software Functions . . . . . . . . . . . Propulsion System Component Abbreviations Electronic Accelerator and Retard Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2 . E2-1 . E2-3 . E2-5 . E2-30 . E2-41 . E2-51 . . E3 . E3-1 . E3-1 . E3-2 . E3-3 . E3-4 . E3-4 . E3-7 . E3-10 . E3-10 . E3-11 . E3-11 . E3-12 . E3-18 . E3-26 . E3-30 . E3-35 . E3-36 . E3-36 . E3-36 . E3-38 . E3-41 . E3-42 . E3-43
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . Truck Shutdown Procedures . . . . . . . . . . . . . . . . . . Normal Shutdown . . . . . . . . . . . . . . . . . . . . . Shutdown After a System Failure . . . . . . . . . . . . . SYSTEM CHECKOUT (Release 17 Software) . . . . . . . . . . . Battery and Control Checks, Battery Power Off . . . . . . . . Battery and Control Checks, Battery Power On . . . . . . . . Memory Backup Battery Replacement . . . . . . . . . . . TCI Programming . . . . . . . . . . . . . . . . . . . . . . . . PSC Programming . . . . . . . . . . . . . . . . . . . . . . . Inverter Programming . . . . . . . . . . . . . . . . . . . . . . Truck Control Interface (TCI) Checkout . . . . . . . . . . . . Propulsion System Controller (PSC) Checkout . . . . . . . . Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . On-Board Load Testing . . . . . . . . . . . . . . . . . . PVM Optimum Load Curve Handshaking Troubleshooting
MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . Troubleshooting Phase Modules and Chopper Modules . . . . . Phase Module Removal and Snubber Resistor Replacement Auxiliary Blower Control System Troubleshooting . . . . . . . . Auxiliary Inverter (Controller) Troubleshooting . . . . . . . . Auxiliary Snubber Panel Troubleshooting . . . . . . . . . . IGBT Troubleshooting . . . . . . . . . . . . . . . . . . . .
NOTE: Propulsion System electrical schematics are located in Section R of this Manual.
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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 FOLLOWED. 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 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 INITIATED. It requires approximately 5 minutes after the truck is shut down before the Link Voltage 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. 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 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. Disconnect the battery charging alternator lead wire and open the battery disconnect switches.
E1-2
Index
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ELECTRICAL PROPULSION SYSTEM COMPONENTS

The following information provides a brief description of system operation and major components of the AC propulsion system. Refer to the appropriate GE publication for detailed information and theory of operation. A list of commonly used propulsion system component abbreviations is listed in Table IV at the end of this Section. Figures 2-3 through 2-8 illustrate the physical location of these components where applicable. The alternator field is supplied from a tertiary winding on the alternator and is controlled by a silicon controlled rectifier (SCR) bridge. A starting boost circuit initially energizes the alternator from the truck batteries until the flux builds up enough to sustain excitation. Cooling air for the Alternator only is supplied by an internal fan assembly mounted on the rear. Cooling air for the traction system is provided by an AC motor driven auxiliary blower mounted behind the electrical cabinet. The auxiliary blower motor is controlled by an auxiliary inverter which receives 3-phase AC power from the alternator. This blower provides cooling air to the traction motors, propulsion inverters, dynamic retarding choppers, and auxiliary inverter. Blower speed is regulated by the PSC by monitoring component temperatures to determine cooling needs. A resistor grid package is used to dissipate power from the traction motors (operating as generators) when in dynamic retarding mode. The total retard power produced by the traction motors is controlled 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 contactors. The PSC, mounted in the main Electrical Control Cabinet, determines optimum engine operating speeds based on what the operator requests, propulsion system requirements, and efficient fuel usage. Interfaces between the PSC and the truck brake system allow the PSC to provide proper retarding, braking, and wheel slide control. The PSC interfaces with the Truck Control Interface (TCI), mounted in the Electrical Interface Cabinet mounted behind the cab at the side of the electrical control cabinet. System status and control signals are transmitted and received between these two components. An RS422 serial link enables the TCI to access real time data and event information stored in the PSC for displaying on a Diagnostic Information Display (DID), located in the cab behind the operators seat.
GENERAL SYSTEM DESCRIPTION

The AC drive system consists of the following major components: Alternator coupled to a diesel engine Auxiliary Blower System Gate Drive Power Converters Main Rectifier AC Power Inverters AC Induction Traction Motors
The Alternator supplies three phase power for the Auxiliary Blower System, Gate Drive Power Converters and Main Rectifier. The Main Rectifier supplies DC power to two AC Power Inverters. Each AC Power Inverter inverts the rectified DC voltage, delivering variable voltage, variable frequency power to each of the AC Induction Traction Motors. Refer to the diagram in Figure 2-1 for the following description. The two AC Induction Traction Motors, each with its own Inverter, are connected in parallel across the rectified output of the Alternator. The Inverters change the rectified voltage back to AC by turning on and off (chopping) the applied DC voltage. The output AC voltage and frequency are controlled to produce optimum slip and efficiency in the traction motors. At low speeds, the rectified alternator output (DC link, or DC bus) voltage is chopped with patterns called pulse width modulation (PWM) inverter operation. 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.
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Electrical Propulsion System Components
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FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
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SYSTEM COMPONENTS
AUXILIARY BLOWER SYSTEM The Auxiliary Blower System, mounted behind the main electrical cabinet, consists of the blower assembly and control electronics; power inverter/phase control rectifier, power filter capacitor bank, and power filter inductor. The control electronics provide a 3-phase, AC, variable voltage/variable frequency output to the blower motor. Output frequency (blower motor speed) is controlled by the PSC.
The PSC contains the following internal, removable printed circuit boards and an external fiber optic board. Brief descriptions of board functions are as follows: 17FB127 Power Supply: Supplies regulated +15VDC, -15VDC, and +5VDC for internal panel use and 15VDC external circuits. 17FB147 System CPU Card: Provides serial communications and control functions; RS232 communications to PTU. RS422 high speed communications to TCI. Microprocessor controls for internal panel circuits. 17FB104 Digital I/O Card: Receives digital inputs and feedback information from various propulsion and control system components. Digital outputs drive propulsion system contactors, relays and provide equipment enable commands. 17FB143 System Analog I/O Card: Receives engine and auxilary blower speed signals, voltage and current signals for main alternator, link voltage and current, retard pedal input, retard lever input. Controls retard effort, engine speed request, Auxiliary Blower speed, AFSE firing pulses. *17FB134 Inverter 1, 2 I/O Cards (2 ea.): Receives motor speed signals, link voltage, phase voltages, and phase currents for use by the Inverter 1 & 2 CPU cards. (See note below.) *17FB138 Inverter 1, 2 CPU Cards (2 ea.): Microprocessor control for inverters 1 & 2. Controls GTO phase modules through the Fiber Optic Assembly. Phase module status is returned via a separate Fiber Optic Assembly. (See note below.) 17FB172 Inverter 1, 2 CPU and I/O Cards (2 ea.): These cards are used in later production model trucks equipped with 17FL320E1 PSC Panel and replace the 17FB134 and 17FB138 cards. *Note: Early production trucks equipped with 17FL320D1 Panel have 17FB134 and 17FB138 cards installed instead of 17FB172 cards. Fiber Optic Assembly: Provides electrical isolation for control and feedback signals for Phase Modules and Chopper Modules.
PROPULSION SYSTEM CONTROLLER (PSC) The PSC (17FL320 Panel) is the main controller for the AC Drive System. The Panel receives input signals from speed sensors mounted on the alternator and traction motors, voltage and current feedback signals from various control devices, and status/command inputs from the Truck Control Interface (TCI). Using these inputs, the PSC controls the two Inverters, retarding circuits, relays, contactors, and other external devices to provide: Propulsion and wheel slip control Retarding and wheel slide control Engine speed control Auxiliary blower speed control. Event detection Initialization of the necessary operating restrictions, including the shut down of the truck if a serious system fault (event) is detected. If the fault is not serious, an indicator lamp alerting the operator to the problem will illuminate. All event data is recorded for future review by maintenance personnel. Log event data Store statistical data of the history of various component and system function operations. Communicate with the TCI to exchange propulsion system status and control data (event data, statistical data, etc.) and to receive required truck systems status data. Communicate with the TCI to exchange propulsion PTU data (propulsion real time, history, diagnostic, and parameter data: software code etc.) Drive the operator cab status and warning lamps.
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TRUCK CONTROL INTERFACE PANEL (TCI) The Truck Control Interface Panel (TCI) (17FL349 or 17FL373) is the main interface between truck systems and devices and service personnel. This panel is used in conjunction with the Diagnostic Information Display (DID) described later. The TCI panel provides the following functions: Communicates with the Propulsion System Controller (PSC) to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. Communicates with the Diagnostic Information Display (DID) to exchange PSC and/or TCI diagnostic and parameter data. Communicates with the Auxiliary Blower System to exchange diagnostic data. Communicates with a Portable Test Unit (PTU) to exchange TCI data. Communicates with a Modular Mining Dispatch System to exchange truck status data. Monitors engine control system, payload information, ambient and propulsion system temperature, operator control inputs etc. Controls the engine start sequence. Provides signals to activate many of the cab mounted warning lamps and gauges. Controls the park brake solenoid. Processes front wheel speed signals for the PSC and speedometer.
The 17FL349 TCI Panel contains the following internal, removable printed circuit boards: *17FB127 Power Supply: Supplies regulated +15VDC, -15VDC, and +5VDC from the filtered battery supply (B+) input. 17FB144 CPU Card: Provides high speed RS422 serial communications to PSC and RS232 serial communication with the PTU. 17FB160 Analog I/O Card: Provides RS232 serial communications with Diagnostic Information Display and an optional Modular Mining Dispatch System. Provides RS422 serial communication with the Auxiliary Blower System. Receives signals for front wheel speed, motor cooling and barometric air pressures, accelerator, retard speed setting, payload, ambient and hydraulic oil temperature, and engine cranking voltage. Outputs drive cab mounted temperature gauges etc. 17FB104 Digital I/O Card: Receives operator control, engine and body-up signals. Provides engine start controls, drives cab mounted indicator/warning lamps, etc. *NOTE: The 17FL373 Panel does not contain the 17FB127 card.
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Diagnostic Information Display The 17FM558 Diagnostic Information Display (DID) (Figure 2-2) is located in the cab, behind the passenger seat. The display provides a means of communications with the TCI by service personnel. Information from the PSC Aux Inverter is also routed through the TCI for display on the DID. The panel has two display lines, each line 40 characters long. The top line is the message line and is used by the TCI to inform service personnel of the truck systems and components status. The bottom display line provides information in addition to the top line or relates to the keypad, displaying possible selection options and display functions. The keypad, located below the display lines is used by service personnel to direct the activity of the TCI. The display provides service and status information on the various truck systems and the propulsion system by displaying system status information or fault codes as well as a description of the system status or a problem on the top display line. Information on the second display line may change to indicate what functions are available by pressing the [F1] through [F5] keys. In addition, the DID panel can be used by to perform the self-load test.
DID PANEL FAULT CODES

The Tables on the following pages list the possible event codes which may be displayed on the DID panel when accessed. Table I (below) describes restrictions to operation of the propulsion and retarding systems when a fault occurs for a particular code listed in Tables II, III and IV.
NOTE: Event codes numbered 000 through 099 are applicable to the PSC and are listed in Table II. Codes numbered 100 through 199 are applicable to Inverter 1, and codes numbered 200 through 299 are applicable to Inverter 2 and are listed in Table III. Codes numbered 600 through 699 are applicable to the TCI and are listed in Table IV. The codes listed in the Tables are applicable to Release 17 software. RESTRICTION No Power DEFINITION No retarding Allowed No propulsion allowed No power on the link No propulsion allowed Retarding allowed Link power allowed If corrective action is not taken, a more restrictive event may follow No restrictions
No Propel
System Warning
TABLE I.
FIGURE 2-2. DIAGNOSTIC INFORMATION DISPLAY
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TABLE II: DID PANEL FAULT CODES (Codes Received from PSC)
EVENT RESTRICTION
EVENT NUMBER
000
EVENT DESCRIPTION
NO FAULT
DETECTION INFORMATION
Displayed when all faults have been reset. A ground fault is detected if leakage current to ground (truck chassis) exceeds 145 ma for more than .05 seconds. Shorted diodes in main rectifier. GF Cutout Switch is open with the system not in REST. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Lost Communication with both inverters.
Limp Lockout Possible Limit N/A N/A
None
002 003 004 005 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 006
HIGH GROUND FAULT FAILED DIODE GFCO OPEN and not in REST DRIVE SYSTEM OVERTEMP auxiliary phase control auxiliary inverter afse alternator left stator left rotor right stator right rotor chopper GTO chopper diode left GTO module left diode right GTO module right module rectifier diode BOTH INVERTERS COMMUNICATION FAILED
No power No power No power No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No power
N/A N/A N/A N/A
1 1 1 3
NO
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TABLE II: DID PANEL FAULT CODES (Cont.)

EVENT NUMBER
007 :01 :02 008 :01 :02 :03 009 :01 :02 011 :01 :02 012 :01 :02 013 014 :01 :02 :03 :04 :05 :10 :11 :12 :21 :22 015 :01 :02 :03 :04
EVENT DESCRIPTION
INVERTER COMMUNICATION FAILED inv 1 inv 2 DC LINK OVERLOAD not in retard in retard instantaneous ALT FIELD OVERCURRENT with persistence no persistence RETARD LEVER BAD voltage too high voltage too low RETARD PEDAL BAD voltage too high voltage too low LINKV ABOVE MIDVOLT SENSOR FAULT alt field amps link amps load box amps 3 phase alt volts alt field volts PSC link volts inv1 link volts inv2 link volts blower 1 amps blower 2 amps ANALOG CARD gnd fault gainchk ground fault current ATOC ma
EVENT RESTRICTION
Lost Communication with an inverter. Lost Communication with an inverter. Lost Communication with an inverter. DC link voltage exceeds limit for a sufficient time. Occurs while not in retard, exceeds propel voltage limit. Occurs while in retard, exceeds retard voltage limit. Occurs istantaneously in propel or retard, exceeds link voltage limit. Alternator field current exceeds limit. Exceeds current limit over time. Exceeds current limit with no persistence. Incorrect input from retard lever. Incorrect input from retard lever. Incorrect input from retard lever. Incorrect input from retard pedal Incorrect input from retard pedal Incorrect input from retard pedal Incorrect link volts Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Problem occurred in the analog card. Problem occurred in the analog card. Problem occurred in the analog card. Problem occurred in the analog card. Problem occurred in the analog card.
Limp Lockout Possible Limit Yes 3
No power No power No power No power No power No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel
N/A
N/A
N/A
N/A
N/A
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EVENT NUMBER
016 :07 :10 :11 :12 017 018 :01 :02 019 020 021 :01 :02 03 :04 :05 :06 022 023 024 025 :01 :02
EVENT DESCRIPTION
PSC CPU CARD flash CRC excess timeouts invalid pointers BRAM CRC SYSTEM DIGITAL CARD SYSTEM ANALOG CARD analog card no response analog card timeout RIDING RETARD PEDAL LO SPEED HI TORQUE TIMEOUT NO TCI COMM. message missing bad tick bad CRC overflow bad start bit bad stop bit PERSISTENT TCI COMM FAULT TERTIARY OVERCURRENT PSC CONFIG FILE INCORRECT AUX INVERTER FAULT not ok or no speed feedback numerous shutdowns
EVENT RESTRICTION
Problem has occurred in the system CPU card. Flash CRC computation did not match expected value. On power up, excessive timeouts occurred. On power up, the status of data in BBRAM is invalid. CRC on BRAM does not match expected value. System CPU cannot communicate with digital I/O card. System CPU cannot communicate with analog I/O card. Card missing. Read timeout. Brake pedal applied while truck speed is >5 mph Torque limit exceeded No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI and truck is stopped for 10 seconds. Current in alternator field tertiary winding exceeds limit over time. Incorrect PSC configuration file. Auxiliary Blower System fault. Aux speed feedback indicates no or incorrect blower speed. Aux ok goes low twice when speed command is greater than running speed.
Limp Lockout Possible Limit N/A 3
No power No power No power No power No power No power No power No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No power No propel No power No power No power No power
N/A N/A
3 3
N/A
N/A N/A N/A N/A
3 1 1 3
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EVENT NUMBER
027 028 029 030 031 032 :01 :02 :03 :04 035 036 :01 :02 :03 :04 :05 037 038 039 040 041 042 043 044 045 046 047
EVENT DESCRIPTION
PSC PANEL CONNECTOR CN1 CONNECTOR AUX BLOWER NOT CONNECTED AT POWER GF CONTACTOR GFR CONTACTOR RP CONTACTOR RP1 RP2 RP3 RP contactor stuck closed ESS INPUT 36GY19 GRID BLOWER FAILURE blower 1 stall blower 2 stall blower 1 open blower 2 open blower 1 & 2 delta too large VOLTS 5 POS VOLTS 15 POS VOLTS 15 NEG VOLTS 24 POS VOLTS 24 NEG DIRECTION SELECTED IN LOAD BOX MODE DRIVE SYSTEM BATTERY HI DRIVE SYSTEM BATTERY LOW CHOPPER 1 OPEN CIRCUIT CHOPPER 1 FAILED ENGINE STALL
EVENT RESTRICTION
A panel connector B, C, or D is not properly connected. CN1 connector not properly connected. Auxiliary Blower System connector not properly connected. GF command and feedback dont agree. GFR command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. Engine Speed Sensor out of range. A grid blower has failed. A grid blower has failed. A grid blower has failed. A grid blower has failed. A grid blower has failed. A grid blower has failed. +5V Power Supply out of limits. +15V Power Supply out of limits. -15V Power Supply out of limits. +24V Power Supply out of limits. -24V Power Supply out of limits. Selector switch moved to FORWARD or REVERSE during self load. Battery volts above limit. Battery volts below limit. An open circuit has occurred in Chopper 1. A failure has occurred in Chopper 1. An engine stall condition has occurred.
Limp Lockout Possible Limit N/A N/A N/A Yes (if closed) Yes (if closed N/A 3 3 3 3 3 3
No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No power No power No power No power No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel
Yes Yes
3 3
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EVENT NUMBER
048 050 051 :01 :02 052 :01 :02 053 :01 :02 054 :01 :02 061 063 :01 :02 :03 065 :01 :02 :03 :04 :05 :06 :07 :08
EVENT DESCRIPTION
CHOPPER 2 FAILED MOTOR STALL TACH LEFT REAR zero output with truck moving high output with truck stopped TACH RIGHT REAR zero output with truck moving high output with truck stopped TACH LEFT FRONT zero output with truck moving high output with truck stopped TACH RIGHT FRONT zero output with truck moving high output with truck stopped MOTOR OVERSPEED ENGINE LOAD FAULT below minimum above maximum below minimumwith low HP ANALOG INPUT afse temp sensor aux inv temp sensor aux pc temp sensor alternator temp left stator temp left rotor temp right stator temp right rotor temp
EVENT RESTRICTION
A failure has occurred in Chopper 2. Motors stalled with torque above limit. Input from M1 sensor out of tolerance. Zero output from sensor with front wheels moving, brake released. High output from sensor with all other wheel speeds zero. Input from M2 sensor out of tolerance. Zero output from sensor with front wheels moving, brake released. High output from sensor with all other wheel speeds zero. Input from left front wheel sensor out of tolerance. Zero output from sensor with rear wheels moving, brake released. High output from sensor with all other wheel speeds zero. Input from right front wheel sensor out of tolerance. Zero output from sensor with rear wheels moving, brake released. High output from sensor with all other wheel speeds zero Truck is over the motor overspeed limit. Engine load out of range. Engine load out of range. Engine load out of range. Engine load out of range. An analog input is outside the design range of valid values. AFSE temperature sensor. Aux inverter temperature sensor. Aux phase controller temp. sensor Alternator temp out of range. Temp out of range. Ttemp out of range. Temp out of range. Temp out of range.
Limp Lockout Possible Limit
No propel No propel None None None None None None No spin/slide on M1 No spin/slide on M1 No spin/slide on M1 No spin/slide on M2 No spin/slide on M2 No spin/slide on M2 Speed Limit None None None None None None None None None None None None None
N/A Yes
3 3
Yes
N/A
N/A
N/A N/A
N/A
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EVENT NUMBER
:09 :10 :11 :12 :13 :14 :15 070 071 072 084 085 :02 :03 086 087 088 :01 089 :02 091 :01 :02 :03 :04 :05 :06
EVENT DESCRIPTION
chopper GTO temp chopper diode temp left GTO module temp left diode temp right GTO module temp right diode temp rectifier diode temp LINK CAPACITANCE LEVEL LOW LINK CAPACITANCE LEVEL TOO LOW GROUND FAULT CIRCUIT CONTROL POWER SWITCH OFF AUX COOLING auxrpmfb input auxrpm feedback AUX BLOWER SYSTEM HP LOW HP LIMIT engine may stall ENGINE SPEED DOES NOT MATCH COMMAND RPM does not match command TCI COMMUNICATION FAULT message missing bad tick bad CRC overflow bad start bit bad stop bit
EVENT RESTRICTION
Temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range. Link capacitance level low, but OK Link capacitance level too low Ground fault detection circuit Control Power Switch is turned off while truck is moving. A fault has occurred in the auxiliary blower operation. Rpm of Aux Blower out of range. Rpm feedback does not match rpm command. Aux OK signal goes low while aux blower is being commanded to run Horsepower adjust is at negative limit for 30 seconds. Horsepower limit exceeded while in propulsion. HP demand is above HP available. Engine speed feedback does not match commanded speed. Engine speed feedback does not match commanded speed. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI.
None None None None None None None None Speed Limit Speed Limit None None None None None None No propel None None None None None None None None None None
N/A N/A
3 3
N/A N/A
10 10
N/A
N/A
10
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EVENT NUMBER
092 094 :01 095 096 098 099
EVENT DESCRIPTION
TCI COMMUNICATION FAULT ILLEGAL LIMP REQUEST inverter cutout BAD BRAM BATTERY UNEXPECTED PSC CPU RESET DATA STORE SOFTWARE EVENT
EVENT RESTRICTION
Indicates message errors between PSC and TCI. A limp mode request is received while truck is moving. Inverter cutout switch is moved improperly (truck is moving or not in NEUTRAL). BRAM battery voltage low. PSC CPU reset without request. PTU data store command. Software error
None None None None None None None
N/A
10
N/A
N/A N/A 3
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TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
100/200 :23 :29 :30 :31 :32 :34 :35 :38 :39 :40 :41 :48 :49 101/201 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :16
EVENT DESCRIPTION
INVERTER CPU CARD pat fail out 100 no extvi TIC no vector TIC no I TIC TIC NMI occurred no background TIC PGA not programmed PGA init failed PGA DP failed par not found multiple par no cam TIC no peak samp TIC INVERTER CPU CARD Aup cmd not off Adn cmd not off Bup cmd not off Bdn cmd not off Cup cmd not off Cdn cmd not off Aup cmd not on Adn cmd not on Bup cmd not on Bdn cmd not on Cup cmd not on Cdn cmd not on no chopper TIC1 no chopper TIC2 inv CPU reset
EVENT RESTRICTION
No power No power No power No power No power No power No power No power No power No power No power No power No power
Pattern had bad A, B, C output 100% Extrapolation interrupt not running Vector interrupt not running I TIC interrupt not running Non-maskable interrupt occurred Background not running PGA could not be programmed PGA initialization failed PGA D/P did not initialize Parameter not found Parameter multiply defined Cam ISR not running Peak sample ISR not running
No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power
Phase A up command not off Phase A down command not off Phase B up command not off Phase B down command not off Phase C up command not off Phase C down command not off Phase A up command not on Phase A down command not on Phase B up command not on Phase B down command not on Phase C up command not on Phase C down command not on Chopper 1 interrupt not running Chopper 2 interrupt not running Inverter CPU was reset
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EVENT NUMBER
102/202 :05 :08 :09 :10 :11 :12 :13 :14 :15 :16 :17 103/203 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 :16 :17 :18 :19 :20
EVENT DESCRIPTION
INV I/O CARD gnd not ok no IO card eoc not working DB no brake ptf A signal ptf B signal ptf C signal IC zero not ok IC not ok ptl not ok cur measure not ok INV I/O CARD chop 1 cmd not off chop 2 cmd not off chop 1 cmd not on chop 2 cmd not on volt scale A flt volt scale B flt link V scale flt current scale A flt current scale B flt input V scale fit V test VCO high V test VCO low IA VCO hi IB VCO hi link V VCO hi infilV VCO hi IA too high IA too low IB too high IB too low
EVENT RESTRICTION
No power No power No power No power No power No power No power No power No power No power No power
Logic ground not ok Could not access I/O card A/D conversion did not work DB on too long while not braking Phase A overcurrent signal too long Phase B overcurrent signal too long Phase C overcurrent signal too long Current IC not zero at start up C phase current too high Protective turn off circuit not ok Phase A and B currents do not match
No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power
Chopper 1 command not off Chopper 2 command not off Chopper 1 command not on Chopper 2 command not on Scale A volts out of range 70%, 100% Scale B volts out of range 70%, 100% Link V scale out of range 70%, 100% Scale A current out of range 70%, 100% Scale B current out of range 70%, 100% Input V scale out of range 70%, 100% High frequency on VCO Vtest channel Low frequency on VCO Vtest channel High frequency on IA channel High frequency on IB channel High frequency on VCO link filter V channel High frequency on VCO in filter V channel IA current too positive IA current too negative IB current too positive IB current too negative
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EVENT NUMBER
103/203 (cont.) :21 :22 :23 :24 :25 :26 :27 :28 :29 :30 :31 104/204 :01 :02 :03 105/205 :01 :02 :03 :06 :07 106/206 :01 :02 107/207 :01 :02 :03 109/209 :01 111/211 :01 link V too hi infilV too hi DB chop VCO hi DB chopV too hi VA VCO hi VB VCO hi VC VCO hi VA volts too hi VB volts too hi volt scale C flt VC volts too hi FIBER OPTIC CARD fo ps low fo card disable fo card enable POWER SUPPLY CARD P5V not ok P15V not ok N15V not ok P24V not ok N24V not ok DC WIRING DC pwr conn open link V phase V mismatch GDPS FAILURE gate dr ps off gate dr ps off S multiple GTO not off S LINK VOLTS SENSOR linkV sensor flt INPUT VOLTS SENSOR Vfil not ok No power Filter voltage outside limits No power Link voltage sensor failed No power No power No power No power to gate drive power supply or it failed No power to gate drive power supply or it failed with enable/DC volts Multiple GTOs not off with enable/DC volts No power No power DC power connection open Link and phase voltage mismatch No power No power No power No power No power +5 volt not in tolerance +15 volt not in tolerance -15 volt not in tolerance +24 volt not in tolerance -24 volt not in tolerance No power No power No power Fiber optic power supply monitor Fiber optic card disabled Fiber optic card enabled and no dir No power No power No power No power No power No power No power No power No power No power No power Link voltage too positive Input filter voltage too positive High freq. on VCO DB chopper channel DB chopper voltage too positive High freq. on VCO VA channel High freq. on VCO VB channel High freq. on VCO VC channel VA voltage too positive VB voltage too positive Scale C volts out of range 70%, 120% VC voltage too positive
EVENT DESCRIPTION
EVENT RESTRICTION
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EVENT NUMBER
113/213 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :15 :17 :18 :19 :20 :21 :22 :23 :24 :25 :26 :27 :28
EVENT DESCRIPTION
INVERTER, GENERAL Aup cur hi Adn cur hi Bup cur hi Bdn cur hi Cup cur hi Cdn cur hi Aup cur lo Adn cur lo Bup cur lo Bdn cur lo Cup cur lo Cdn cur lo A zero cur hi B zero cur hi A volt hi Adn A volt lo Aup A volt hi Bdn A volt lo Bup A volt hi Cdn A volt lo Cup B volt hi Adn B volt lo Aup B volt hi Bdn B volt lo Bup B volt hi Cdn B volt lo Cup
EVENT RESTRICTION
No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power
Phase A current out too high Phase A current in too high Phase B current out too high Phase B current in too high Phase C current out too high Phase B current in too high Phase A current out too low Phase A current in too low Phase B current out too low Phase B current in too low Phase C current out too low Phase C current in too low Phase A current out not zero Phase B current out not zero Phase A volt too high while phase A down on Phase A volt too low while phase A up on Phase A volt too high while phase B down on Phase A volt too low while phase B up on Phase A volt too high while phase C down on Phase A volt too low while phase C up on Phase B volt too high while phase A down on Phase B volt too low while phase A up on Phase B volt too high while phase B down on Phase B volt too low while phase B up on Phase B volt too high while phase C down on Phase B volt too low while phase C up on
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EVENT NUMBER
113/213 (cont.) :29 :30 :31 :32 :33 :34 :35 :36 :37 :38 :39 :40 :48 :49 :50 :51 :52 :53 :54 :55 :60 :70 :71 C volt hi Adn C volt lo Aup C volt hi Bdn C volt lo Bup C volt hi Cdn C volt lo Cup Aup fault cur Adn fault cur Bup fault cur Bdn fault cur Cup fault cur Cdn fault cur A volt hi off A volt lo off B volt hi off B volt lo off C volt hi off C volt lo off phase short pos phase short neg linkV too hi PTL Aph neg I low Bph neg I low No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power Phase C volt too high while phase A down on Phase C volt too low while phase A up on Phase C volt too high while phase B down on Phase C volt too low while phase B up on Phase C volt too high while phase C down on Phase C volt too low while phase C up on Phase A fault current when phase A up on Phase A fault current when phase A down on Phase B fault current when phase B up on Phase B fault current when phase B down on Phase C fault current when phase C up on Phase C fault current when phase C down on Phase A voltage high with all GTOs off Phase A voltage low with all GTOs off Phase B voltage high with all GTOs off Phase B voltage high with all GTOs off Phase C voltage high with all GTOs off Phase C voltage high with all GTOs off Possible phase to DC+ short Possible phase to DC- short Link volts above PTL Phase A negative current low (unbalance) Phase B negative current low (unbalance)
EVENT DESCRIPTION
EVENT RESTRICTION
E02014 3/01
E2-17
EVENT NUMBER
113/213 (cont.) :72 :73 :74 :75 :76 :77 :78 :79 :80 :81 :82 114/214 :22 :24 :26 :28 :38 :40 :46 :48 :50 :52 :54 :56 :58 :61 Cph neg I low Aph neg I hi Bph neg I hi Cph neg I hi Aph pos I low Bph pos I low Cph pos I low Aph pos I hi Bph pos I hi Cph pos I hi no current w run INVERTER, GENERAL IA VCO lo IB VCO lo linkV VCO lo infilV VCO lo LinkV too lo infilV too lo DB chop VCO lo DB chopV too lo VA VCO lo VB VCO lo VC VCO lo VA volts too lo VB volts too lo VC volts too lo No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel Low frequency on IA channel Low frequency on IB channel Low frequency on VCO link filter V channel Low frequency on VCO in filter V channel Link voltage too negative Input filter voltage too positive Low frequency on VCO DB chopper channel DB chopper voltage too negative Low frequency on VCO VA channel Low frequency on VCO VB channel Low frequency on VCO VC channel VA voltage too negative VB voltage too negative VC voltage too negative No power No power No power No power No power No power No power No power No power No power No power Phase C negative current low (unbalance) Phase A negative current high (unbalance) Phase B negative current high (unbalance) Phase C negative current high (unbalance) Phase A positive current low (unbalance) Phase B positive current low (unbalance) Phase C positive current low (unbalance) Phase A positive current high (unbalance) Phase B positive current high (unbalance) Phase C positive current high (unbalance) No current while running
EVENT DESCRIPTION
EVENT RESTRICTION
E2-18
E02014 3/01
EVENT NUMBER
115/215 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 116/216 :01 :02 :03 :04 117/217 :01 :02 :03 :04 :05 :06 :07 118/218 :02 :03 :04 :05 :06
EVENT DESCRIPTION
INVERTER SYSTEM no direction for dir mismatch rev dir mismatch input volt low link volt low no hi spd data V line not ok I line not ok sys TIC fail DB GTO jn hot inv GTO jn hot VI test incomplete INVERTER, PHASE A+/Aalarm A PTF A IGBT_SAT_AP IGBT_SAT_AN INVERTER, PHASE A+ alarm AP Aup fb not off phase A modl pos hold AP Aup fb not on Aup GTO not on IGBT_PS_AP INVERTER, PHASE A+ Aup temp short Aup temp open Aup temp warm Aup temp hot Aup fb not off S
EVENT RESTRICTION
No power No power No power No power No power No power No power No power No power No power No power No power
No direction called for Calling forward, running backward Calling reverse, running forward Input voltage too low Link filter voltage too low No high speed data from system controller Line voltage not ok Line current not ok System TIC not being updated. DB GTO juunction too hot Inverter GTO junction too hot VI test incomplete
No power No power No power No power
Phase A GTO did not turn off Overcurrent in phase A IGBT saturated. IGBT saturated.
No power No power No power No power No power No power No power
Phase A pos GTO did not turn off Phase A up feedback not off Phase A positive module failed Phase A positive and negative GTOs on (positive turn on) Phase A feedback not on Phase A positive GTO did not turn on IGBT protective shutoff
No Propel No Propel No Propel No Propel No Propel
Phase A up thermistor short Phase A up thermistor open Phase A up thermistor warm Phase A up thermistor hot Phase A not off with enable/DC volts
E02014 3/01
E2-19
EVENT NUMBER
119/219 :01 :02 :03 :04 :05 :06 :07 120/220 :02 :03 :04 :05 :06 121/221 :01 :02 :03 :04 :05 123/223 :01 :02 125/225 :01 :02 :03 :04 126/226 :01 :02 :03 :04 :05 :06
EVENT DESCRIPTION
INVERTER, PHASE Aalarm AN Adn fb not off phase A modl neg hold AN Adn fb not on Adn GTO not on IGBT_PS_AN INVERTER, PHASE AAdn temp short Adn temp open Adn temp warm Adn temp hot Adn fb not off S INVERTER, PHASE A CURR I sensor ph A IA zero not ok IA not ok I snsr ph A open I snsr ph A short INVERTER, PHASE A VOLTS V sensor phase A VA not ok INVERTER, PHASE B+/Balarm B PTF B IGBT_SAT_BP IGBT_SAT_BP INVERTER, PHASE B+ alarm BP Bup fb not off phase B modl pos hold BP Bup fb not on Bup GTO not on
EVENT RESTRICTION
Phase A negative GTO did not turn off Phase A down feedback not off Phase A negative module failed Phase A positive and negative GTOs on (negative turn on) Phase A down feedback not on Phase A negative GTO did not turn on IGBT protective shutoff
No propel No propel No propel No propel No propel
Phase A down thermistor short Phase A down thermistor open Phase A down thermistor warm Phase A down thermistor hot Phase A down not off with enable/DC volts
No power No power No power No power No power
Phase A current sensor failed Current IA not zero at startup Phase A current too high Phase A current sensor open Phase A current sensor short
No power No power
Phase A voltage sensor failed Phase A voltage too high
No power No power No power No power
Phase B GTO did not turn off Overcurrent on phase B IGBT saturated IGBT saturated
No power No power No power No power No power No power
Phase B GTO did not turn off Phase B up feedback not off Phase B positive module failed Phase B positive and negative GTOs on (positive turn on) Phase B feedback not on Phase B positive GTO did not turn on
E2-20
E02014 3/01
EVENT NUMBER
127/227 :02 :03 :04 :05 :06 128/228 :01 :02 :03 :04 :05 :06 :07 129/229 :02 :03 :04 :05 :06 130/230 :01 :02 :03 :04 :05 132/232 :01 :02 134/234 :01 :02 :04 :05
EVENT DESCRIPTION
INVERTER, PHASE B+ Bup temp short Bup temp open Bup temp warm Bup temp hot Bup fb not off S INVERTER, PHASE Balarm BN Bdn fb not off phase B modl neg hold BN Bdn fb not on Bdn GTO not on IGBT_PS_BN INVERTER, PHASE BBdn temp short Bdn temp open Bdn temp warm Bdn temp hot Bdn fb not off S INVERTER, PHASE B CURR I sensor ph B IB zero not ok IB not ok I snsr ph B open I sensr ph B short INVERTER, PHASE B VOLTS V sensor phase B VB not ok INVERTER, PHASE C+/Calarm C PTF C IGBT_SAT_CP IGBT_SAT_CN
EVENT RESTRICTION
Phase B up thermistor short Phase B up thermistor open Phase B up thermistor warm Phase B up thermistor hot Phase B up not off with enable/DC volts
No Power No Power No Power No Power No Power No Power No Power
Phase B negative GTO did not turn off Phase B down feedback not off Phase B negative module failed Phase B positive and negative GTOs on (negative turn on) Phase B down feedback not on Phase B negative GTO did not turn on IGBT protective shutoff
Phase B down thermistor short Phase B down thermistor open Phase B down thermistor warm Phase B down thermistor hot Phase B down not off with enable/DC volts
No Power No Power No Power No Power No Power
Phase B current sensor failed Current IB not zero at startup Phase B current too high Phase B current sensor open Phase B current sensor short
No Power No Power
Phase B voltage sensor failed Phase B voltage too high
No Power No Power No Power No Power
Phase C GTO did not turn off Overcurrent on phase C IGBT saturated IGBT saturated
E02014 3/01
E2-21
EVENT NUMBER
135/235 :01 :02 :03 :04 :05 :06 :07 136/236 :02 :03 :04 :05 :06 137/237 :01 :02 :03 :04 :05 :06 :07 138/238 :02 :03 :04 :05 :06 141/241 :01 :02
EVENT DESCRIPTION
INVERTER, PHASE C+/Calarm CP Cup fb not off phase C modl pos hold CP Cup fb not on Cup GTO not on IGBT_PS_CP INVERTER, PHASE C+ Cup temp short Cup temp open Cup temp warm Cup temp hot Cup fb not off S INVERTER, PHASE Calarm CN Cdn fb not off phase C modl neg hold CN Cdn fb not on Cdn GTO not on IGBT_PS_CN INVERTER, PHASE CCdn temp short Cdn temp open Cdn temp warm Cdn temp hot Cdn fb not off S INVERTER, PHASE C VOLTS V sensor phase C VC not ok
EVENT RESTRICTION
Phase C positive GTO did not turn off Phase C up feedback not off Phase C positive module failed Phase C positive and negative GTOs on (positive turn on) Phase C up feedback not on Phase C positive GTO did not turn on IGBT protective shutoff
Phase C up thermistor short Phase C up thermistor open Phase C up thermistor warm Phase C up thermistor hot Phase C up not off with enable/DC volts
Phase C negative GTO did not turn off Phase C down feedback not off Phase C negative module failed Phase C positive and negative GTOs on (negative turn on) Phase C down feedback not on Phase C negative GTO did not turn on IGBT protective shutoff
Phase C down thermistor short Phase C down thermistor open Phase C down thermistor warm Phase C down thermistor hot Phase C down not off with enable/DC volts
No power No power
Phase C voltage sensor failed Phase C voltage too high
E2-22
E02014 3/01
EVENT NUMBER
143/243 :01 :02 :03 144/244 :01 145/245 :01 :02 146/246 :01 148/248 :01 :02 :03 :04 :05 :06 :07 150/250 :01 :02 :03 :04 :05 :06 :07 151/251 :01 153/253 :01 :02 154/254 :01 :02
EVENT DESCRIPTION
INVERTER, TACH 1 tach1 rate hi tach1 no input TACH_INTERMIT INVERTER, TACH 1 tach1 one channel INVERTER, TACH 2 tach2 high rate tach2 no input INVERTER, TACH 2 tach2 one channel INVERTER, CHOPPER 1 chop1 fb not off chop1 fb not on chopA temp short chopA temp open chopA temp warm chopA temp hot DB1 fb not off S INVERTER, CHOPPER 2 chop2 fb not off chop2 fb not on chopB temp short chopB temp open chopB temp warm chopB temp hot DB2 fb not off S MISCELLANEOUS tach differential INVERTER, MOTOR motor open motor short INVERTER FAULTS rotor temp hi stator temp hi
EVENT RESTRICTION
No power No power No power
Tach 1 high rate of change Tach 1 no frequency input
No propel
Tach 1 single channel operation
No power No power
Tach 2 high rate of change Tach 2 no frequency input
No propel
Tach 2 single channel operation
Chopper 1 feedback not off Chopper 1 feedback not on ChopA thermistor short ChopA thermistor open ChopA thermistor warm ChopA thermistor hot Chopper 1 not off with DC volts
Chopper 2 feedback not off Chopper 2 feedback not on ChopB thermistor short ChopB thermistor open ChopB thermistor warm ChopB thermistor hot Chopper 2 not off with DC volts
No power
Too much speed difference.
No power No power
Motor connection open Motor connection short
None None
Motor rotor temperature high Motor stator temperature high
E02014 3/01
E2-23
TABLE IV: DID PANEL FAULT CODES (Codes Received from Inverter 1, 2)
EVENT RESTRICTION
EVENT NUMBER
155/255 :01 175
EVENT DESCRIPTION
INVERTER, 2ND LOAD second load open INV 1 GENERIC EVENT
No power None
Second load connection open Inverter shutdown with no event code.
E2-24
E02014 3/01
TABLE IV: DID PANEL FAULT CODES (Codes Received from TCI)
EVENT RESTRICTION
EVENT NUMBER
601 :01 :02 :03 :04 :05 :06 :07 :09 :10 :11 :12 602 603 604 :01 :02 :03 :04 :05 :06 605 607 608 609 610
EVENT DESCRIPTION
TCI CPU CARD 10ms task failed to init 20ms task failed to init 50ms task failed to init 100ms task failed to init 200ms task failed to init 500ms task failed to init flash CRC maint task failed to init excess timeouts invalid pointers BBRAM CRC DIGITAL I/O CARD FAULT ANALOG I/O CARD FAULT PSC FAULT missing message bad tick bad CRC FIFO overflow bad start bit bad stop bit AUX BLOWER COMM. FAULT POSITIVE 5 VOLTS POSITIVE 15 VOLTS NEGATIVE 15 VOLTS POT REFERENCE
TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. Flash CRC computation did not match expected value. Flash CRC computation did not match expected value. Upon power-up, excessive bus timeouts occurred. At power-up, invalid key memory pointer data in BRAM. CRC on BBRAM did not match expected value. Internal TCI self-test detected a digital I/O card problem. Internal TCI self-test detected an analog I/O card problem. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with Aux Blower Controller while Aux Blower in failure mode and DC link not energized. +5V power supply out of limits +15V power supply out of limits -15V power supply out of limits Pot reference (10.8V) out of limits
No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel None No propel No propel No propel No propel
N/A N/A
3 2
E02014 3/01
E2-25
TABLE IV: DID PANEL FAULT CODES (Cont.)

EVENT NUMBER
611 :01 :02 613 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 :16 614 :01 :02 :03
EVENT DESCRIPTION
FREQUENCY INPUT left front wheel speed right front wheel speed ANALOG INPUT gnd gainchk baropress potref accelpedal retspd set payload ambts hydbrktemp motorpress grade cntrlbatt crankbatt +5 +15 -15 BATTERY SEPARATE CONTACTOR FAILURE Battery Separate Failure crank batt > cntrl batt cntrl batt > crank batt
EVENT RESTRICTION
Front wheel speed input out of range Left front wheel sensor out of range. Right front wheel sensor out of range. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Voltage difference greater than 3V Voltage difference greater than 3V
None None None None None None None None None None None None None None None None None None None None None None None None
N/A
E2-26
E02014 3/01

EVENT NUMBER
616 617 :01 :02 619 620 621 :01 :02 622 :01 :02 623 624 625
EVENT DESCRIPTION
DIRECTION MISMATCH ENGINE START REQUEST DENIED engine warn while cranking engine kill while cranking ENGINE WARNING RECEIVED ENGINE KILL WHILE VEHICLE MOVING ACCEL PEDAL output too high output too low PARK BRAKE FAULT command/response failure set above maximum speed HYDRAULIC BRAKE FLUID BODY UP AND PAYLOAD INDICATION EXTENDED BATTERY RECONNECT TIME SEPARATED CONTROL BATTERY
EVENT RESTRICTION
Simultaneous FORWARD and REVERSE commands received. Engine start request denied due to the following: Engine warning occurs after engine crank command given. Engine kill input occurs while engine crank command is active. Engine controller sends caution signal, rpm above low idle. Engine shutdown switch activated while truck is moving. Incorrect accelerator pedal output. Accelerator pedal signal above maximum limit. Accelerator pedal signal below minimum limit. Error in park brake operation has occurred. Park brake command and feedback dont agree. Park brake set feedback received when truck is moving. Hydraulic brake oil temperature has exceeded limit. Full payload and body up signal received at same time. Excessive time between separation and reconnection of control and cranking batteries. Separated control battery voltage incorrect while engine rpm above low idle. Voltage below 20V. Voltage above 32V. Separated cranking battery voltage incorrect while engine rpm above low idle. Voltage below 20V. Voltage above 32V.
Limp Lockout Possible Limit N/A N/A 3 3
No propel None None None No propel No propel No propel No propel No propel No propel No propel No propel None No propel None
N/A
N/A N/A N/A
3 3 3
626 :01 :02 627 :01 :02
None None None None None None
N/A
low high SEPARATED CRANKING BATTERY VOLTS low high
E02014 3/01
E2-27

EVENT NUMBER
628 :01 :02 :03 :04 629 :01 :02 630 :01 :02 631 :01 :02 632 :01 :02 :03 633 634 635 636 :01 :02 :03 :04
EVENT DESCRIPTION
EVENT RESTRICTION
One of the connected batteries volts incorrect with engine speed above low idle. Control battery voltage below minimum limit Control battery voltage above maximum limit. Cranking battery voltage below minimum limit. Cranking battery voltage above maximum limit. Barometric pressure signal outside operational limits. Voltage below minimum operational limit. Voltage above maximum operational limit. Motor inlet and outlet pressure signal outside operational limits. Voltage feedback below minimum operational limit. Voltage above maximum operational limit. Ambient temperature signal outside operational limits. Voltage feedback below minimum operational limit. Voltage above maximum operational limit. Problem with TCI configuration file. Configuration file loaded improperly. Configuration file loaded improperly . Wrong version of file loaded. Battery backed RAM has failed. The over-payload signal is on, propulsion removed. The over-payload signal is on, propulsion allowed. An Auxiliary Blower Control failure has occurred. Low dc bus detected during powerup. High dc bus detected during powerup. Overcurrent condition detected during operation. Loss of blower control battery voltage has occured.
CONNECT BATTERY VOLTS control battery low control battery high crank battery low crank battery high BAROMETRIC PRESSURE SIGNAL low high MOTOR DIFFERENTIAL PRESSURE low high AMBIENT TEMPERATURE low high TCI CONFIGURATION DATA GE config file mine config file version incorrect BBRAM CORRUPTED TRUCK OVERLOADED RESTRICTIVE TRUCK OVERLOADED NON-RESTRICTIVE AUX INVERTER buss volts low buss volts high overcurrent battery loss
None None None None None No propel No propel No propel Speed Limit Speed Limit Speed Limit No propel No propel No propel No propel No propel No propel No propel None No propel None None None None None None
N/A
N/A
N/A
N/A
N/A
E2-28
E02014 3/01

EVENT NUMBER
:05 :06 :07 :08 :09 :10 :11 :12 :13 :14 637 691 :01 :02 :03 :04 :05 :06 :07 696 698 699
EVENT DESCRIPTION
high dc buss when running high dc buss after pc powerup blower control fault high dc buss when running overcurrent after pc powerup, current overload current overload low dc buss overcurrent low dc buss current overload gate drive trip no input voltage AUX DC LINK HOT PSC COMM. FAULT missing message bad tick bad CRC FIFO overflow bad start bit bad stop bit message error UNEXPECTED TCI CPU RESET DATA STORE SOFTWARE ERROR
EVENT RESTRICTION
High dc bus voltage detected during operation. High dc bus voltage detected after phase controller powerup. Fault detected after phase controller powerup. High dc bus voltage detected during operation. Overcurrent condition detected after phase controller power up. Sustained current overload exists. Overcurrent due to low dc bus voltage. Sustained current overload due to low dc bus voltage. IGBT protection circuit detected overload. Zero input voltage detected. Auxiliary inverter DC link energized while traction inverter DC link de-energized. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. TCI CPU reset without request. A data snapshot has been manually initiated. Internal software fault.
None None None None None None None None None None None None None None None None None None None None None None
N/A N/A 10
E02014 3/01
E2-29
PSC SOFTWARE FUNCTIONS

The operation of the AC Drive System is regulated by a software program which resides in the Propulsion System Control Panels memory. The software program also contains instructions to test and fault isolate the system. This section describes the PSC software program and its functions without regard to hardware.
Test State: The purpose of this state is to provide an environment for the verification of system functionality. Test state will support a variety of activities, including: 1. Waiting for the engine to start (if needed). 2. Automatic testing on initial system startup or following rest state. 3. Application of power to the DC link.
INPUT PROCESSING This function reads in all external inputs for use by the PSC. The Input Processing function performs any signal conditioning required and computes the required derived inputs.
4. Externally initiated testing to clear a fault, set temporary variables, or for maintenance purposes. NOTE: The Test state may be either powered or unpowered at a given point in time, depending on which activities are being performed.
Ready State:
STATE MANAGEMENT State Machine

As part of the total software package, a particular group of regulatory software commands is included called a state machine. The state machine controls the various functions of truck operation. The software implements the state machine by keeping track of which state the truck is in, and which state the truck is allowed to move into if the operator requests a different mode of operation. Each software state is defined as follows:
Ready state is the default powered state. The system will be in this state whenever the engine and control system are ready to provide power, but none is requested. Ready state also is the state where the DC link is discharged in preparation for Shutdown, Rest, or in reaction to certain event conditions. Therefore, Ready state should not be considered strictly a powered state (as are Propel and Retard described below).
Rest State: Rest is an unpowered state whose purpose is to conserve fuel while the truck idles for an extended period of time. Rest state also provides an environment where maintenance personnel can control the engine without causing power to be applied to the DC link.
Startup/Shutdown State: The purpose of this state is to ensure the system is in a desired known state upon startup or shutdown. This is an unpowered state. NOTE: Powered and unpowered refer to the state of the DC link; 600 volts or more on the DC link equals powered. 50 volts or less on the DC link equals unpowered.
Propel State: The purpose of this state is to provide the power system 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.
E2-30
E02014 3/01
Retard State: This state provides the power system configuration and overall environment for retard, where energy from vehicle movement is dissipated in the retard grid resistors in an effort to slow the truck. Retard state is strictly a powered state.
Transition from Test State to Ready State: This transition will occur upon completion of any required testing if all of the following conditions are true: 1. The TCI rest request is not active. 2. There is sufficient voltage on the DC link.
Transitions Between States

Transitions between states under normal operational conditions (no failures, etc.) are described as follows:
Transition to Rest State: This transition will occur automatically from the Test or Ready state if a request for Rest state is received from the TCI and all of the following conditions are true: 1. Any testing in progress is complete.
Transition to Startup/Shutdown State (Startup): The system will transition to the Startup/Shutdown state for the purpose of startup whenever execution control is initially transferred to the application program (e.g., after application of power, system reset, etc.).
2. The system temperatures are cool enough to allow the Rest state (function of GTO Phase Module, Chopper Module, and Motor temperatures). 3. The AFSE is disconnected and there is essentially no voltage on the DC link. 4. The truck is not moving.
Transition to Startup/Shutdown State (Shutdown): The system will transition to the Startup/Shutdown state for the purpose of shutdown from the Test, Rest, Ready, or Startup/Shutdown (if previously entered for the purpose of startup) state if all of the following conditions are true: 1. System power is removed or the Control Power Switch or Key Switch is turned off. 2. The truck is not moving. 3. There is essentially no voltage on the DC link. 4. Any testing in progress is complete.
Transition from Ready State to Test State: This transition will occur if the truck is not moving, and a request for testing is received.
Transition from Ready State to Propel State: The system will transition from Ready state to Propel state if all of the following conditions are true:
1. The accel pedal is pressed. NOTE: Testing in progress does not have to be successful, but for the purpose of ensuring an orderly shutdown it must be complete before the current state is exited. 2. A direction has been chosen, i.e., the truck is either in FORWARD or REVERSE. 3. There is sufficient voltage on the DC link. 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. b. Truck speed is such that retard is not allowed. 5. Truck speed is less than the motor overspeed limit. 6. The TCI accel inhibit is not active.
Transition from Startup/Shutdown State to Test State: This transition will occur automatically once initialization is complete (i.e., functions performed while in Startup/Shutdown state for the purpose of startup have been completed).
E02014 3/01
E2-31
Transition from Ready State to Retard State: The system will transition from Ready state to Retard state if truck speed is such that retard is allowed and at least one of the following conditions exists: 1. The retard pedal or lever is pressed such that a significant amount of retarding effort is requested. 2. All of the following conditions are true: a. Retard speed control is selected. b. Truck speed exceeds the set retard speed, or the truck is accelerating such that the truck speed will soon exceed the set retard speed if no action is taken. c. One or both of the following conditions are true: 1.) The accel pedal is not pressed, or 2.) The truck is configured such that accel pedal signal does not override retard speed control. 3. Truck speed is greater than or equal to motor overspeed limit. Overspeed will not be engaged such that it prevents the truck from propelling at 40 mph (64 kph).
Transition from Propel State to Retard State: The system will transition directly from Propel state to Retard state if at least one of the following conditions exists: 1. Truck speed is such that retard is allowed, and the retard pedal or lever is pressed such that a significant amount of retarding effort is requested. 2. Truck speed exceeds the motor speed limit. Overspeed Will not be engaged such that it prevents the truck from propelling at 40 mph (64 kph). 3. All of the following conditions are true: a. Retard speed control is selected. b. Truck speed exceeds the set retard speed, or the truck is accelerating such that the truck speed will soon exceed the set retard speed if no action is taken. c. The truck is configured such that accel pedal signal does not override retard speed control.
Transition from Retard State to Ready State: The system will transition from Retard state to Ready state if all of the following conditions exist:
Transition from Rest State to Test State: The system will transition from Rest state to Test state upon release of the TCI rest request. NOTE: A transition directly from Rest state to Ready state is not allowed because the system is essentially off and should be brought back on-line and checked out before Ready state is entered.
1. Overspeed is not active. 2. 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. b. Truck speed is such that retard is not allowed. 3. At least one of the following conditions exists: a. Retard speed control is not selected. b. Truck speed is low enough such that retard speed control is not active. c. The accel pedal is pressed, and the truck is configured such that the accel pedal overrides retard speed control. This allows the configuration constant to determine if pressing on the accel pedal kicks the truck out of retard, even if retard speed control is still active. 4. The retard torque control logic exit sequence is complete.
Transition from Propel State to Ready State: The system will transition from Propel state to Ready state if all of the following conditions exist: 1. The accel pedal is not pressed. 2. The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. 3. Truck speed is less than the motor overspeed limit. 4. At least one of the following conditions is true: a. Retard speed control is not selected. b. Truck speed is below the set retard speed, and acceleration is such that no retard effort is (currently) required to maintain this condition.
E2-32
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DC LINK STATE Power is provided to the inverters and motors via the DC link. The DC link has two associated states: powered and unpowered. The following defines the conditions necessary to establish each state as well as the transitional conditions between the two states:
De-Powering the Link The PSC software will attempt to de-power the DC link (i.e., command the system configuration defined below) if the system is in Test or Ready state, and any of the following conditions are true: 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 (i.e., all the non-link-related conditions for Startup/Shutdown state have been satisfied), 3. The system is preparing to transition to Rest state (i.e., all the non-link-related conditions for Rest state have been satisfied), 4. The engine is being shut off. To accomplish this, the PSC software will establish the necessary system configuration as follows: 1. Alternator field reference set to zero, 2. AFSE disabled, 3. GF open and GFR dropped out, 4. Chopper turn on voltage set below approximately 600 volts, 5. Close RP2 or RP3, alternating each time to provide even wear.
Powering the Link The PSC software will attempt to power the DC link (i.e., command the system configuration defined below) if all of the following conditions are true: 1. Event restrictions do not prohibit power on the DC link. 2. The system is in Test state and any initiated testing is complete. 3. The engine is running. 4. The Gate Drive Power Converters have been enabled. 5. Neither inverter is requesting that a low voltage test be run.
In attempting to power the DC link, the PSC software will establish the necessary system configuration as follows: 1. GF closed and GFR picked up, 2. AFSE enabled, 3. Alternator field reference is commanded such that the desired DC link voltage or three-phase voltage is maintained, 4. RP contactors open, 5. Chopper turn-on voltage is set above 600 volts.
CONTROL FUNCTIONS Engine Control This software function generates the engine speed command. The engine electronic fuel control is responsible for maintaining that speed. The desired engine speed is determined according to the system state: Propel State:
NOTE: Before the AFSE is allowed to output firing pulses, the RP contactors will be commanded open 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 signal is 0.
The engine speed is commanded such that the engine supplies only as much horsepower as is required to achieve the desired torque.
All Other States: The engine speed is a direct function of the accel pedal. Additional constraints on the engine speed command are:
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1. If the truck is in neutral, the commanded engine speed at full scale accel pedal will be the engines high idle. If the truck is not in neutral, the maximum commanded engine speed will be the engines rated horsepower rpm. This allows faster hoisting of the truck bed, if desired. These maximum speeds apply to the MTU engine. 2. During retard state the engine speed command will not be increased to support the DC link when retard is being ramped out at low truck speeds. However, engine speed may be increased if needed to support the DC link during normal retard when wheel slides are occurring.
Desired DC Link Voltage The desired link voltage is controlled by the alternator during all powered states except retard. The desired voltage is based on: 1. During propel, the desired DC link voltage will be adjusted based on motor speed and horsepower commanded to the inverters. 2. During retard, the DC link voltage may rise above the rectified three-phase voltage. When this occurs, the DC link voltage is controlled by the retard torque command, grid resistor command and chopper start. If conditions occur which prevent the motors from producing power 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 600 volts on the DC link. 3. During all powered states, the DC link voltage will not be allowed to drop below 600 volts. 4. While the DC link is being powered up, the voltage will be controlled to the levels necessary to support the inverter self-tests.
The following constraints are applied to generating the engine speed command during all operating states: The engine speed command will always be greater or equal to minimum idle signal. The TCI can request the engine speed command be increased by setting minimum idle. The engine speed command will be increased if more alternator cooling is needed.
Alternator Field Control

The alternator is controlled by controlling the Alternator field reference sent to the AFSE. The desired alternator output voltage is dependent on system state. The PSC will command an alternator field reference such that the desired DC link voltage or three-phase voltage is maintained. Desired Three-Phase Voltage During all powered states, the three-phase line-to-line voltage will not be allowed to drop below 444 volts. This is the minimum voltage needed to supply 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 voltage. In this case, as long as the DC link voltage is above 600 volts, the three-phase voltage will be adequate. 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.
Self-load During self-load, the alternator provides power to the resistor grids. The rectifying diodes will be forward biased, and DC link voltage will be controlled by the alternator. The alternator field control will be based on the following: 1. The DC link voltage will not be allowed to drop below 600 volts. 2. One mode of self-load will require the alternator output to be controlled to maintain a set desired horsepower dissipation in the resistor grids. 3. Another mode of self-load will require the alternator output to be controlled to maintain a set desired link voltage between 600 volts and 1500 volts.
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Propel Torque Control

This software function commands the appropriate motor torque to the inverters during propel. The torque command is primarily a function of the accel pedal position and is limited by the physical constraints of the system. Each wheel torque is computed independently because the wheels may be operating at different speeds. Each torque command is adjusted to account for the following constraints: Speed Override The propulsion system will attempt to limit truck speed to the design envelope of the wheel motors. As such, the torque command will be modulated as the truck speed approaches the motor overspeed limit so that this limit is not exceeded if possible. Note, however, that steady state operation is kept as close to the overspeed limit as possible without exceeding it. Motor Torque Limits The torque command will be constrained to the operating envelope of the inverters and the traction motors. The maximum torque that can be commanded is dependent on motor speed and on DC link voltage. Gear Stress The torque commanded will not exceed that which will produce excess gear stress. Horsepower Available The horsepower available will be estimated from the engine speed. Parasitic loads are taken into account. The torque will be limited such that the engine does not overload. Jerk Limit The torque command will be slew-rate limited to prevent jerking motion. Wheel Spin In the event that the inverters detect a wheel spin condition and reduce torque in the slipping wheel, the motor torque in the other wheel may be increased within the above constraints such that as much of the total desired torque as possible is maintained.
Retard Torque Control

The retard system converts braking torque from the wheel motors to energy dissipated in the resistor grid. The requested retard torque is based on the following three sources: Retard Foot Pedal or Lever The maximum short time retard torque (at any speed, hence the constant torque level) will be scaled (linearly) by the retard foot pedal input (RPINHI) to produce the foot pedal retard torque call. Overspeed While overspeed is active, the full available retard torque will be requested. Retard Speed Control While RSC is active, the RSC retard torque call will be adjusted to control truck speed to the RSC set point. Retard speed control will not request any retard torque if RSC is not active. The maximum torque call from the above three sources will be selected as the retard torque call. Retard Torque Limits are as follows: 1. The retard torque call will be limited to the maximum torque level based on speed. 2. The retard torque call will be limited to the maximum torque level available within the thermal constraints of the motors. 3. The retard torque call will be limited as needed to prevent overvoltage on the DC link. 4. While in retard, the minimum retard torque call will provide enough power to support at least one grid with 600 volts on the DC link. Retard will be dropped if the torque call falls below this value. 5. At low speed, the available retard torque will be ramped to zero.
Wheel Slide Control The inverters prevent wheel slide by limiting torque to maintain wheel speeds above preset limits. These 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.
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Resistor Grid Control The first resistor grid (RG1) will always be engaged when retard is active since the grid blower motors are wired across it. The second and third fixed resistor grids (controlled by RP2 and RP3) will be engaged as needed to dissipate the energy produced in retard state. Limitations are: 1. The use of RP2 and RP3 will be alternated to provide even wear on the contactors. 2. The grids will be engaged to prevent drawing more power than the motors can produce. At high motor speeds the maximum motor torque does not produce enough power to support three grids across the DC link (at the given voltage). Therefore, at high speeds, only two resistor grids will be engaged.
EVENT PROCESSING
The PSC contains very powerful troubleshooting software. The PSC software constantly monitors the AC drive System for any abnormalities (events). Automatic self-tests are performed periodically on various parts of the system to ensure its integrity. Additionally, there are some elaborate tests which may be run by an electrician with the use of DID screens. Predictive analysis is used in some areas to report potential problems before they occur. The troubleshooting system is composed of two parts: 1. The PSC for detection, event logging, data storage and fault light indications. 2. The TCI (or a PTU) for retrieval of stored event information, real time vehicle status, troubleshooting, etc.
Chopper Voltage Control Chopper turn-on voltage will be set to give the motors as much of the retard envelope as possible (i.e., keep the voltage as close to the maximum value as possible) and to keep the DC link voltage at or below the maximum link voltage value. Event Detection This software function is responsible for verifying the integrity of the PSC hardware and the systems to which the PSC interfaces by detecting an event (abnormal condition). The events fall into three detection categories:
Auxiliary Blower Control

The Auxiliary Blower Control regulates the temperatures of the AFSE, auxiliary blower system, rectifier diodes, phase modules, chopper modules, and traction motors by controlling the speed of the auxiliary blower. Additionally, this software function checks for faults in the auxiliary blower. This software function is performed using the following process: 1. The commanded auxiliary blower speed will be calculated to control all system temperatures. The control priorities will be: a. Keep all temperatures below allowable maximums. b. Keep the GTO temperatures as constant as possible. 2. If the aux blower system status (AUXOK) indicates the aux blower system is not okay, a reset pulse will be sent. Additional reset pulses will be sent at periodic intervals if the aux blower system does not respond. Power On Tests Three power-on tests are executed once every time power is applied to the PSC. They are as follows: 1. CPU Card Checks - Upon powerup, the PSC will confirm the integrity of its CPU card hardware before transferring execution control to the application program residing in its FLASH memory. 2. Battery-backed RAM (BBRAM) Test/Adjustable Parameter Initialization - A battery backed RAM (BBRAM) check will be performed to check for BBRAM data integrity. If the check fails, all TCI/PTU-adjustable parameters will be initialized to their default values.
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3. Inverter Powerup Tests - The purpose of these tests is to verify that each inverter sub-system is functional: a. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all of the following conditions are true: 1.) The system is in Test state for the purpose of powerup. 2.) The associated gate drive power converter has been enabled. 3.) The engine is running. 4.) Battery voltage is at least 25 VDC. 5.) The inverter is requesting that the low voltage and/or high voltage powerup tests be performed. 6.) The inverter has not been physically cut out of the system. 7.) Active event restrictions do not preclude powering the DC link or running the inverter. b. Low Voltage Test - A given inverter will automatically perform its low voltage test if 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 complete within an expected time period. c. High Voltage Test - If the low voltage testing defined above is successful for a given inverter, the inverter will automatically perform its high voltage test if needed once there is sufficient power on the DC link. The PSC will declare the test failed and log an event if the test does not successfully complete within an expected time after the DC link is sufficiently powered. 4. DC Link Capacitance Test - Test will run once every 24 hours when conditions allow, normally after a VI-test during normal powerup sequence. This test can also be run from the DID panel to aid in troubleshooting. During test execution, engine speed is set to 1500 rpm and the link is charged to 1200VDC. The engine is 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 discharge. If capacitance is getting low, but still OK, event 70 logs. If capacitance is below the minimum allowable level, event 71 logs and the truck is restricted to 10 MPH. If test is not able to complete after numerous attempts, event 72 logs, indicating a problem in the trucks ground detection circuit, and truck speed is limited to 10 MPH.
Initiated Tests These tests are performed when requested by maintenance personnel; the truck must be in test mode for these tests to run: 1. Maintenance Tests - The purpose of these tests is to facilitate verification of system installation and wiring (particularly the digital interfaces relays, contactors, etc.). 2. Self-load Test - Self-load testing is a means by which the truck diesel engine can be checked for rated horsepower output. Periodic Tests These automatic tests are run continuously during the operation of the truck to verify certain equipment.
Event Restrictions
The PSC software will not override an event restriction as long as Limp Home mode is not active. Transitions to restricted states will not be allowed. If the system is in a state which becomes restricted, it will transition down to the highest unrestricted state. The order from lowest to highest state is Startup/Shutdown, Rest, Test, Ready, Retard, Propel. Transitions to the Test state or lower states in reaction to event restrictions will not be allowed until the truck is not moving. NOTE. Limp Home mode is a state which is entered when the truck has suffered a failure and is not able to continue normal operation but is still capable of limping (getting either back to the maintenance area or at least out of the way of other trucks). Event Restrictions associated with a given event are defined below: No Power No retarding or propulsion effort allowed. No power allowed on the DC link. No Propel No propulsion effort allowed. Retard effort and power on DC link is allowed. System Warning An event has occurred which indicates that if corrective action is not taken, a more restrictive event may soon follow. No restrictions. The DID will display a warning. None No restrictions (nonrestrictive event).
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Event Logging And Storage

This software function is responsible for the recording of event information. There are two basic levels of event storage: event history buffer and data packs. The event history buffer provides a minimum set of 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: 1. Fault information is maintained until overwritten, it is not cleared out following a reset. This allows the user to examine data associated with events that have been reset, as long as there have not been so many new events as to necessitate reuse of the storage space. 2. If a given event is active (logged and not reset), logging of duplicate events (duplicate is defined as having the same event and sub-id numbers) will not be allowed. If the event is reset and subsequently reoccurs, it may be logged again. Likewise, if an event reoccurs with a different sub-id from the original occurrence, the event may be logged again.
Data Packs A data pack is defined as an extended collection of information relevant to a given event. NOTE: The concepts of lockout, soft reset, and accept limit do not apply to data packs. Thirty (30) data packs are stored with each containing 100 frames of real time snapshot data. Snapshot data is defined as a collection of key data parameter values for a single point in time). The purpose of each data pack is to show a little movie of what happened before and after a fault. The time interval between snapshots is default to 50 ms, but each data pack may be programmed via the DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 ms). The TIME 0:00 frame # at which the fault is logged is default to frame #60, but each data pack is programmable from 1 to 100. In the above default cases, data is stored for 3 seconds (2.95 second is actual) before the fault and 2 seconds after the fault. A data pack status structure is assigned to each data pack plus any programmable settings. This status structure is used by the TCI (or PTU) to check for available data (event number, id, and status, should be set to zero if data pack is not frozen), as well as for control of the data packs. If a data pack is unfrozen (not holding any particular fault data), it is continually updated each 100 frames, organized in a circular queue, with new real time snapshot data. When a fault occurs, the frame number at which the event occurred is used as a reference to mark the end of the data pack, and data is collected until the data pack is full. Only when the data pack is full will the event number, id and status be updated in the status structure. All logic control variables are saved in battery backed RAM, in case a fault occurs and battery power is cycled before the data pack is filled with data (the software allows for proper recovery and then continues to fill the data pack). Maintenance personnel, by way of the DID (or PTU), can assign the data pack to hold only certain event numbers (for the case where it is desired to collect data on a particular fault). However, in the default case, faults will be stored as they come until all data packs are frozen (holding fault data). When all data packs are frozen, the data pack with the fault that was RESET first (either automatically or by the DID/PTU), if any, will be unfrozen and will start storing new data in case a new fault occurs.
Event History Buffer Event history buffer is defined as a collection of event history records. A buffer contains 300 entries filled with event numbers occurring in chronological order. Also included in this buffer will be all the input and output values, time the event occurred, reset time, state information, etc., for each event. This buffer is filled continuously and overwritten (if necessary). Limits (accept-limit) are placed on the amount of space which a given event code may consume. This prevents a frequently occurring event from using the memory space at the expense of a less frequent event. This data may be cleared (after downloading for troubleshooting) at each maintenance interval.
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Event Reset
There are two basic types of event resets: soft and hard. The difference between the soft and hard reset is a soft reset only affects events that have not been locked out and a hard reset affects events regardless of lockout status. Events will be reset: On powerup - a soft reset will be issued against all events at powerup. By DID commands - the TCI can issue both hard and soft resets. By PTU commands - the PTU can issue both hard and soft resets.
PSC - PTU Communications Processing

This software function performs the processing necessary for the PSC (System CPU Card) to communicate through an RS-232 serial link to the Portable Test Unit (PTU).
Inverter Communications Processing

This software function performs the processing necessary for the System CPU Card to communicate with both Inverter CPU Cards. The communications is through a high-speed serial link that is operated in a polled fashion with the System CPU Card initiating communications to an Inverter CPU Card. Every message transmitted across the serial link may contain two separate sections of information: periodic data and acknowledged data. The periodic data format is fixed and is used for transferring control information from the System CPU Card to the Inverter CPU Card and vise-versa. The acknowledged data format is used to transfer all background data. When large amounts of background data are to be transferred via the acknowledged data format, the originating CPU will break the data down into smaller pieces and transmit each piece individually. All acknowledged data flows are initiated from the System CPU with the Inverter CPU providing a response. The System CPU Card has one high-speed channel available for communications to the Inverter CPU Cards. This channel transfers periodic data across the serial link every 5 ms. This means the periodic data to each Inverter CPU is updated every 10 ms. Each inverter responds to the data when the ID code in the periodic data matches the ID code of the specific Inverter CPU Card: the ID code is hardwired in the cards backplane wiring.
SERIAL DATA COMMUNICATIONS

The PSC System CPU Card uses serial data busses to communicate with the TCI, the PTU, and the two Inverter CPU Cards. PSC - TCI Communications processing This software function performs the processing necessary for the PSC (System CPU Card) to communicate with the TCI through an RS-422 serial link. The communication is comprised of periodic data and non-periodic data. Periodic data is a predefined set of data which is used for transferring real time control information from the PSC to the TCI and from the TCI to the PSC at a fixed rate. The non-periodic messages are used to transfer all background data. Background data consists of DID Commands, Remote Monitor Data, and Download Code. Packets containing periodic data will be asynchronously (not initiated) transmitted from the PSC to the TCI and from the TCI to the PSC every 200 ms. The TCI initiates the transfer of non-periodic data. The TCI and the PSC are interfaced using the General Electric Asynchronous Communications Protocol (ACP). ACP provides two general types of messages, acknowledged and unacknowledged. The unacknowledged messages are used to transmit the periodic data. The acknowledged messages are used to transmit the background data.
OUTPUT PROCESSING
This software function processes all external outputs from the PSC. Refer to the G.E. publication, System Description for a listing of the PSC outputs.
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ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS

Software functions given up to this point assumed for the most part that the truck is operating under more or less normal circumstances. The following paragraphs define system operation under abnormal or exceptional circumstances. In the event of conflict between these functions and those given for normal operation, the functions in this section will take precedence. Fast Start A fast start software function is provided to address the case where the PSC is reset unexpectedly (power supply glitch, etc.) while the system is running. Its purpose will be to regain control of the truck as quickly as possible. Engine Shutdown/Engine Not Running The engine must be running to enable the gate drives and to maintain power on the DC link. Typically, the PSC will be given advanced warning that the engine is about to be shut off. However, if the engine stalls or stops because of a mechanical malfunction, the system will most likely have no advance warning. The system reaction to an engine not running condition will be the same as to an event carrying a no power restriction except that no event will be recorded, and no external reset to clear the condition will be required (the no power restriction will be automatically lifted as soon as the engine starts running). If the system is given warning of an impending engine shutdown, the existing torque commands will 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 command to zero over a short ramp time (0.1 to 0.5 second). Limp Home Mode The purpose of Limp Home mode is to address the situation where the truck has suffered a failure and is not able to continue normal operation but is still capable of limping (getting either back to the maintenance area or at least out of the way of other trucks). The intent is that limp mode will be used by maintenace personnel operating the truck at low speeds with the truck unloaded. Maximum truck speed will be limited to a reduced value while in limp home mode. If the TCI requests limp home mode, the state machine will ignore the restrictions associated with any fault for which limp home mode is possible.
Entering/Exiting Limp Home Mode The PSC will enter limp home mode if all of the following conditions are true: 1. The truck is not moving. 2. The TCI is requesting limp home mode. 3. The PSC is in Ready or test state and there is no initiated testing in progress. 4. At least one inverter is functional. 5. There are no events active for which limp home mode is not possible. 6. If there are any events active for which an inverter must be turned off or cut out before limp home mode is allowed, those actions have been taken (Inverter is turned off or cut out as required). NOTE: Two Inverter Cut Out Switches (I1CO and I2CO), located in the switch panel on the side of the Electrical Cabinet near the cab, can be used to cut out an Inverter. In some cases, certain DC link bus bars/cables within the Inverter also may need to be removed. The DID will prompt maintenance personnel if any of the above actions need to be accomplished.
The PSC will exit limp home mode if any of the following conditions occur: 1. The TCI stops requesting limp home mode. 2. An event occurs for which limp home mode is not possible.
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PROPULSION SYSTEM COMPONENT ABBREVIATIONS

The following Tables list component abbreviations used in schematics and system description information. Refer to Figures 2-3 through 2-8 for the location on the truck of components listed in the Ref. No. column. The GE part number for major components is shown in parentheses. A short description of the components primary function is also listed.
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION REF. NO. AFSE AFVLT ALT ANALOG I/O CARD AUX BLOWER MOTOR AXCAP AXFU1, 2 AXIND 11 33 30 36 21 COMPONENT Alternator Field Static Exciter Panel (17FM466) Alternator Field Voltage Divider Panel (17FM363) Alternator (5GTA34) System analog input/output card (17FB143) FUNCTION
Regulates current in the alternator field based on firing pulses from the PSC. Attenuates high voltage output from the AFSE to an acceptable level for use by the Analog I/O card in the PSC. Main alternator, propulsion and control system. Provides signal conditioning for analog signals to and from the TCI and PSC. A 3-phase, AC induction motor mounted in the blower behind the electrical cabinet. Used to drive two Auxiliary Blower Motor (5GDY84) assembly blowers for cooling the traction motors and control cabinet components.
Auxiliary Power Filter Capacitor Bank Auxiliary Power Rectifier Input Fuses 1 and 2 Auxiliary Power Filter Inductor
Used with the AXIND to filter the regulated DC voltage from the Auxiliary Phase Control Rectifier into a smooth DC supply suitable for use by the Auxiliary Power Inverter. Provide overload protection for the Auxiliary Power Inverter/Phase Control Rectifier. Used with the AXCAP to filter the regulated DC voltage 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 filter to the Auxiliary Power Inverter. The Auxiliary Power 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 sample of the frequency to the PSC, which uses the input to synchronize the firing pulses sent to the Alternator Field Static Exciter Panel (AFSE). Attenuates high voltage from two phases of the Alternator to a level acceptable to the Analog I/O card in the PSC.
AXINV
29
Auxiliary Phase Control Rectifier and Power Inverter Module
ASYN A3PV
35 4
Alternator Synchronization Transformer Alternator 3-phase Voltage Measuring Module (17FM458)
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. BATFU BATTSW BDI BFC BLFP BM1, 2 BM1I BM2I CCLR1, 2 68 67 10 63 65 66 20 19 COMPONENT System Fuse Battery Disconnect Switch (System Batteries) Battery Blocking Diode Battery Line Filter Capacitor Battery Line Filter Panel (17FM311) Grid Blower Motors 1 and 2 (5GY19) Current Sensing Module Current Sensing Module Capacitor Charge Resistor Panels 1 and 2 Capacitor Charge Indicating Lights 1 and 2 Inverter 1 Filter Capacitors Inverter 2 Filter Capacitors Cabinet Light Switch Alternator Field Current Sensing Module Alternator Tertiary Current Sensing Module Chopper GTO Phase Module 1 and 2 (17FM630) Current Sensing Modules, Phase 1A and 1B Current Sensing Modules, Phase 2A and 2B Control Power Relay (17LV66) Dual Diode Module Control Power Relay Suppression Module 56 Control Power Switch FUNCTION
Provides overload protection for control equipment and the System Batteries. Connects and disconnects the 12 VDC and 24 VDC circuit batteries (located at right front corner of truck). Works in conjunction with BFC and BLFP to maintain battery voltage to CPU. Additional capacitance for BLFP to prevent nuisance CPU resets. Reduces voltage ripples in System Battery power supplied to the PSC. DC motors driving blowers to provide cooling air for the retarding grids. Monitors current flowing through grid blower motor #1 Monitors current flowing through grid blower motor #2 Connected across the DC link to provide a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating lights. Illuminated when 50 volts or more is present on the DC link (the DC bus connecting the Alternator output, Chopper Module/Resistor Grid circuits and traction Inverters). Stores the Inverter 1 DC bus voltage to provide instantaneous power when the PM1 GTO Phase Modules first turn on. Stores the Inverter 2 DC bus voltage to provide instantaneous power when the PM2 GTO Phase Modules first turn on. Controls electrical cabinet interior lights. Detects amount of current flowing through the Alternator field winding. Detects amount of current flowing through the Alternator tertiary winding. Controls the DC voltage applied to the grids during retarding. Detects amount of current flow through the A and B phases of Traction Motor 1. Detects amount of current flow through the A and B phases of Traction Motor 2. Picks up when the Key Switch and Control Power Switch are closed. Allows two separate voltages to control the CPR coil. Suppresses voltage spike when CPR coil is de-energized. Energizes CPR coil.
CCL1, 2 CIF11, 12, 13, 14, 15, 16 CIF, 21, 22, 23, 24, 25, 26 CLSW CMAF CMT CM1, 2 CM1A, 1B CM2A, 2B CPR CPRD CPRS CPS
61
40 41 59 27 28 5, 6 45 44 53
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. CT CTR DC link DID DIGITAL I/O CARD DIT1A, 1B, 1C DIT2A, 2B, 2C FDP FDT FIBER OPTIC ASSEMBLY FP GDFU1, 2 GDPC1 GDPC2 GDPS GF GFCO GFIP GFM 43 42 24 23 31 39 1 17 16 18 49 62 22 8 38 34 COMPONENT Battery Boost Current Transformer CT Voltage Limiting Resistor DC Bus Diagnostic Information Display (17FM558) Digital Input/Output Card (17FB104) DI/DT Transformers DI/DT Transformers FUNCTION
Detects amount of current flow through the Alternator tertiary winding. Signal turns off the AFSE battery circuit when the tertiary winding voltage level is able to excite the Alternator field. Provides a resistive load for the CT. The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters. Provides maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic test. Receives contactor, relay and switch feedback signals and provides drive signals to relays, contactors, indicator lamps etc. (Located in PSC and TCI.) Reduce current overshoots, or spikes in phase A, B, and C power for Traction Motor 1. Reduce current overshoots, or spikes in phase A, B, and C power for Traction Motor 2.
an output signal when a diode fails in the Main Fault Detection Panel (17FM384) Provides Rectifier.
Fault Detection Transformer (17ET33) Fiber Optic Assembly Filter Panel (17FM460) Gate Driver Power Source Fuse 1 and 2 Gate Drive Power Converter 1 (17FM670) Gate Drive Power Converter 2 (17FM670) Gate Drive Power Supply (17FM645) Alternator Field Contactor (17CM53) Generator Field Contactor Cutout Switch Ground Fault Current Panel (17FM363) Gate Firing Module (17FM415)
Monitors Alternator Field current for FDP operation. Provides volatage and electrical noise isolation for control and feedback signals between the PSC and Phase/Chopper Modules. Filters electrical noise on 3 phases of Alternator output. Provide overload protection for the Gate Drive Power Supply. Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 1 GTO Phase and Chopper Modules. Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 2 GTO Phase and Chopper Modules. Provides a 19 to 95 VDC output, at approximately 3kW, from one of two input power sources; either the main Alternator or the System Batteries. Connects the AFSE to the Alternator field.
Disables Alternator output. Reduces Alternator field voltage input to provide a low voltage signal for use by the PSC. Used to provide ground fault warning. 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.
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. GFR GFRS GRR INV1 TMC CARD 26 52 COMPONENT Alternator Field Relay (17LV66) Alternator Field Relay Coil Suppression Module Ground Resistor Panel Inverter 1 Central Processing Unit Card and Input/Output Card (17FB172) Inverter 2 Central Processing Unit Card and Input/Output Card (17FB172) 57 58 Inverter 1 Cut Out Switch Inverter 2 Cut Out Switch Key Switch 48 Load Box Current Sensing Module FUNCTION
Picks up with GF contactor and applies B+ to the AFSE (battery boost) during initial acceleration phase. Suppresses voltage spikes when GF coil is de-energized. Detects power circuit grounds. Generates Phase Module turn-on/turn-off commands for the Inverter 1. Monitors voltages and currents from various areas for Inverter 1. Monitors Traction Motor 1 speed. Generates Phase Module turn-on/turn-off commands for the Inverter 2. Monitors voltages and currents from various areas for Inverter 2. Monitors Traction Motor 2 speed. Cuts out inverter 1 when in the cutout position. Located on switch/LED panel, left front corner of electrical cabinet. Cuts out inverter 2 when in the cutout position. Located on switch/LED panel, left front corner of electrical cabinet. Connects battery voltage to CPR and control circuits when closed. (Located on instrument panel.) Monitors current during load box test. LEDs 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 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. Detects amount of current flow through the DC link. Attenuates the high voltage from the DC link to a level acceptable to the electronics on the Analog I/O card in the PSC. Provide interior cabinet illumination. Each Motorized Wheel consists of a Traction Motor and a 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 (Transmission).
INV2 TMC CARD I1CO I2CO KEYSW LDBXI
LEDP
60
Light Emitting Diode Panel
LINKI LINKV L1, 2, 3
7 3
Link Current Sensing Module Link Voltage Measuring Module (17FM458) Cabinet Lights
M1, 2
Motorized Wheels (5GDY85)
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. PSC PM1A+, 1B+, 1C+ PM1A-, 1B-, 1CPM2A+, 2B+, 2C+ PM2A-, 2B-, 2CRD RG1A, 1B, 1C, 2A, 2B, 2C, 3A, 3B, 3C, 4A, 4B, 4C, 5A, 5B, 5C RP1, 2, 3 RP1S, 2S, 3S RSN1, 2 RS1A, 1B, 1C, 2A, 2B, 2C R1 AUX SNUB SPS SS1, 2 SYS CPU Card 51 25 37 32 13 12 15 14 2 COMPONENT Propulsion System Controller (17FL320) GTO Phase Modules (17FM628) GTO Phase Modules (17FM629) GTO Phase Modules (17FM628) GTO Phase Modules (17FM629) Rectifier Diode Panel (17FM528) FUNCTION
The PSC is the main controller for the AC drive system. All propulsion and retarding functions are controlled by the PSC based on internally stored software instructions. Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1. Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1. Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2. Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2. Converts Alternator 3-phase, AC voltage to DC voltage to power the two Inverters. Dissipate power from the DC link during retarding, load box testing, and Inverter Filter Capacitor discharge operations. When closed, connects Grid Resistors to the DC link during retarding, load box testing, and Inverter Filter discharge operations. Suppresses voltage spikes in coil circuit when RP contactors are de-energized. Provide a current path for the associated Chopper Module filter capacitors. Provide a current path for the associated Phase Module filter capacitors. Limits surge current in the Alternator field circuit when GFR contacts first close. Suppresses voltage spikes in Aux Blower Motor circuit. A DC to DC converter which provides regulated 24 VDC outputs from the unfiltered battery supply. Each speed sensor provides two output speed signals, proportional to the Traction Motors rotor shaft speed. Provides control of propulsion and dynamic retarding functions, battery backed RAM, real-time clock, downloadable code storage, and an RS422 serial link.
64
Retard Grid Resistors
47 55
Retard Contactors 1, 2 and 3 (17CM55) Suppression Modules Snubber Resistors Snubber Resistors Battery Boost Resistor Snubber Power Supply (17FH36) Traction Motor Speed Sensors System Central Processing Unit Card (17FB147)
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. TCI TH1 VAM1 VAM2 54 46 46 COMPONENT Truck Control Interface (17FL373) Alternator Field Thyrite (Varistor) Voltage Attenuation Module (17FM702) Voltage Attenuation Module (17FM702) FUNCTION
Provides the main interface between the various truck systems, controls, and equipment and is used in conjunction with the DID by maintenance personnel. Discharges the Alternator field when the AFSE is first turned off. Attenuates the three high voltage outputs applied to each phase winding of Traction Motor 1 to a level acceptable for use by the Analog I/O card in the PSC. Attenuates the three high voltage outputs applied to each phase winding of Traction Motor 2 to a level acceptable for use by the Analog I/O card in the PSC.
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FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW
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FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW
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FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW
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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
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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 Propulsion 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 potentiometers wiper is rotated by a lever. The output voltage signal increases in proportion to the angle of depression of the pedal. Repair and initial adjustment procedures are discussed in the following. Refer to AC Drive System Checkout Procedure for final calibration of the pedal potentiometer after installation in the truck. Removal NOTE: Repair procedures for the retard and accelerator pedal are identical. The retard pedal is mounted on the brake pedal. Refer to Section J for instructions for removing and installing the electronic pedal on brake actuator. Note routing and clamp location of wire harness. Proper wire routing is critical to prevent damage during operation after reinstallation. 1. Disconnect pedal wire harness from truck harness connector. 2. Remove mounting capscrews, lockwashers and nuts and remove pedal assembly. Installation 1. Install pedal assembly using hardware removed in step 2, Removal. Connect potentiometer to wiring harness. 2. Calibrate pedal potentiometer per instructions in AC Drive System Checkout Procedure - Setting Pedal Percentages. Disassembly 1. Remove screws on cable clamps (1, Figure 2-9) and potentiometer cover (6). 2. Remove potentiometer mounting screws (5) and grommet (3). Remove potentiometer (4). FIGURE 2-9. TYPICAL ELECTRONIC PEDAL 1. Cable Clamp 2. Electrical Harness 3. Grommet Assembly 1. Position new potentiometer with the flat side toward the potentiometer cover and install on shaft as follows: a. Align cutouts in shaft with the potentiometer drive tangs. b. Press potentiometer onto shaft until it bottoms against the housing. 2. Install screws (5) and lockwashers but do not tighten. 3. Rotate potentiometer counterclockwise until mounting slots contact the mounting screws and tighten screws (5) to 15 in. lbs. (1.70 N.m) torque. 4. Install grommet (3) and potentiometer cover. Tighten screws to 15 in. lbs. (1.70 N.m) torque. 5. Install cable clamps and tighten screws to 40 in. lbs. (4.21 N.m) torque. 6. Inspect assembly and verify proper wiring clearance during operation of pedal throughout the range of travel. 4. Potentiometer 5. Adjustment Screw 6. Cover
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NOTES
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AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE

AC Drive System Maintenance
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. 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 until all shutdown procedures have been completed. 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. Power cables must be cleated in wood or other non-ferrous materials. Do not repair cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation. 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.
If weld repairs are required, 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. Power cables and wiring harnesses should be protected from weld spatter and heat. Prior to welding, disconnect Engine Contro System (ECS) harnesses and ground wire (MTU engine). If equippped with DDEC or Komatsu engine, disconnect ECM harnesses. GE cards should be pulled forward far enough to disconnect card from backplane connector. Some power cable panels throughout the truck are made of aluminum or stainless steel. They must be repaired with the same material or the power cables may be damaged.
TRUCK SHUTDOWN PROCEDURES

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.
If a problem occurs in the AC drive system preventing NORMAL shutdown procedures, ADDITIONAL PRECAUTIONS ARE NECESSARY to ensure dangerous drive system voltages are not present when tests or repairs are performed.
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AC Drive System Electrical Checkout Procedure (Release 17 Software)
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NORMAL 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 display 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 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 steering 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), the contactor box on the other end of 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 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 2. Inverter 1 Cutout Sw. 3. Inverter 2 Cutout Sw. 4. Cabinet Interior Light Sw. 5. Status LED Panel 6. Link Voltage Lights 7. Chart Recorder Connector 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 Auxiliary Blower repairs until it has been verified the system is de-energized by verifying the Blower Module Link LEDs (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 procedure will insure no hazardous voltages are present in the drive system.
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SHUTDOWN AFTER SYSTEM FAILURE 1. Before shutting down the engine, verify the status of the drive system warning lights on the overhead display. Use lamp check to verify proper lamp function. NOTE: The Link Voltage lights on the control cabinet Information Display Panel (6, Figure 3-1) and the contactor box are not lamp checked. 2. If any of the red drive system warning lights are on, DO NOT attempt to open any cabinets, disconnect any cables, or reach inside the retarder grid cabinet EVEN AFTER SHUTTING DOWN THE ENGINE. 3. If all red drive system warning lights are off, apply the parking brake, shut down the engine and chock the wheels. 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, the contactor box, 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-energization time is 10 to 15 minutes.
IF THE RED LIGHTS (6, FIGURE 3-2) ON THE BLOWER CAPACITOR PANEL (AXCAP) (4) ARE ILLUMINATED AFTER FOLLOWING THE ABOVE PROCEDURE, A FAULT HAS OCCURRED. (THE NORMAL DE-ENERGIZATION TIME IS 10 TO 15 MINUTES.) Reinstall the control cabinet panel. Do not perform maintenance on the Blower Capacitor Panel, blower motor, or blower power cables. Notify the Komatsu factory representative or Distributor immediately.
IF THE LINK VOLTAGE RED LIGHTS IN THE CONTROL CABINET INFORMATION DISPLAY PANEL, AND/OR CONTACTOR BOX, AND/OR THE BACK WALL OF THE OPERATOR CAB CONTINUE TO BE ILLUMINATED AFTER FOLLOWING THE ABOVE PROCEDURE, A FAULT HAS OCCURRED. Leave all cabinet doors in place, do not touch the retard grid elements, Do not disconnect any power cables or use them as hand or footholds. Notify the Komatsu factory representative or Distributor immediately.
FIGURE 3-2. BLOWER CONTROL DEVICES 1. Snubber Panel 2. Auxiliary Power Filter Inductor (AXIND) 3. Auxiliary Phase Control Rectifier and Power Inverter Module (AXINV) 4. Auxiliary Power Filter Capacitor Bank (AXCAP) 5. Information Display Panel 6. Blower Control System Warning LEDs 7. Propulsion System Controller (PSC) 8. Control Cabinet (RH Side, Top View)
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SYSTEM CHECKOUT
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). One Digital Multi-Meter Several jumper wires One analog VOM The Portable Test Unit (PTU) is used to test, download and record system parameters on the TCI and PSC modules. The PTU is plugged into the DB9 plug at the rear of the console, closest to the operator seat for monitoring the PSC module. The PTU is plugged into the DB9 plug closest to the passenger seat for monitoring the TCI Module. > The TCI and PSC can be pre-programmed at the factory or can be programmed through the DB9 ports in the operator cab, by GE or Komatsu personnel only. > The Aux-Inverter Blower system is pre-programmed at the factory or chips may be installed in the control board by GE personnel. > The Inverters are pre-programmed at the factory. If only one PTU is available, in some cases it will be necessary to switch from the PSC port to the TCI port or vice versa to complete the test when necessary to monitor both during a test procedure. After the serial cable has been switched, exit to the Mian Menu and the software will automatically switch to the menu for the connected panel. Several different numbering methods or symbols are used in the following procedures to denote the operation to be performed . . . 1., 2., a., b. etc.: Test preparation and instruction steps are preceded by a number or a letter. Procedures requiring visual checks, voltage measurements etc. are preceded by this symbol. PTU keyboard entry steps are preceded by this symbol. {escape}: When a keyboard key must be pressed, the key label is enclosed in braces. PTU screen display information is shown in this type font and preceded by this symbol.
Note: The following test procedures are applicable to Release 17 software. Procedures required for later software versions may vary. Contact the Komatsu distributor or factory representative for current software version available.
Battery and Control Checks of System WITH Battery Power OFF
BE CERTAIN LINK VOLTAGE IS DRAINED DOWN before servicing propulsion system or performing tests. 1. Preparation a. Turn all three battery disconnects to the OFF position. b. Disconnect and insulate circuit wires 21SS and 21SR from engine starter if equipped with MTU engine. If equipped with MTU/DDC 16V4000 or Komatsu engine, remove 21B from starter solenoids. c. Remove 50 amp fuse (BATFU) from inside the control cabinet. (Grid side, lower corner.) d. Disconnect the four CN connectors on the PSC panel and the three connectors on the TCI panel. Open both panels and slide cards (except 17FB127 cards) out far enough to disconnect from backplane. e. Turn OFF all circuit breakers behind operator seat in cab and RB1, RB2, RB3, RB4, and RB5 in the Electrical Interface Cabinet. f. Be certain key switch is OFF, 5 minute delay timer is OFF, and the Rest Switch is in the REST position. g. Turn all lights and switches off.
Battery Circuit Voltage Check: 2. Measure voltage to ground at each of the following circuits; 11, 11B1, 712 @ TB32, 11ST @TB28. All voltages should be zero. Resistance Checks, Low Voltage Circuits: 3. Measure resistance from ground to the circuits listed in Table I. STOP and troubleshoot any direct short (0 ohms) to ground.
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CIRCUIT LOCATION 11B1 11 15V 71GE 71TCI 439 10V 11SL 11ST 15PV 11S * * TB21 TB22 TB23 TB25 TB28 TB28 TB28 TB29 TB30
TABLE I. CIRCUIT RESISTANCE CHECKS (All readings taken from circuit to ground) APPROX. NOTES VALUE *Measure at the 12VDC insulator in the Electrical Interface Cabinet. *Measure at the 24VDC insulator in the Electrical Interface Cabinet. All devices listed for 11A circuit reading must be OFF. 120 120
17FL349 Panel Only (Not applicable on 17FL373 Panel.)
Engine service lights turned OFF.
11A
TB30
11T 11FR 11HTR 712 71 11L 12M 12F
TB30 TB30 TB30 TB32 TB32 CB30 * *
>36 >10 >200
Ground level engine shutdown switch open The following must be turned OFF: Brake cabinet service light, operator cab light, passenger seat compartment 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. (MTU 396 engine only) (MTU 396 engine only) (MTU 396 engine only) The Electrical Interface Cabinet service lights must be switched OFF. Measure at circuit breaker CB30 in cab. *Measure at AID Module terminal B-13 under passenger seat in cab. *Measure at AID Module terminal B-12 under passenger seat in cab.
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Resistance Checks, Propulsion System Circuits: 4. Additional preparation NOTE: Be certain preparations described in step 1. have been completed. a. Verify the PSC (17FL320) panel 104 pin connectors are removed. b. Verify the TCI panel connectors are removed. c. Place the two Inverter Switches in the Information Display Panel, on the side of the control cabinet in the CUTOUT position (down). d. Place the GF Cutout Switch, located in the Information Display Panel on the side of the control cabinet, in the CUTOUT position (down). e. Verify the Rest switch on the instrument panel is in the REST state. f. Disconnect the CCLR1 connector and the CCLR2 connector located in the electrical cabinet, to the left of the AFSE. g. Disconnect the RTN62 wire on TB4-D to remove the VAMS ground circuit. h. Remove the wires on the GB1 ground block, behind the AFSE. Make sure the lug on these wires are not touching one another after the wires are removed.
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.
Chopper Modules (CM1, CM2): 9. With the VOM set on the Rx10,000 scale, measure the following at each Chopper Module in the electrical cabinet (left side when facing cabinet). GR(-) wire to ground - approximately 2 megohms or greater. GR(+) wire to ground - approximately 2 megohms or greater.
Gate Driver Power Supply (GDPS): Note: Verify 50 amp fuse (BATFU) is removed. 10. With the VOM set on the Rx10,000 scale, measure the following at the Gate Drive Power Supply, located in the electrical cabinet, below the Chopper Modules (left side when facing cabinet). Terminal AI-1 (circuit #GDAI1) to ground - 2 megohms or greater. Terminal AI-2 (circuit #GDAI2) to ground - 2 megohms or greater. Terminal AI-3 (circuit #T305) to ground - 2 megohms or greater. Terminal 1B+ (circuit #BATPO1) to ground approximately 1000 ohms or or greater. Terminal 1B+ to terminal 1B- (circuit #RTNO1) - approximately 1.0K ohms on the Rx100 scale. Terminal 1B- to ground - read 0 ohms.
DC Link Checks: 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 ().
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AFSE P1 adjustment: 11. Connect an ohmmeter from the wiper of Pot P1 (cathode of ZD1) to Terminal E (GND) on the Battery Boost Module. If necessary, adjust P1 to obtain an ohmmeter reading of 6000 ohms. 12. Restore the following circuits: a. Reconnect ground wires at GB1 ground block. b. Reconnect wire RTN62 on TB4-D. c. Reconnect the CCLR1 and CCLR2 connectors. GRR wiring: 13. Remove the circuit #DCP20 wire on the DCPBUS located to the right of the Main Rectifier Panel (RD). Connect the VOM positive lead to this wire and the negative lead to the negative link bus. Make sure the ground block wires are connected. Resistance should be 10K ohms. 14. Reconnect DCP20. 15. Measure between the GRRC wire on GFIP Terminal A to ground. Resistance should be 500 ohms. 16. Restore all circuits, harness connectors etc. Remove meters. 17. Close battery disconnect switches. Close all open circuit breakers.
Battery and Control Circuit Checks of System With Battery Power ON
CHECK TO BE CERTAIN LINK VOLTAGE IS DRAINED OFF before performing tests.
1. Preparation for Power Supply Voltage Checks: a. Remove the 50 amp system fuse (BATFU) located on the bottom left wall in the left compartment of the control cabinet. b. If equipped with MTU 396 engine, disconnect circuits 21SS and 21SR and insulate wire terminals at the engine starter. If equipped with Komatsu or MTU/DDC 16V4000 engine, disconnect circuit 21B wires at the starter solenoids and insulate. c. Open the PSC panel (17FL320) cover and pull all cards except the 17FB127 power supply card forward just enough to disconnect the cards from the panel. 1.) Verify the CNA, CNB, CNC, and CND connectors are installed. d. Open the TCI panel (located in the Electrical Interface Cabinet) cover and pull all the cards, except the 17FB127 power supply card, forward just enough to disconnect the cards from the panel . 1.) Verify the CNP round connector is installed. 2.) Verify the CNA and CNB connectors are installed e. Verify circuit breakers and battery disconnect switches are closed. f. Verify key switch and 5 minute idle delay timer are off.
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A3PV Panel (17FM458A2): 2. Measure the following resistances at the terminals 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 (positive lead) - Approximately 6K ohms. Sensor Power Supply (SPS): 3. Measure the following resistances at the Sensor Power Supply located in the center of the electrical cabinet, above the terminal boards: V ( +) P24VDC19 to ground: >100 ohms VR ( +) RTN58 to ground: 0 ohms S ( +) P24VDC14 to ground: >100 ohms RS ( +) RTN57 to ground: 0 ohms S (-) N24VDC14 to ground: >100 ohms RS (-) RTN61 to ground: 0 ohms V (-) N24VDC19 to ground: >100 ohms VR (-) RTN60 to ground: 0 ohms IN (-) RTN59 to ground: 0 ohms IN (+) BP24V03 to ground: >100 ohms 4. Preparation continued. a. Verify key switch is OFF, batteries are connected and the battery disconnect switches closed. b. Verify all circuit breakers are closed. c. Ground level shutdown/prop lock out switch must be closed (Run position).
NOTE: The voltage should be 25.0 volts minimum. If voltage is significantly low, check battery circuits. If voltage is slightly low, install a battery charger. 6. Check and record circuit 11B1 voltage to ground. Read approximately 12V DC. 7. Using a digital multimeter, check polarity at the BATFU fuse holder. With the leads on BATP (positive lead) and RTN (negative lead) meter should indicate BATP is positive. 8. Turn the Key Switch ON. 9. Check Circuit 712 to ground. Voltage should equal the Circuit 11 value in step 5. 10. Turn the Key Switch OFF. disconnect switches. Open the battery
11. Reinstall the 50 amp fuse (BATFU). Checks with Key Switch ON: 1. Close the battery disconnect switches. Turn key switch ON. 2. Turn ON the Control Power Switch (CPS) in the Information Display Panel on the side of the control cabinet. 3. Measure voltage between the circuits listed below and cabinet ground: At A3PV (17FM458 panel, left side of control cabinet), measure +15VDC at terminal G (circuit P15VDC04). At A3PV, measure -15VDC at terminal E (circuit N15VDC04). 4. Measure and verify the specified voltage to ground at the following locations in the Electrical 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. If truck is equipped with Komatsu or MTU/DDC 16V4000 engine, measure the following: +15 volts at the 15VL wire on TB32. Approximately 14.8 volts at the 15SIM wire on TB32.
Checks with Key Switch OFF: 5. With key switch OFF, verify 25.0 volts to ground minimum at the location shown in parenthesis on the following circuits: 11 (Front wall, Electrical Interface Cabinet) 11S (TB30) 11L (CB30) 11A (TB30) 11SL (TB28)
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5. Measure voltage between circuit 72E (TB24) (+) and circuit 72R (TB24) (-) in the Electrical Interface Cabinet. Voltage should be 5.0 volts. 6. If truck is equipped with Komatsu engine, install a jumper from 22F0 @ TB32 to ground. Voltage should change to 7.0 volts. 7. Remove jumper to 22F0. 8. Verify the display on the DID panel is lit.
12. 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 12 or 13, refer to Memory Backup Battery Replacement instructions on the following page. TCI Card Checks: 13. Turn OFF the Control Power Switch (CPS). 14. Plug in the 17FB144, 17FB160, and 17FB104 cards.
Sensor Power Supply (SPS): NOTE: Check only if experiencing problems with the Fiber Optic Card, the LEMs, or the Capacitor Monitor Panel. 9. Measure and verify the specified voltages below: Input Voltage Voltage should be between +20 and +32 volts with voltmeter positive (+) lead on IN+ (SP24V03) and negative lead (-) on IN- (RTN59). Positive Output Voltage Voltage should be between +22.8 and +25.2 volts with voltmeter positive (+) lead on V+ (P24VDC19) and negative lead on VR+ (RTN58). Negative Output Voltage Voltage should be between -22.8 and -25.2 volts with voltmeter positive (+) lead on V- (N24VDC19) and negative lead on VR- (RTN60).
15. While observing the FATL LEDs at the bottom of the 17FB144 card by the card extractor, turn ON the Control Power Switch and notice that both LEDs will turn on briefly then turn off. 16. If either LED stays lit with the Control Power on, it indicates that a TCI card is defective or the 5 volt supply is not present.
Be certain control power is turned OFF before removing or installing cards in the following procedure. 17. Turn CPS OFF and pull each TCI card individually to determine which card may be causing the LED to stay lit.
CPU Battery Checks: 10. Turn OFF the Control Power Switch (CPS) for this test. 11. 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.
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MEMORY BACKUP BATTERY REPLACEMENT The replaceable memory backup battery on the 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 Battery Low) 17FB144: Event Number 633 (BBRAM Battery 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 Number 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) retaining 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 positioned for proper polarity. Reinstall screws. 5. Reinstall card in appropriate panel slot.
TCI PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the TCI.
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLOWING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate from engine starter if equipped with MTU 396 engine. If MTU/DDC 16V4000 or Komatsu engine is installed, disconnect and insulate 21B circuits at starter solenoids. Apply park brake and brake lock. a. Connect the serial communication cable from the PTU to the TCI port located behind the center console in the cab on the passenger side. b. Be certain the Rest Switch in the cab is in the REST position. 2. Turn the key switch ON.
To program the 17FB144 CPU card: c:\>ACNMENU {enter} Highlight DOWNLOAD TCI PANEL" {enter} Highlight SELECT TCI SETUP {enter} Cursor to the appropriate configuration file for the truck being programmed from the list of configuration files {enter} Highlight- DOWNLOAD TCI PANEL {enter} Highlight- DOWNLOAD TCI {enter}
3. Cycle keyswitch or CPS when requested on screen. 4. Verify the Object Code and Configuration file shown on the screen for downloading is correct.
FIGURE 3-3. BATTERY LOCATION (PSC Panel Shown) 1. FB147 CPU Card 2. Positive (+) Screw 3. Battery Assy. 4. Negative (-) Screw 5. FL320 Panel Enclosure
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PSC PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the PSC.
INVERTER PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the PSC.
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLOWING PROCEDURES.
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED AND ENGINE IS NOT RUNNING BEFO R E P E RFO R MI NG TH E FO LLOW ING PROCEDURES. 1. Open the right door on the Electrical Control Cabinet and connect the serial communication cable from the PTU to one of the two ports located to the right of the PSC Panel. (RS11 is used for the inverter card in slot No. 09, RS12 is used for the inverter card in slot No. 11.)
1. Disconnect Circuits 21SS and 21SR and insulate from engine starter if equipped with MTU 396 engine. If MTU/DDC 16V4000 or Komatsu engine is installed, disconnect and insulate circuit 21B at the starter solenoids. Apply park brake and brake lock. a. Connect the serial communication cable from the PTU to the PSC port located behind the center console in the cab on the operators side. b. Be certain the Rest Switch in the cab is in the REST position. 2. Turn the Key Switch ON.
To program the Inverters: c:\>ACNMENU {enter} Highlight DOWNLOAD INVERTERS {enter} Highlight either DOWNLOAD TMC (17FB172) or DOWNLOAD IMC (17FB138), depending on which cards are installed in slots No. 09 and 11. {enter}.
To program the 17FB147 CPU card: c:\>ACNMENU {enter} Highlight DOWNLOAD PSC PANEL {enter} Highlight SELECT PSC SETUP Cursor to the appropriate configuration file for the truck being programmed from the list of configuration files {enter} Highlight DOWNLOAD PSC PANEL Highlight DOWNLOAD PSC 2. Cycle keyswitch or CPS when requested on screen. 3. Verify the file shown on the screen for downloading is correct.
3. Cycle keyswitch or CPS when requested on screen. 4. Verify the Object Code and Configuration file shown on the screen for downloading is correct.
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TCI CHECKOUT
View/Set the Date and Time in the PSC panel: Cursor to Special Tasks {enter} Cursor to View/Set Time {enter} Cursor to Day of Month Type day of 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} Check Comm Status: On the TCI PTU: Move the cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} Verify PTU display indicates: COMMLINK=OK {escape}{escape} On the PSC PTU: Move the cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Verify PTU display indicates: COMMLINK=OK {escape} {escape} Check Modular Mining Communication Port: 4. Connect the serial communication cable from a PTU to the port near the DID panel in the cab behind passenger seat. c:\>ACNMENU {enter} Highlight - PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} Verify the PTU is communicating on this screen by observing a blinking cursor on the screen. {escape} {escape}
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLWING PROCEDURES. 1. Disconnect Circuits 21SS and 21SR, and insulate from engine starter if equipped with MTU 396 engine. If MTU/DDC 16V4000 or Komatsu engine is installed, disconnect and insulate 21B circuits at starter solenoids. Apply park brake and brake lock. Log on to the TCI panel: 2. Connect the serial communication cable from the PTU to the TCI port located behind the center console in the cab on the passenger seat side. Turn control power ON. c:\>ACNMENU {enter} Highlight- PTU TCI & PSC {enter} Type technicians (your) name {enter} Type your password {enter} Set the Date and Time in the TCI panel: 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} Log on to the PSC panel: 3. Connect the serial communication cable from another PTU to the PSC port, behind the center console in the cab on the driver side. c:\>ACNMENU {enter} Highlight - PTU TCI & PSC {enter} Type your name {enter} Type your password {enter}
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TCI Analog 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:
3. Press {enter} to display TCI ANALOG INPUT CHANNELS screen below:
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TCI Digital Output Tests: Note: The lamp test switch on the Overhead Display will not activate the G.E. propulsion system lamps when the PTU is in the Manual Digital Output Test mode. 1. Apply the park brake switch and place the Rest switch in the OFF position. 2. On the TCI COMMUNICATION MENU, place cursor on Engine Stopped Tasks and press {enter}. 3. Place cursor on Manual Test Screen. Press {enter}. 4. For Table II steps 1 through 17, turn on each discrete output by highlighting it then pressing {enter}. After the output is verified, press {enter} to turn it off. Refer to Figure 3-4 for lamp location and color.
Before performing step 18 (Table II), verify circuits 21SS and 21SR (MTU 396 engine) are removed from the starters or 21 B (MTU/DDC 16V4000 or Komatsu engine) are removed from starter solenoids and the parking brake is applied. 5. For Table II, step 18, change PTU from Engine Stopped Tasks screen to Real Time Data screen: {escape} {escape} cursor to Normal Operation {enter} cursor to TCI Real Time Data screen {enter} a. Place selector switch in NEUTRAL and apply park brake.
TABLE II: TCI DIGITAL OUTPUT TESTS

STEP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 DO NAME RESTLT PSCNOTRDY REDUCELT LINKONLT TEMPWARNLT NORETARDLT NOPROPELLT PSCWARNLT RTRDCONTLT HYDBHOTLT PKBRKON RETARDLT RETARDXLT BATSEPC SPEED1 SPEED2 REVERSELT DESCRIPTION Rest Light Propel System Not Ready Light Reduced Propulsion Level Light Link ON light, DID Panel (Behind Operators Seat) Propulsion System Temperature Warning Light No Retard, No Propel Light No Propel Light PSC Warning Light Reduced Retarding Light Hydraulic Brake Fluid Hot Light Verify park brake switch is applied: Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts Press {enter} to turn PKBRKON on: Verify approx. 24 volts Retard Light (on overhead display) Retard light (on top of cab and rear of truck) Battery Separate Relay Measure Circuit 21BSR @ TB28 to ground With BATSEPC highlighted, press {enter}: verify 0.0 VDC not used not used Activates backup horn and backup lights LOCATION (FIG. 3-4) B6 C6 D6 C5 A5 A6 B5 D6 D5 A3 D3
B4
Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18 ENGCRANK Engine Crank Signal
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b. Turn key switch to START position. 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 correct.) Verify digital input ENGSTRTREQ and digital outputs ENGCRANK, ENGCRNKX, and BATSEPC are highlighted when 21A (& 21PT) and 21B are 24V DC. 6. Return key switch to ON position. 7. Move selector switch to FORWARD. 8. Turn key switch to START. Circuit 21A should remain 0V DC. 9. Release key switch. 10. Place selector switch in NEUTRAL. 11. Place park brake switch in the OFF position. 12. Turn key switch to START position. Circuit 21A should remain 0VDC. 13. Release the key switch. 14. Apply parking brake.
Row / Column A1* B1* C1 D1 E1 A2* B2* C2* D2* E2* A3* B3* C3* D3* E3 A4* B4* C4* D4* E4* A5 B5 C5 D5 Indicator Description Indicator Color
FIGURE 3-4. STATUS/WARNING LIGHTS
AUX ERROR CODE Check: 1. With the PTU still on the TCI Real Time Data screen, check the AUX_ERROR_CODE at the upper right of the screen: Value should be blank or (001) Note: Value will be (-01) if the TCI is not communicating with the aux inverter.
Spare Low Steering Pressure Red Low Accumulator Precharge Red Spare Low Brake Pressure Red Low Hydraulic Tank Level Red Autolube Low Pressure Amber Circuit Breaker Tripped Amber Hydraulic Oil Filter Restricted Amber Low Fuel Amber Park Brake Applied Amber Service Brake Applied Amber Body Up Amber Dynamic Retarding Applied Amber STOP ENGINE Red Spare Manual Back-Up Lights Amber 5 Min. Shutdown Timer Amber Retard Speed Control Amber CHECK ENGINE Amber No Propel/Retard Red Propulsion System Caution Amber Propulsion Sys. Temp. Caution Amber High Brake/Hydraulic Oil Temp. Red STOP ENGINE (Komatsu engine E5* Red only) 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 NOTE: On later model trucks, lamps indicated * can be dimmed using dimmer control on Overhead Display Panel
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TCI Digital Input Tests: 1. Verify park brake switch is on. Turn REST switch OFF (down). 2. On the TCI COMMUNICATION MENU, select Engine Stopped Tasks and press {enter}. cursor to Manual Test Screen 3. Activate each truck function listed in Table III for Table checkout steps 1 through 16. Verify the inputs are highlighted on the PTU screen when activated. When performing step 1 in Table III, and if truck is equipped with warning/caution light dimmer, adjust the dimmer control and verify intensity of lamps indicated by * in Figure 3-4 can be varied. (Remaining lamps will remain 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 III below for instructions.
4. Turn OFF and ON all circuit breakers on relay boards RB1, RB2, RB3, RB4, and RB5 in the Electrical Interface Cabinet. Verify the Circuit Breaker Tripped lamp on the overhead display illuminates when each circuit breaker is turned off, except as noted below. Note: To check CB19 on relay board #3, selector switch must be in REVERSE position. CB20 will not activate Circuit Breaker Tripped lamp when turned off. 5. Turn OFF circuit breakers on RB2. Verify the Circuit Breaker Tripped lamp on the overhead display illuminates. 6. Check steps 17 and 18 in Table below. 7. Remove jumpers and turn circuit breakers on RB2 ON. 8. Press {escape} {escape}
DID Display: 1. Observe the DID display. The cursor to the right of the event code should appear to spin.
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STEP
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
DO NAME
LAMPTEST ENGCAUTION ENGWARN RESET RESTSW REVREQ FORREQ ENGKILL DATASTORE BODYDWN PRKBRKSW PRKBRKFDBK ENGSTRTREQ RSC OVERPAYLD CONTROLON
TABLE III: TCI DIGITAL INPUT TESTS DESCRIPTION

Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate) Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp) (Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU.) Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp) If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.) Clear/delete pushbutton switch on Console Rest Switch (Place switch in RESTposition to activate) Selector Switch in REVERSE position Selector Switch in FORWARD position Engine Shutdown Switch (Depress switch on console) Data Store Switch (on front of console - push to activate) Body Up Switch (Activated when body is down) Park Brake Switch (Highlighted with switch ON) Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on brake manifold in brake cabinet to ground to remove highlight.) Engine Start Request (Refer to Digital Input for check procedure) Retard Speed Control Switch (on console - pull up to highlight) Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32) Control Power ON (Do not check)
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF):
17 18 MIDPAYLD FULLPAYLD Truck at 70% Payload (Jumper 73MS @TB25 to ground.) Truck Fully Loaded (Jumper 73LS @TB25 to ground.)
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PSC Checkout Procedure

PSC Digital Output Tests: 1. Turn OFF the Control Power Switch. 2. Place the Rest Switch In the cab in the OFF position. Turn Park Brake switch ON. 3. Disconnect the round connector at the top of each Phase Module and Chopper Module. 4. Connect the serial communication cable from the PTU to the PSC port, behind the center console on the drivers side. 5. Turn ON the Control Power Switch. 6. Type the following on the PTU keyboard: c:\>ACNMENU {enter} Highlight PTU TCI and PSC {enter} Type your name {enter} Type your password {enter} Cursor to Engine Stopped Tasks {enter} Cursor to Manual Test Mode {enter}
7. Highlight the devices listed in steps 1 through 11 in the Table below on the digital output section on this screen and then press {enter}. Press {enter} again to turn off 8. For step 14 (GD1E) in Table IV below, use an AC voltmeter set on 750V AC scale to check for 90 to 100 volts AC between the pins on each round connector removed in step 3 (cable side) to Inverter 1, (top row). 9. Use the AC voltmeter to check for 90 to 100 volts AC between the pins on the round connector on the top of Chopper Module One (CM1 G-X) removed in step 3. Press {escape} {escape} 10. Turn OFF the Control Power Switch 11. Reconnect the round connectors to Inverter 1. 12. Reconnect the round connector to Chopper Module 1.
TABLE IV: PSC DIGITAL OUTPUT TEST

STEP 1 DO NAME GF DESCRIPTION GF Contactor DEVICE CHECKOUT Verify the GF contactor picks up and GFFB is highlighted on the PTU (NOTE: The GF Cutout Switch must be in the NORMAL (up) position to check). 2 GFR GFR Contactor Verify the GFR relay picks up and GFRFB is highlighted. 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 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 on 7 AFSE Alternator Field Static Exciter the AFSE terminal board. Verify the second LED from the top (labelled Control System OK), located 8 SYSRUN Control System OK LED 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 the 11 SYSFLT System Fault LED side of the control cabinet is on. 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. 12 FORT Forward Travel Direction Verify circuit 72FD changes from 24VDC to 0VDC when FORT is activated 13 REVT Reverse Travel Direction Verify circuit 79RD changes from 24VDC to 0VDC when REVT is activated Gate Drive Power, Inverter 1 Enable 14 GD1E Refer to steps 8 through 15 in digital output test procedure. Signal Gate Drive Power, Inverter 2 Enable 15 GD2E Refer to steps 16 through 24 in digital output test procedure. Signal 16 CMCTL Chopper Module Control Do not check. 17 AUXRESET AUX Inverter Reset Do not check.
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13. Turn ON the Control Power Switch Cursor to Engine Stopped Tasks {enter} Cursor to Manual Test Mode {enter} Highlight GD1E on the digital output section and press {enter}.
21. Turn ON the Control Power Switch Cursor to Engine Stopped Tasks {enter} Cursor to Manual Test Mode {enter} Highlight GD2E on the digital output section and press {enter}.
When performing the following procedures, never look directly into the fiber optic light. Eye damage could result. 14. Carefully remove the grey plug on the top of each Phase Module for Inverter 1. Without looking directly into the plug on each Phase Module, verify that a red light is present. 15. Carefully remove the grey plug on the top of Chopper Module 1. Without looking directly into the plug on Chopper Module One, verify that a red light is present. 16. For step 15 (GD2E) in the PSC Digital Output Test Table, use an AC voltmeter to check for 90 to 100 volts AC between the pins on each round connector removed in step 3 (cable side) to Inverter 2 (bottom row). 17. 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} 18. Turn OFF the Control Power Switch 19. Reconnect the round connectors to Inverter 2. 20. Reconnect the round connector for Chopper Module 2.
When performing the following procedures, never look directly into the fiber optic light. Eye damage could result.
22. Carefully remove the grey plug on the top of each Phase Module for Inverter 2. Without looking directly into the plug on each Phase Module, verify that a red light is present. 23. Carefully remove the grey plug on the top of Chopper Module 2. Without looking directly into the plug on Chopper Module 2, verify that a red light is present. 24. Reconnect plug on each Phase Module 2 for inverter 2 and Chopper Module 2.
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PSC Digital Input Checks: The following tests are made on the Manual Test Screen as selected during PSC Digital Output Test procedure. 1. With the key switch and the Control Power Switch ON: Verify the digital inputs in steps 1 through 5 in Table V below are highlighted. 2. Check digital inputs in Table steps 7 through 9 using the instructions in the Device Checkout column. 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 highlighted 4. Turn ON the key switch. 5. Turn OFF the Control Power Switch. KEYSW will stay highlighted, CPSFB will no longer be highlighted. 6. Turn ON the Control Power Switch. Press {enter} to turn off CPRL. {escape} {escape} 7. Turn OFF Control Power Switch.
STEP
1 2 3 4 5 6 7 8 9
DI NAME
KEYSW CPSFB CNFB CNIFB CNXFB INV1CO INV2CO BRKON1 BRKON2
TABLE V: PSC DIGITAL INPUT TEST DESCRIPTION DEVICE CHECKOUT

Key Switch Control Power Switch Feedback Panel Connectors Status CNI and CNENG Connector Status Auxiliary Blower Connector Status Inverter 1 Cutout Switch Status Inverter 2 Cutout Switch Status Service Brake Apply Status Service Brake Apply Status With the Key Switch and Control Power Switch ON, digital inputs should be highlighted.
Will be highlighted with Inverter #1 switch on the side of the control cabinet in the CUTOUT position (down). Will be highlighted with Inverter #2 switch on the side of the control cabinet in the CUTOUT position (down). Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires do not have to be removed.)
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17FM458 Panel Checks: A3PV Panel 1. Remove the wires from panel terminals A and C. 2. With the Control Power Switch ON, measure voltage between terminals D and F: Verify 0.0 30 Millivolts. 3. Connect a jumper wire from the BATFU fuse located on the bottom left wall in the left compartment to terminal A on A3PV. 4. Connect a jumper wire from a cabinet ground to terminal C on A3PV. 5. Measured voltage between terminals D and F. Verify panel output is 0.12 volts (battery volts divided by 200) 6. Connect a serial communication cable from the PTU to the PSC. 7. On the PSC PTU, enter the following: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data Screen {enter} Verify A3PV is approximately 1.17 X battery volts 8. Remove the jumper wires. 9. Reconnect the wires to terminals A and C.
6. With the PTU connected to the PSC, enter the following: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Verify LINKV is equal to battery volts 7. Remove the jumper wires. Reconnect the wires to terminals A and C.
Thermistor Checks: 1. With the PTU connected to the PSC: Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Verify AUXPCT is showing ambient temperature Verify AUXIT is showing ambient temperature Verify AFSET is showing ambient temperature
17FM384 Panel Check: 1. With the PTU connected to the PSC; Cursor to Normal Operation {enter}. Cursor to PSC Real Time Data {enter} 2. Carefully remove the FAILDIOD wire from terminal D on the 17FM384 panel.
LINKV Panel 1. Remove the wires from panel terminals A and C. 2. With the Control Power Switch ON, measure voltage between terminals D and F: Verify 0.0 30 Millivolts. 3. Connect a jumper wire from the BATFU fuse located on the bottom left wall in the left compartment 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. Verify panel output is 0.12 volts (battery volts divided by 200)
Verify FDIODE is highlighted on PTU screen 3. Reconnect wire to terminal D.
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Pedal Percentages and Meter Calibration

The following procedures are used to calibrate the retarder and accelerator pedals, retarder lever, and the hydraulic brake temperature and propel system temperature gauges and the speedometer for the software. If any of the above components require replacement during truck servicing or troubleshooting procedures, the new or rebuilt component must be recalibrated using the applicable procedure before the truck is returned to service.
Meter Calibration Procedure 1. Connect the serial communication cable from the PTU to the TCI port, behind the center console, on the passenger side. 2. Turn ON the Key Switch and the Control Power Switch. 3. On the PTU, enter the following: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} 4. Turn park brake switch ON and turn Rest switch OFF. C: Hydraulic Brake Fluid Temperature Meter: Cursor to Engine Stopped Tasks {enter} Cursor to Temporary Meter Calibration. {enter} Cursor to the box to the right of Type a Test Hydraulic brake Fluid Temperature {enter} Type in: 120 {enter} 5. Hydraulic Brake Fluid Temperature meter should move to a position near the line separating green and red. Move the cursor to the Increment\Decrement boxes and press {enter} to position the meter pointer on the line between the green and red sections. 6. When at the desired meter position, record the value shown in the Gauge Scale box. D: Propulsion System Temperature Meter: Cursor to the box to the right of Type a Test Propulsion System Temperature {enter} Type in: 60 {enter} 7. Propulsion System Temperature meter should move to a position near the line separating green and yellow. Move the cursor to the Increment\Decrement boxes and press {enter} to position the meter pointer between the green and yellow sections. 8. When at the desired meter position, record the value that is in the Gauge Scale box.
1. Connect the serial communication cable from the PTU to the PSC port, behind the center console on the drivers side. 2. Turn keyswitch and Control power Switch ON. 3. Enter the following on the PTU: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to View/Set PSC Analog Outputs {enter}
A: Retard Pedal: Cursor to the box in the # column on channel one {enter} Type in: 359 {enter} 1. Parameter name will be rpinhi_ail5. Record the parameter value with the retard pedal fully released. (typical value; 1.50 volts). Record the parameter value with the retard pedal fully depressed. (typical value; 9.50 volts). B: Retard Lever: Cursor to the box in the # column on channel two {enter} Type in: 344 {enter} 1. Parameter name will be retlever_ail4. Record the parameter value with the lever up (typical value; 0.0 volts). Record the parameter value with the lever down (typical value; 8.75 volts).
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E: Truck Speed: Arrow to mph box {enter} Type in: 25 {enter} 9. Adjust speedometer internal adjustment pot to obtain 25 mph (or 40 km/h). Type in: 40 10. Verify speedometer in cab reads 40 mph (or 64 km/h). 11. Press {escape} to return to Engine Stopped Menu screen. Cursor to Exit {enter} On the TCI Communication Menu, cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} With TCI Real Time Data screen displayed, press {enter} to go to TCI Serial Link Data screen Press {enter} to go to TCI Analog Input Channels screen
12. Record the following information from the screen: F: Accelerator pedal: Record the accel pedal voltage with pedal released (typical value; 1.61) Record the accel pedal voltage with pedal fully depressed (typical value; 8.53) G: Retard Speed Pot Setting: 13. Pull the retard speed control button UP. Record value of RSC POT with knob fully counterclockwise (typical value; 10.75) Record value of RSC POT with knob fully clockwise (typical value; 0.01) H: Pot Reference: Record value of POTREF (typical value; 10.86) 14. Press {escape} to return to TCI Normal Operation Menu. Cursor to Exit {enter} On TCI Communication Menu, cursor to Exit {enter} {enter} to return to Main Menu.
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Reprogram With Serial Numbers and Pedal Percentages: On the Main Menu, highlight AC TRUCK SETUP (CFG) {enter} Cursor to Mine Configuration {enter} Cursor to: 0) Select a truck config, currently using file: {enter} Cursor to desired configuration file {enter} Cursor to: 2) Change/View Serial and Model Numbers {enter} Type serial and model numbers Cursor to Go to Next Truck Serial and Model Number Screen {enter} Type serial and model numbers Cursor to exit {enter} Cursor to: 4) View GE Product Service Screen {enter} Type data Cursor to Leave GE Product Service Screen {enter}
Cursor to: 5) Change/View Truck Specifics {enter} Type accelerator pedal, retard pedal and retard lever percentages (see instructions and example in Figure 3-5), for the OFF and fully applied positions. Type meter scale values, and stat quarter start month. Cursor to Truck Identification Number and type assigned mine truck number {enter} Cursor to Leave Truck Specifics Screen {enter} Cursor to S) Save a truck configuration, filename: {enter} Type the configuration filename {enter} Cursor to Q) Quit {enter} Type Y
Use the following formulas to determine accelerator pedal, retard pedal, and retard lever percentages to input on the Change/View Truck Specifics screen: accel pedal value, from step F 100 = value For Truck Specifics screen pot reference, from step H retard pedal value, from step A 100 = value For Truck Specifics screen pot reference, from step H retard lever value, from step B 100 = value For Truck Specifics screen pot reference, from step H
Example:
To determine accelerator pedal percentages using above formula: 1. Divide accelerator voltage with pedal released (1.61 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply result by 100 to obtain percentage value to enter for percent accel pedal travel off request on Change/View Truck Specifics screen. 2. Divide accelerator voltage with pedal applied (8.53 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply result by 100 to obtain percentage value to enter for percent accel pedal travel full request on Change/View Truck Specifics screen.
FIGURE 3-5. PEDAL PERCENTAGE CALCULATIONS
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I: Program TCI (PTU connected to TCI port) 1. Place the REST switch in the OFF position and turn keyswitch ON. To program the 17FB144 CPU card: From the Main Menu, highlight DOWNLOAD TCI PANEL {enter} Highlight SELECT TCI SETUP {enter} Cursor to configuration desired {enter} Highlight DOWNLOAD TCI PANEL {enter} Highlight DOWNLOAD TCI {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.
K: Check Pedal Percentages On the PSC PTU - cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 1. With the accelerator pedal released, verify the following is displayed: ACCEL_SEL = 0.00 2. With the accelerator pedal fully applied, verify the following is displayed: ACCEL_SEL = 1.00 3. With the retard pedal released and retard lever up, verify the following is displayed: RETRD_SEL = 0.00 4. With the retard pedal fully applied, verify the following is displayed: RETRD_SEL = 1.00 5. With the retard lever fully down, verify the following is displayed: RETRD_SEL = 1.00 6. With Retard Speed Control knob pulled up and the knob turned fully counterclockwise, verify the following is displayed: RSCMPH = 5 7. With Retard Speed Control knob pulled up and the knob turned fully clockwise, verify the following is displayed: RSCMPH = 39 (see note below) Note: In step 7, truck configurations 07E and 13E will indicate 31 (instead of 39) for 38.1 gear ratio.
J: Program PSC (PTU connected to PSC port) 1. Turn keyswitch ON. To program the 17FB147 CPU card: From the Main Menu, highlight DOWNLOAD PSC PANEL {enter} Highlight SELECT PSC SETUP {enter} Cursor to configuration desired {enter} 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.
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LOAD TESTING
1. Reconnect wires 21SR and 21SS (MTU 396 engine) to the starter or 21B (MTU/DDC 16V4000 or Komatsu engine) to the starter solenoids. 2. Place both Inverter Cutout Switches on the side of the control cabinet to the CUTOUT position (down). 3. Place the Rest Switch in the REST position. 4. Make sure the wheels are chocked, and the park brake switch is ON. 5. Install locks on the three front doors of the electrical cabinet. Also secure the 3 top covers. PRELOAD CHECKS Alternator Speed Sensor Check: 1. Connect an AC voltmeter to circuits 74X (TB22) and 74Z (TB22). 2. Place the GF Cutout Switch in the CUTOUT position (down). 3. With Rest Switch in the REST position, start the engine and operate at low idle. Verify approximately 4 VAC on the meter. Verify tach (in cab) reads approximately 700 RPM. 4. Shut down the engine. Remove voltmeter. Battery Boost Check:
1. Connect a voltmeter across resistor R1 located in the Contactor Box on the Electrical Cabinet. a. Connect the positive lead to BAT b. Connect the negative lead to F101. 2. Close the cabinet door. 3. Turn Key Switch and Control Power Switch ON. 4. Connect one serial communication cable from the PTU to the PSC port. C:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 5. Verify the analog values and the functions highlighted on the PTU are similar to Figure 3-6. 6. Connect a second serial communication cable from the PTU to the TCI port. C:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} 7. Verify the analog values and the functions highlighted on the PTU are similar to Figure 3-7. 8. Start the engine. 9. Place the GF Cutout Switch in the NORMAL position (up). 10. While observing the voltmeter installed in step 1, place the Rest Switch in the OFF position. The voltmeter will momentarily show about 18 volts and then drop to zero 11. Place the Rest Switch in the ON position. 12. Place the GF Cutout Switch in the CUTOUT position. 13. Shut down the engine. 14. Verify ALL lights indicating link voltage are OFF. 15. Remove the voltmeter and lock the cabinet door.
THE BATTERY BOOST CHECK MUST BE PERFORMED EXACTLY AS DESCRIBED BELOW. Failure to do so may result in serious injury. The contactors in the cabinet with the R1 resistor may be energized with the engine running. DANGEROUS VOLTAGES ARE PRESENT INSIDE THE CABINET. Engine must be OFF during setup preparation. Rest switch in the cab must be in REST. GF cutout switch must be in the CUTOUT position, (down). ALL Link Voltage lights must be OFF.
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FIGURE 3-6. PSC REAL TIME DATA SCREEN
FIGURE 3-7. TCI REAL TIME DATA SCREEN
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ADDITIONAL TRUCK CHECKS Be certain Rest Switch is ON. Place Inverter Cutout switches in the CUTOUT (down) position. 1. Start engine and allow engine to warm up for approximately 10 minutes.
3. Start the engine. 4. Move the GF Cutout Switch to the NORMAL position. 5. Move the Rest Switch to the OFF position. 6. Check the rotation of the Aux Blower. Make sure it is rotating counterclockwise as viewed from the driver side of the truck. Verify the Link Voltage lights are ON. Verify that the exhaust holes on the control cabinet are free of debris and air is flowing out of them. 7. Move the Rest Switch to the REST position. Note the Link Energized lights turn off. 8. Shut down the engine. 9. Replace the Aux Blower cover. Brake System Pressure Switch Checks: 1. Start the engine. 2. Verify the following: All indicator lights on overhead are OFF except System Rest, Propel System Not Ready and Park Brake. 3. Individually check (other than the differential pressure switch in rear axle housing) the service brake system switches on the truck. (This can be done by shorting the circuit to ground, momentarily. The circuits are active while being shorted.) a. Front to rear brake differential Circuit 33Z, in the front of operator cab. (There is a 5-second delay timer in this circuit.) b. Front differential brake Circuit 33Z in the brake cabinet. (There is a 5-second delay timer on this circuit.) 4. Put brake lock switch ON. a. Short Circuit 33T to ground (brake lock degradation pressure switch located in brake cabinet). (There is a 5.0-second delay timer on this circuit.) b. Note that when the brake lock is applied, the service brake lights on the truck are active and the service brake light indicator on the overhead display illuminates.
Hoist & Steering Circuit Switch Checks: 2. On the inner side of the fuel tank, short Circuit 39 on hoist circuit hydraulic filters bypass indicator switch, to ground. The Hydraulic Oil Filter light in overhead turns on. 3. At the steering circuit hydraulic filter, short circuit 39 on filter bypass indicator switch to ground. The Hydraulic Oil Filter light in overhead turns on. 4. On the fuel tank, short Circuit 38 at low fuel level switch to ground. The Low Fuel light indicator in the overhead should light. 5. Short Circuit 51A at nitrogen precharge pressure switches on top of steering accumulators to ground. The Low Accumulator Precharge indicator light is activated. This light stays on even when the short is removed. 6. Use engine shutdown switch on selector switch console to shut down engine. Do not turn Key Switch OFF. The Accumulator Precharge light should remain on and brakes and steering pressure remain charged. 7. Turn key switch OFF. Verify steering pressure bleeds down.
Aux Blower Rotation Check If the blower has been replaced or cables removed and reinstalled, verify correct blower rotation to insure correct hookup. 1. Remove the inspection cover from the Aux Blower on the grid side of the truck. 2. Verify Inverter Cutout Switches are in the CUTOUT position (down).
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5. Connect the PTU to the PSC communication port. c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Enter your name {enter} Enter your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 6. On the PSC Real Time data screen: Verify BRKR1 and BRKR2 are highlighted when the wheel brake lock is applied. 7. Turn brake lock switch OFF. 8. In the brake cabinet, short Circuit 33 on the brake pressure switch to ground. The low brake pressure light on the overhead display and the low brake pressure buzzer should be active. 9. On the left frame rail, short Circuit 33F at the steering pressure switch on the bleeddown manifold to ground. The low brake pressure, low steering pressure lights in the overhead should come on and the low brake pressure buzzer should be active. Final Checks: 1. Place the REST switch in the OFF position. 2. With the PTU still connected to the PSC port and the PSC REAL TIME DATA screen displayed and the engine running, compare the values displayed with the values shown on the sample screen in Figure 3-8. 3. Verify AUXFB is about 1700 rpm and exhaust air is flowing from the rear exhaust ports of the control cabinet.
Inverter Link Voltage Check: 1. On the PSC PTU: Cursor to Normal Operations {enter} Cursor to View/Set PSC Analog Outputs {enter} Cursor to the box in the # column on channel 3 {enter} Type in : 200 {enter} (Parameter name will be INV1_LINK_VOLTS) Cursor to the box in the # column on channel 4 {enter} Type in : 235 {enter} (Parameter name will be INV2_LINK_VOLTS) 2. With the engine running, move the GF Cutout switch to the NORMAL position and the Rest Switch to the OFF position. Both Inverter link voltages (I1LV and I2LV) at the bottom of the screen should be the approximately the same. 3. Place the Rest switch in the ON position. 4. Press {escape} {escape]. 5. Shut down engine and remove equipment.
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On-Board Load Testing

4. On the PSC PTU: Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Inspect and verify the front and side electrical cabinet doors are closed and locked before performing the following tests. 5. With the engine running, place the Rest Switch in the OFF position. 6. Verify the analog values and the functions highlighted on the PTU are similar to the screen shown in Figure 3-8. 7. Place the Rest Switch in the REST position. 8. On the TCI PTU: Cursor to Normal Operation {enter} Cursor to TCI Real Time data {enter} 9. With the engine running, place the Rest Switch in the OFF position. 10. Verify the analog values and the functions highlighted on the PTU are similar to the screen shown in Figure 3-9.
Preparation: 1. Jumper fan clutch control circuit to lock fan in full on condition. a. If truck is equipped with DDEC engine, jumper circuit 541M @ TB24 to ground. b. If truck is equipped with Komatsu engine, jumper circuit 22FO @ TB32 to ground. Note: With release 17 software installed, load testing can be activated through the DID panel if desired. 2. Connect a VOM from circuit 72E @ TB24 (+) to circuit 72R @ TB24 (-). 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 additional information. 3. Turn brake lock ON.
FIGURE 3-8. PSC REAL TIME DATA SCREEN SAMPLE
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FIGURE 3-9. TCI REAL TIME DATA SCREEN SAMPLE Initiate Loadbox Test: 1. To initiate the loadbox test, on the PSC PTU: Cursor to Normal Operation {enter} Cursor to SELF LOAD ENGINE TEST {enter} Arrow 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 3-10.
FIGURE 3-10. SELF LOAD TEST SCREEN, RP1 PICKED UP
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NOTE: If the HP ADJ value is (-)400 it is an indication that the zero to ten volt engine command is not getting to the PSC (Circuit 72E and 72R). Refer to PVM Optimum Load Curve Handshaking Troubleshooting Test for additional troubleshooting information.
7. Compare values displayed on the Loadbox Test Screen with the sample screen in Figure 3-11. 8. Fully depress the accelerator pedal to pickup all three RP contactors. 9. Compare the values on the loadbox screen with the values shown in the sample screen in Figure 3-12. 10. Record the Loadbox Screen on the PTU as follows:
In the following step, air exhausted from grid vents can be very hot.
a. While viewing the loadbox screen during full load: Press the {F2} key Arrow down to record and press {enter} Type a filename and press {enter} 11. Note the ENGLOAD value On the screen: If the value is 5 volts during load testing, loading is satisfactory. If the value is below 5 volts, the electrical system needs to remove horsepower loading. (This is an indication of a weak engine.) If the value is above 5 volts, the electrical system needs to load the engine more. (This is an indication of a strong engine.)
5. Without touching them, check for air flow from the grid blowers as follows: a. Increase engine RPM until two RP contactors pickup. 1.) Hot air should be felt from one front section of the grid. b. Reduce RPM to idle and then increase RPM to pickup two RP contactors. 1.) Hot air should be flowing from the other front section of the grid. 6. Warmup engine with two RP contactors picked up until the engine coolant temperature stabilizes.
FIGURE 3-11. SELF LOAD TEST SCREEN, RP1 & RP2/3 PICKED UP
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FIGURE 3-12. SELF LOAD TEST, RP1, 2 & 3 PICKED UP 12. The load box screen should be recorded and values compared to values calculated to account for parasitic losses at the elevation of the test site and ambient temperature during testing as follows: Trucks with DDEC engine: a. The output horsepower should be 2700 HP 5% @ 1900 +10, -15 rpm. b. The requested rpm from GE must be 1910 rpm. c. Refer to Figure 3-14 for parasitic losses curve. 1.) Read the parasitic losses from the graph based on ambient temperature and altitude. 2.) 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) Trucks with Komatsu SSDA16V160 engine: a. The output horsepower should be 2700 HP 5% @ 1900 +10, -15 rpm. b. The requested rpm from GE must be 1900 rpm. c. Refer to Figure 3-13 for parasitic losses curve. 1.) Read the parasitic losses from the graph based on ambient temperature and altitude. 2.) 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) Manual Offset HP Output Adjustment If necessary to troubleshoot HP problems, use the following procedure: 13. With loadbox initiated, cursor to HP Offset {enter} Cursor to => 0 HP Input a + or - offset but not greater than +300 {enter} 14. Perform load test again. Return offset to 0.0 {enter} cursor to HP Offset {enter} cursor to LDBXINIT {enter} 15. Exit the loadbox test mode: Cursor to LDBX INIT on the Loadbox Screen and press {enter}. 16. Note engine temperature and pressure gauges for normal values. 17. Place Rest Switch in the ON position. 18. Turn key switch OFF. Allow steering accumulators to bleed down. 19. Record all data to create a truck record for future comparison.
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FIGURE 3-13. TOTAL PARASITIC LOSS AT FULL POWER Komatsu SSDA16V160 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 798 RPM
FIGURE 3-14. TOTAL PARASITIC LOSS AT FULL POWER DDEC 4000 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 836 RPM
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PVM OPTIMUM LOAD CURVE HANDSHAKING TROUBLESHOOTING Note: a value of below 0.5VDC or above 9.5VDC (on circuit 72E to 72R) indicates a failure. Trucks equipped with DDEC engine: 1. With the engine shut down, keyswitch ON and control power ON, measure voltage between 72E (+) and 72R (-) lead. Voltage should be 5.0VDC. a. If the voltage is low or 0VDC, check voltage of circuit 15VL @ TB32. (This supply is from the GE drive system power supply card through the GE/Auxiliary Control harness.) Voltage should be 5.0 volts. b. Then check voltage of circuit 15SIM @ TB32. Voltage should be approximately 14.5 VDC. c. If voltage is 0VDC or considerably lower than 14.5 volts, check the 20 ohm resistor on DB1. 2. With the engine running and under load, with keyswitch and control power switch ON, check the voltage at 72E(+) to 72R (-). Voltage should be 5.0 volts a. If the voltage in step 2 is lower or higher than 5.0 volts, check using the DDR to see the percent of load the engine is given to the PVM module. b. Multiply the percentage value in the previous step by 10. This should equal the 72E to 72R voltage reading. (i.e. 50% X 10 = 5.0 VDC) Note: The DDR is updated every second and is not a 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 ground and measure the time the signal is positive divided by the total time of the signal wave form and multiply it by a factor of 10. This should equal the 72E to 72R circuit voltage. This is a 50HZ signal. Examples: 10ms/20ms = .50 X 10 = 5.0VDC 15ms/20ms = .75 X 10 = 7.5VDC 5ms/20ms = .25 X 10 = 2.5VDC c. Verify circuit 72R is connected to ground. d. If the signal 908M is correct and the supply voltage (15SIM) to the PVM is correct, but output is incorrect, replace the PVM module.
Trucks equipped with Komatsu engine: 1. With the engine shut down, keyswitch ON and control power ON, measure voltage between 72E (+) and 72R (-) lead. Voltage should be 5.0 volts. a. Jumper circuit 22FO to ground and verify voltage on 72E to 72R changes to 7.0VDC. b. If the voltage is 0VDC, verify the connections to the PVM are correct and circuit 439 and 11SL connected to CN P382 positions 5 and 40 are 24VDC. 2. With the engine running and under load, with keyswitch and control power switch ON, check the voltage at 72E(+) to 72R (-). Voltage should be 5.0 volts a. Check the PVM diagnostic connector P381. b. Verify the voltage between position A to B is 8 to 11VDC. (A reading of 0VDC indicates the 1939 transmission line line failed. Check 1939 wiring.) c. Verify the voltage between position C to B is 8 to 11VDC. (A reading of 0VDC indicates the PVM has failed only if the voltage from position A to B is correct and the filtering circuit is correct.) Check filtering circuit resistors and capacitors connected to P383 positions 12 and 20 and P382 position 33 mounted on diode board DB1. 3. If both step 1 and 2 are 0VDC, then circuit 439 or 11SL or both are incorrect.
Trucks with Either Engine: If necessary, a variable voltage can be substituted for the 72E/72R circuit voltage to determine if the problem is caused by the engine or the GE drive system. This voltage can be varied above and below 5VDC to see if the GE drive system follows this signal, dropping load when the signal is below 5VDC and increasing load if the signal is above 5VDC. If the GE drive system follows the signal and with 5VDC the system can produce full power, but cannot function normally, troubleshoot engine boost or fuel injection system.
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MISCELLANEOUS COMPONENT REPAIR

9. If there IS voltage, reconnect the harness and disconnect the GTO Gate lead on the G terminal. BE CERTAIN TO ALLOW ADEQUATE TIME FOR LINK VOLTAGE TO DRAIN DOWN before opening the electrical cabinet to perform the following checks or repairs. Verify the Blower Control Panel (AXCAP) LEDs (4, Figure 3-9) are OFF. If any of the above warning lights remain ON, a system failure may have occured. Refer to Truck Shutdown Instructions Shutdown After System Failure for procedures to follow before attempting repairs. 10. If there IS red light visible with the gate lead disconnected, the GTO is shorted and the entire phase module or chopper module must be replaced. 11. If there IS NOT red light visible with the gate lead disconnected, the GATE DRIVE MODULE is faulty and should be replaced. All the gate drive sections for phase modules and chopper modules are alike and interchangeable. The Red-covered and White-covered gate drive modules are interchangeable where mounted by the 6 capscrews to the cooling tubes of the phase module or chopper module.
Troubleshooting Phase Modules and Chopper Modules

1. To troubleshoot a phase module or chopper module, access the PSC Manual Test screen on the PTU while connected to PSC panel, engine stopped, and NOT in rest mode. 2. Move cursor to the appropriate GD1E or GD2E signal in the digital output area and turn it ON. (GD1E turns on all Inverter 1 phase modules and chopper module 1. GD2E turns on all Inverter 2 phase modules and chopper module 2.) 3. Disconnect the GRAY fiber optic cable on the phase module or chopper module being checked. 4. There should be red light visible out of the GRAY receptacle on the gate drive module. 5. If there IS red light, the phase module or chopper module is OK. 6. If red light IS NOT visible, disconnect the round power supply harness from the gate drive module. 7. Check the AC voltage in the two pins in the harness; There should be 100 VAC square wave on the harness. The actual reading on the VOM will 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. 8. If there is NO voltage, troubleshoot the Gate Drive Power Converter (GDPC) or the harness.
Phase Module Removal and Snubber Resistor Replacement

To Remove the Phase Modules: 1. Open the battery disconnects to disconnect the truck batteries. 2. Short out the DC link by installing jumpers from (+) to (-) next to the AFSE and then to ground. 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 when the modules are pulled out. 5. With a 15/16" inch socket, remove the four mounting nuts on each Phase Module. 6. Cut the tyrap by the capacitor on top of each Phase Module. 7. Partially pull out each Phase Module. Using a 7/16" inch socket, remove the snubber wire behind the top capacitor. 8. Remove each Phase Module which weighs 65 pounds (29.5 Kg). Mark each Module so that it will be put back in the same location that it was removed from.
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To Remove the Snubber Resistors: 1. Disconnect the upper and lower L brackets to the DC link with a 3/4" inch socket. Remove only the outer four L brackets on the snubbers and leave the brackets on the center two snubbers. Note: The brackets on the two center snubbers must remain in place to prevent the DC link from falling.
7. Install the four mounting bolts for each snubber resistor assembly. Tighten to 65 ft. lbs. (88 N.m) torque. 8. When the outer snubber assemblies are installed, reinstall the L brackets. 9. Following a similar procedure as explained above, replace the resistors on the center top and bottom snubber resistor assemblies. Phase Module Installation 1. Return each Phase Module to its original location. 2. Apply two full twists on the snubber cables prior to connecting it to the phase modules. Put a tyrap at each twist. 3. Secure each snubber cable to the capacitor box on top of each phase module with a tyrap. 4. Tighten the four 5/8"-11 Phase Module mounting bolts to 111-124 ft. lbs. (150 - 168 N.m) torque. 5. Reconnect the fiber optic cables and the plug at the top of each Phase Module. 6. Replace the front cabinet supports between the doors. 7. Remove the ground jumpers from the DC link. 8. Close battery disconnect switches to reconnect the truck batteries.
2. Remove the cables to the DIT located on the L brackets. 3. Remove the snubber mounting bolts with a 3/4" inch socket. 4. Remove the snubber assembly. The threaded rod pulls out with the snubber assembly. To remove the top left snubber assembly, loosen the bolts on the bracket securing the left side of the link and then push the link up to get the snubber assembly out. 5. Remove the four screws holding the resistor to the base. (These screws have been installed and retained with Loctite, and will require extra force to remove.) 6. Remove the rubber grommet along with the resistor cables. 7. Remove the resistor from the base and remove 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.
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AUXILIARY BLOWER CONTROL SYSTEM TROUBLESHOOTING
Subcode 03: Description: An overcurrent condition was detected during operation. 1. Check Capacitor Bank and Controller connections.
The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (4, Figure 3-9) are OFF before working on Auxiliary Blower Control circuits. Short CP+ to CP-.
2. Verify the inductor connections match-up (+ and -) from the Auxiliary Inverter and to the Auxiliary Capacitor bank (PH+ to IV+ and PH- to IV-). 3. If a problem was found and corrected in step 1 or 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. 5. Using an ohmmeter, check for shorts between blower motor cables and between blower motor cables and chassis ground. 6. Using an ohmmeter, check for shorts between AM101, AM201 and AM301 wires and between IV+ and IV-. 7. If no problem was found in above steps, replace the Controller.
The following are recommended checks to be made to the Auxiliary Blower Control System components and circuits based on the detection of Event Code 636 and the subcodes listed. Refer to Figure 3-9 for component and terminal locations. Subcode 00: No fault condition - initial state upon applying power. Subcode 01: Description: A low DC bus voltage was detected during power up sequence. 1. Check the 3-phase input connections and input fuses F1 and F2. 2. Check Capacitor Bank and Controller connections. 3. If a problem was found and corrected in step 1 or 2, restart and check again. 4. If no problem was found in above steps, replace the Controller. Subcode 02: Description: A high DC bus voltage was detected during power up sequence. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. If a problem was found and corrected in step 1 or 2, restart and check again. 4. If no problem was found in above steps, replace the Controller.
Subcode 05: Description: A high DC bus voltage was detected during operation. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. Attempt to restart and check operation. 4. If problem still exists, replace controller.
Subcode 06: Description: A high DC bus voltage was detected after the phase controller power up sequence. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. If problem still exists, replace controller.
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Subcode 07: Description: A low DC bus voltage was detected after the phase controller power up sequence. 1. Check the 3-phase input connections and fuses F1 and F2. 2. If no problem was found in step 1, use an ohmmeter to check for short circuits between AM101, AM201, and AM301 wires and between IV+ and IV-. 3. If no problem was found in step 1 or 2, replace the controller.
Subcode 08: Description: A low DC bus voltage was detected during operation. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. If problem still exists, replace controller.
FIGURE 3-15. AUXILIARY BLOWER CONTROL COMPONENTS 1. Auxiliary Inductor (AXIND) 2. Snubber (AUX SNUB) 3. Auxiliary Inverter (Controller -AXINV) 4. Blower Control System Warning LEDs 5. Auxiliary Power Filter Capacitor Bank (AXCAP) 6. Capacitor Fuses 7. Propulsion System Controller (PSC) 8. Cover 9. Input Fuses (F1 & F2) 10. 3- Pin Connector
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Subcode 09: Description: An overcurrent condition was detected after the phase controller power up sequence. 1. Check Capacitor Bank and Controller connections. 2. Verify the inductor connections match-up (+ and -) from the Auxiliary Inverter and to the Auxiliary Capacitor bank (PH+ to IV+ and PH- to IV-). 3. If a problem was found and corrected in step 1 or 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. 5. Using an ohmmeter, check for shorts between blower motor cables and between blower motor cables and chassis ground. 6. Using an ohmmeter, check for shorts between AM101, AM201 and AM301 wires and between IV+ and IV-. 7. If no problem was found in above steps, replace the Controller.
Subcode 12: Description: A sustained overload exists due to low DC bus voltage. 1. Check the 3-phase input connections and fuses F1 and F2. 2. Check Capacitor Bank and Controller connections. 3. After performing checks in step 1 and 2, attempt to restart. 4. If problem still exists, replace the controller.
Subcode 13: Description: IGBT protection circuit detected an overcurrent condition. 1. Disconnect AM101, AM201 and AM301 wires connecting the Auxiliary Inverter to the blower motor. 2. Using an ohmmeter, check for shorts between blower motor cables and between blower motor cables and chassis ground. 3. Using an ohmmeter, check for shorts between AM101, AM201 and AM301 wires and between IV+ and IV-. 4. If no problem was found in above steps, replace the Controller.
Subcode 10: Description: A sustained current overload exists that 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 IV-). 2. Check the blower fan for blockage or damage. 3. If no problem was found in step 1 or 2, the blower motor may be damaged.
Subcode 14: Description: Zero input voltage detected. 1. Check the 3-phase input connections and fuses F1 and F2. 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 connections. 3. After performing checks in step 1 and 2, attempt to restart. 4. If problem still exists, replace the controller.
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Auxiliary Inverter (Controller) Troubleshooting
7. Whenever it is determined that an Aux Inverter input SCR has failed, both AC Input fuses must be replaced and the old ones discarded. 8. Check pin and wire continuity between Aux controller CNX connector (7, Figure 3-12) and appropriate PSC & TCI connectors.
The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (4, Figure 3-9) are OFF before working on Auxiliary Blower Control circuits. The following items should be checked if an auxiliary Inverter failure is suspected. 1. Observe the two LEDs on top of the Auxiliary Power Filter Capacitor Bank (AXCAP); Both LEDs should be ON (lit) when the Aux. Inverter is running and OFF after the circuit has discharged. 2. Check for loose wires and check resistance between the terminals on the Aux Snubber panel. Measurements from 1 to AF1, 2 to AF2, & 3 to AF3 should all be 0 ohms. Measurements from 1 to either AF2 or AF3 and similarly from 2 & 3 should be 2 ohms. 3. Check continuity from PH+ to INV+ and from PHto 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 associated with the Aux Inverter circuits. 6. Check Aux Inverter Phase Control SCRs (see Table below). Measure between AC input terminals 1, 2, & 3 and DC output terminals PH+ & PH-. A reading of less than 100 ohms indicates a shorted SCR. Good SCRs will measure more than 100K ohms. Replace at least the connected pair of SCRs if one is shorted (preferably replace all 6 SCRs). 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-
9. Disconnect the blower motor cables from AM101, 201, & 301 (4) and megger the Aux Blower motor and its wiring. Be sure to reconnect properly to assure proper rotation direction. 10. Check the Gate Drive Power Supply AC input fuses GDFU1 & 2 and replace if necessary. 11. Disconnect the main rectifier Filter Panel wires T103, T203, & T303 at the rectifier bus bars. Using an analog VOM on the ohms scale, measure between T103 & T203, between T203 & T303, and between T303 & T103. A capacitance deflection should show on each measurement. 12. Disconnect the main rectifier from the circuits and perform a standard diode check with a VOM and back-bias each diode with a 1000 volt megger. 13. After all checks are made, and repairs completed if required, reconnect all wiring to their proper terminals and reinstall fuses.
E03015 3/01
E3-41
Auxiliary Snubber Panel Troubleshooting
The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (6, Figure 3-12) are OFF before working on Auxiliary Blower Control circuits.
1. After verifying capacitor charge warning LEDs (6, Figure 3-12) are not lit, disconnect external wiring from snubber panel terminals (3, Figure 3-10) to isolate the panel from other system components before making measurements. 2. Using an ohmmeter and capacitance meter, verify Snubber Panel components by measuring resistance values between points shown in Table below. Refer to Figure 3-10 and 3-11 for test point locations. Measuring Point
From To
FIGURE 3-16. AUXILIARY SNUBBER PANEL 1. Capacitor 2. Choke 3. Terminals
Specified Value
Minimum Maximum
1 1 2 3 C1-2 3 C1-4 C2-4 C3-4
C2-4 C1-4 C3-4 C2-2 R1-1 C3-2 C1-2 C2-2 C3-2
23.75 23.75 23.75 0 0 0 0.10 F 0.10 F 0.10 F
26.25 26.25 26.25 0 0 0 0.17 F 0.17 F 0.17 F
3. After all measurements have been made and repairs completed if needed, reconnect wiring removed in step 1.
FIGURE 3-17. AUXILIARY SNUBBER SCHEMATIC
E3-42
3/01 E03015
IGBT Troubleshooting
7. After all circuits have been tested, reconnect all cables to their proper terminals. Reconnect J1, J2, J3, J4, J7 and J8. The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (6, Figure 3-12) are OFF before working on Auxiliary Blower Control circuits. 1. After verifying capacitor charge warning LEDs (6, Figure 3-12) 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 3-12 for pin numbers when viewing 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 IGBTs should be free of cracks or leaks.
Connector From Pin To Measurement
8. Reinstall cover (2) and attach harness connector at CNX receptacle.
J1 J2 J3 J4
1 2 1 2 1 2 1 2
IV+ AM101 AM101 IVIV+ AM201 AM201 IVIV+ AM301 AM301 IV-
Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity FIGURE 3-18. IGBT CHECK TEST POINTS 1. Auxiliary Inverter 5. IV+, IV- Terminals (Controller) 6. Blower Control System 2. Cover Warning LEDs 3. 3-Pin Connectors 7. CNX Connector 4. AM101, AM201, AM301 Connection Studs
J7
1 2
J8
1 2
E03015 3/01
E3-43
NOTES
E3-44
3/01 E03015
SECTION G REAR AXLE, SPINDLES AND WHEELS INDEX

TIRES AND RIMS . . . . . . . FRONT TIRES AND RIMS . Removal . . . . . . . . Installation . . . . . . REAR TIRES AND RIMS . Removal . . . . . . . . Installation . . . . . . RIM . . . . . . . . . . . . Tire Removal . . . . . Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2 G2-2 G2-2 G2-3 G2-3 G2-3 G2-4 G2-6 G2-6 G2-7
FRONT WHEEL HUB AND SPINDLE . . . . WHEEL HUB AND SPINDLE . . . . . . Removal . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . Cleaning and Inspection . . . . . . Assembly . . . . . . . . . . . . . . Wheel Bearing Adjustment . . . . . Seal Assembly Gap Check . . . . . STEERING CYLINDERS AND TIE ROD Removal . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . Bearing Replacement . . . . . . . TOE-IN ADJUSTMENT . . . . . . . . .
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. G3 G3-1 G3-1 G3-4 G3-5 G3-5 G3-7 G3-7 G3-9 G3-9 G3-10 G3-11 G3-11 G3-12
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . G4 Pivot Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1 Electric Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
G01017
Index
G1-1
NOTES
G1-2
Index
G01017
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. Consult the tire manufacturer for recommended tire pressure. Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in tire damage. If a tire becomes deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems; water, sand, dirt and other foreign materials work into the tire through a cut, eventually causing tread or ply separation. Tires should be stored indoors if possible. If stored outdoors, cover tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Storage should be 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 products. 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.
When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. Always keep personnel away from a wheel and tire assembly when it is being removed or installed. The tire and rim weigh approximately 13,200 lbs. (5993 kg). Be certain tire handling equipment is capable of lifting and maneuvering the load.
Due to the size and weight of the tire and rim assemblies, special handling equipment such as a modified fork lift (tire handler) as shown in Figure 2-1 is desirable. Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large off-highway truck tires.
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 explosion 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
Tires and Rims
G2-1
FIGURE 2-2. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector 5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring 9. O-Ring 10. Clamp Bracket 11. Flanged Nut
FRONT TIRES AND RIMS

Removal 1. Apply parking brake and block rear wheels to prevent movement of truck. 2. Following normal shutdown procedures, place REST switch in the ON position, shut down the engine and verify the Link Voltage lights are OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to be sure no pressure remains. As a safety precaution, 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 and block up securely under frame. 5. Inspect hydraulic brake lines for damage or leaking fittings. 6. Grip tire and wheel assembly with tire handler. Remove nuts (11) securing wheel assembly. 7. Care should be taken not to damage the inflation hose during tire removal. Move wheel assembly away from wheel hub and into clean work area.
Do not attempt to disassemble wheel assembly until all air pressure is bled off. Always keep personnel away from a wheel assembly when it is being removed or installed.
G2-2
Tires and Rims
G02015
Installation NOTE: Remove all dirt and rust from mating parts before installing wheel assembly. 1. Grip wheel assembly with the tire handler and align tire inflation hose and wheel hub (1, Figure 2-2). Position rim onto wheel hub studs. 2. Lubricate all stud threads and nut seating flanges with lithium base grease. Install and tighten nuts in the following sequence: a. Install six (6) nuts at the 12 Oclock and six (6) nuts at the 6 Oclock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three (3) nuts directly below the 3 Oclock and three (3) nuts directly above the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three (3) nuts directly above the 3 Oclock and three (3) nuts directly below the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Retorque 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.
REAR TIRES AND RIMS

Removal 1. Park truck on level ground and block front wheels. Position a jack under rear suspension mounting plates as shown in Figure 2-3. 2. Raise rear axle housing of truck until tires clear ground. Securely block up rear axle housing near the wheel motor mounting flange. 3. If rear, inner tire is to be removed, remove inner tire inflation hose at clamp on outer wheel and disconnect from inner extension (7, Figure 2-5). 4. Grip outer wheel and tire with tire handler arms as shown in Figure 2-4. Remove flanged nuts (10, Figure 2-5) from adaptor ring (9) securing outer rim to wheel motor hub. 5. Pull straight out on outer wheel assembly and remove. 6. If inner wheel removal is necessary, disconnect inner tire inflation extension (7) and remove. 7. Position tire handler to grip inner wheel. Remove flanged nuts (6).
FIGURE 2-4. REAR TIRE REMOVAL 1. Tire Handler 2. Outer Rear Tire 3. Inner Rear Tire
FIGURE 2-3. REAR AXLE JACK LOCATION
G02015
Tires and Rims
G2-3
FIGURE 2-5. REAR WHEEL ASSEMBLY 1. Wheel Motor Mounting Flange 2. Inner Wheel Rim 3. Disc Brake Assembly 4. Extension 5. Wheel Hub 6. Flanged Nut 7. Inner Extension 8. Clamps 9. Adaptor Ring 10. Flanged Nut 11. Flanged Nut 12. Wheel Motor Transmission 13. Extension 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 tighten nuts in the following sequence: a. Install six (6) nuts at the 12 Oclock and six (6) nuts at the 6 Oclock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three (3) nuts directly below the 3 Oclock and three (3) nuts directly above the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three (3) nuts directly above the 3 Oclock and three (3) nuts directly below the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Retorque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque.
NOTE: If the wheel motor is to be removed from the truck for service, install approximately 8 flanged nuts with appropriate spacers in place of the outer wheel adaptor ring and nuts removed in step 4. This will provide additional support for the wheel motor transmission (12) during removal and transportation. Installation Always keep personnel away from a wheel assembly when it is being removed and installed.
NOTE: Clean all mating surfaces and check stud threads before installing wheel assemblies. 1. If either wheel motor has been removed, bleed the disc brakes before installing the rear tires. Refer to Section J.
G2-4
Tires and Rims
G02015
4. If the adaptor ring (9) requires installation, install adaptor onto wheel hub/wheel motor. Lubricate the studs and nut flanges with lithium base grease. 5. Using the procedures in step 3, install flanged nuts (10) in the sequence described and tighten to the same torque value as the inner wheel. 6. Grip outer wheel assembly with tire handler and position onto wheel motor hub. NOTE: Position outer dual wheel to align tire valve bracket with inner wheel inflation line. 7. Lubricate all stud threads and nut seating flanges with lithium base grease. Install and tighten nuts in the following sequence: a. Install six (6) nuts at the 12 Oclock and six (6) nuts at the 6 Oclock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three (3) nuts directly below the 3 Oclock and three (3) nuts directly above the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three (3) nuts directly above the 3 Oclock and three (3) nuts directly below the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Retorque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque.
8. Secure inner and outer dual tire inflation lines to bracket (14) on outer rim. 9. Remove blocks from under truck and lower truck to the ground. Operate truck for one load and retighten outer wheel nuts to 1715 100 ft. lbs. (2326 136 N.m) torque.
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
Tires and Rims
G2-5
RIM
Tire Removal
3. Following tool manufacturers instructions, move tire bead in far enough to permit placing a wedge between tire and flange at side of tool. 4. Repeat this procedure at locations approximately 90 from the first application. Continue this procedure until tire bead is free from rim.
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. When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. 1. Place tire and wheel assembly in safety cage and discharge all air pressure from tire. 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.
5. After bead is broken loose, insert flat of tire tool in beading notch on lockring (8). Pry lockring up and out of groove on rim. 6. Pry in on bead seat band (6) until O-ring (9) is exposed. Remove O-ring. 7. Remove bead seat band (6) from rim (5) and remove flange (7). 8. Reposition wheel assembly and repeat removal procedure on opposite side of tire. Remove tire from rim.
FIGURE 2-6. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector 5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring 9. O-Ring 10. Clamp Bracket 11. Flanged Nut
G2-6
Tires and Rims
G02015
Tire Installation 1. Before mounting tire to rim, remove all dirt and rust from rim parts, particularly the O-ring groove and bead seats. It is advisable to touch up all metal parts with a good anti-rust paint to prevent bare metal from being exposed to the weather. NOTE: Do not allow paint, rust or other contamination to cover mating faces of lockring (8, Figure 2-6) and rim (5).
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. 5. Install outer flange (7, Figure 2-6) in position and install bead seat band (6). Push in on bead seat band to expose O-ring groove in rim. 6. Lubricate new O-ring (9) with soap solution and install in groove of rim. 7. Install lockring (8) and tap into place with lead hammer. Lockring lug must fit into slot of rim. 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 manufacturer.
Check to be sure that proper rim parts are used for reassembly, use of noncompatable parts may not properly secure the assembly resulting in violently flying parts upon inflation.
2. If tire inflation hose and hardware were removed, reinstall in rim. Position hose assembly for proper routing. 3. Install inner flange on rim. Coat beads of tire with tire mounting soap solution.
Use a safety cage whenever possible. Stand to 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 inflating.
9. If beads of tire and O-ring do not seat within one minute, raise tire slightly and tap bead seat band. This will help the air pressure to push the tire bead out into position. Prying against tire bead may cause damage to tire bead and will cause air leaks. 10. As soon as seating has been accomplished, install valve core and inflate tire to recommended tire pressure.
G02015
Tires and Rims
G2-7
NOTES
G2-8
Tires and Rims
G02015
FRONT WHEEL HUB AND SPINDLE

WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of front wheel hub and spindle. If only brake service is to be performed, refer to Section J, Brake Circuit. PREPARATION 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. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, 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.
Do not loosen or disconnect any hydraulic brake line or component until engine is stopped, Key switch is Off for 90 seconds and drain valves on brake accumulators are opened.
Removal Refer to the Front Tire and Rim Removal instructions and remove front tire and rim assembly. 1. Close hydraulic pump shut-off valves. 2. Disconnect speed sensor cable(s) (5, Figure 3-1) at connector. Tie cables back away from spindle to prevent damage during spindle removal. NOTE: The left brake assembly has two speed sensors installed. 3. Disconnect disc brake cooling oil hoses (4) at inlet and outlet ports on brake housing. Also disconnect brake apply line. Cap hoses and ports to prevent contamination. Remove the oil in the brake housing and hub bearings by removing the hex plug (2) and draining into a suitable container. FIGURE 3-1. FRONT WHEEL & SPINDLE INSTALLATION 1. Spindle 2. Brake Housing Drain 3. Disc Brake Housing 4. Brake Cooling Hose 5. Speed Sensor Connector 4. Remove lubrication lines from tie rod and steering cylinder. 5. Disconnect tie rod and steering cylinder rod from spindle being removed. Refer to Steering Cylinder and Tie Rod Removal in this section.
G03017 02/01
Front Wheel Hub and Spindle
G3-1
8. Remove 15 of the arm attachment capscrews (5) as follows: The front spindle, brake and wheel hub assembly weighs approximately 10,250 lbs. (4654 Kg). Be certain lifting device is capable of lifting the load. a. Refer to Figure 3-5 (spindle removal tool ) and remove the capscrews in the spindle arm designated by an an X. b. Remove the capscrews using a circular pattern in torque increments of 500 ft. lbs. (678 N.m). Do not attempt to remove each capscrew in one sequence! 9. Run a tap (1.25" UNF) in the threads after capscrews are removed. 10. Using several 1.25" UNF x 8.00" long , grade 8 capscrews and hardened flatwashers (see Figure 3-4 for Komatsu part numbers), install the pusher tool on the bottom of the steering arm. NOTE: Multiple washers may be required to allow the pusher capscrews to be effective. One or two washers can be installed with the pusher tool in place to gauge the washer height required to prevent capscrews from bottoming out. The minimum recommended thread engagement is 1.62 in. (41 mm).
6. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 3-2. Use blocking as necessary to prevent applying pressure to disc brake housing when assembly is lowered from suspension. 7. Remove capscrews and washers (1, Figure 3-3) securing retainer plate (2) to spindle structure and suspension. To prevent thread damage, loosen capscrews in a circular pattern, in torque increments of 500 ft. lbs. (678 N.m). Remove retainer plate.
NOTE: A tool may be fabricated locally to aid in spindle removal. Refer to Tool Group, Section M for fabrication information. Usage of this tool is described below.
FIGURE 3-3. WHEEL HUB AND SPINDLE REMOVAL FIGURE 3-2. SPINDLE AND WHEEL HUB REMOVAL (TYPICAL) 1. Capscrews 2. Retainer Plate 3. Spindle 4. Spindle Arm 5. Arm Retainer Capscrews
G3-2
G03017 02/01
FIGURE 3-4. SPINDLE REMOVAL TOOL INSTALLATION 1. Capscrew (Part No. KC7095) 2. Hardened Washer (Part No. WA0366) 3. Removal Tool 4. Spindle Arm 5. Spindle 6. Suspension Piston
FIGURE 3-5. SPINDLE REMOVAL TOOL 1. Capscrew Insertion Holes (X) 2. Tool Structure
11. Install the remaining capscrews in the holes marked X (Figure 3-5). Progressively increase the torque in a circular pattern until the tapered piston breaks loose, or 1580 ft. lbs. (2142 N.m) torque is reached. 12. If the specified torque is reached and the tapered parts have not separated, apply heat to the spindle at two places, 180 apart. Do not exceed 850F (454C) saturated temperature of the spindle. 13. Tighten the capscrews again to the maximum specified torque, and using a large hammer and heat applied as above, carefully tap the spindle on the top surface.
NOTE: In extreme cases, it may be necessary to remove additional steering arm retaining capscrews and use additional pusher capscrews to apply more force.
14. Lower wheel hub and spindle assembly away from suspension piston rod. Use care during removal to prevent damage to suspension piston rod taper and tapered spindle bore. 15. Move spindle and hub assembly to clean work area for repair.
G03017 02/01
G3-3
Installation 1. Clean spindle bore and suspension rod taper to be certain they are free of rust, dirt, etc. 2. Lubricate spindle bore and suspension rod taper with multi-purpose grease Number 2 with 5% Molybdenum Disulphide. 3. Position spindle and wheel hub assembly on fork lift or similar lifting device as shown in Figure 3-2. 4. Raise the spindle and wheel hub assembly into position. 5. Secure spindle to suspension using retainer plate (2, Figure 3-3) and capscrews (1). Tighten capscrews using the following procedure: a. Tighten capscrews uniformly to 500 ft. lbs. (678 N.m) torque. b. Continue to tighten capscrews in increments of 250 ft. lbs. (339 N.m) to obtain a final torque of 1995 100 ft. lbs. (2705 135 N.m). 6. If removed, install spindle arm. Tighten capscrews to 1995 100 ft. lbs. (2705 135 N.m) torque. 7. Install steering cylinder into steering arm. Use EH4638 sleeve alignment tool (included in tool group) to position spacers and bearing during pin insertion. Tighten pin retaining nut to 750 ft. lbs. (1017 N.m) torque. 8. Install tie rod on steering arm using EH4638 alignment tool. Tighten pin retaining nut to 750 ft. lbs. (1017 N.m) torque. 9. Connect lubrication lines. 10. Install brake system cooling hoses using new O-rings in the flange fittings. Install brake apply line. Be certain drain plug (2, Figure 3-1) is installed. 11. Reconnect speed sensor cables. 12. Install wheel and tire as described in Front Wheel and Tire Installation. 13. Be certain hydraulic pump shut-off valves are open. 14. Start the engine. With the hoist control lever in the float position, allow hydraulic oil to circulate through the brake cooling system, allowing the front wheel hub and disc brake assembly to fill with oil. 15. Bleed air from brake apply line as described in Section J, Wet Disc Brake Assembly, Brake Bleeding Procedure. 16. Shut down the engine. Check hydraulic tank oil level and refill if necessary. Inspect brake assembly and hose connections for leaks.
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G03017 02/01
Disassembly 1. Remove wheel hub and spindle as covered in Removal before proceeding to Step 2. Clean assembly to remove dirt accumulation. 2. To aid in complete disassembly of wheel hub and spindle assembly, support assembly in a vertical position using a fabricated spindle stand. 3. Install six, .50 in. diameter x .75 in. long socket head capscrews (34, Figure 3-6) through the disc brake back plate into the mating holes in the seal retainer. Tighten securely. NOTE: The capscrews installed in step 3 will secure the seal carrier and face seal assembly to the brake housing during brake removal. DO NOT ROTATE WHEEL HUB. 4. Disconnect speed sensor cables. Loosen sensor clamping capscrews and remove speed sensors (16). 5. Remove capscrews (20) and hardened flatwashers (21) securing brake adaptor (19) to brake housing. 6. Remove cover (5) and discard O-ring seal. 7. Remove capscrews (11) and hardened flatwashers (12). Remove bearing retainer (13) and shims (8). 8. Attach a lifting device to the wheel hub/brake assembly and carefully lift it straight up and off the spindle. Remove outer bearing cone (7) and retainer pin (40). 9. Rotate hub vertically 180 and place on blocking to prevent damage to wheel studs and machined surfaces. 10. Remove capscrews (14) and washers (15) securing seal carrier (37) sensor gear (35) and shims (36) to wheel hub. 11. Remove capscrews (23) and hardened washers (24) securing brake assembly inner gear to wheel hub. 12. Attach lifting eyes to brake assembly, attach overhead hoist and carefully lift off hub. Refer to Section J for brake assembly rebuild instructions. 13. Remove and discard seal carrier O-ring (38) 14. If bearings require replacement, remove cups (6 & 29) from wheel hub. 15. Remove capscrews (31) and hardened flatwashers (32). Remove brake adaptor and discard Orings (22 & 25). 16. Remove inner bearing cone (28) and retainer pin (39). 17. Remove bearing spacer (27).
Cleaning and Inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Inspect wheel hub studs (2, Figure 3-6) and replace if damaged or broken. NOTE: If new studs are installed, coat the hole in the hub and serrated portion of the stud with an anti-seize compound prior to installation. DO NOT coat threads. 3. Inspect tapped hole threads and re-tap if necessary. 4. Inspect bearing seating surfaces in hub and on spindle. Inspect bearing spacer. Use a stone to carefully dress high spots that may interfere with re-assembly. 5. Inspect all other machined surfaces for damage. 6. Always use new O-ring seals during assembly.
G03017 02/01
G3-5
FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY 1. Wheel Hub 2. Stud 3. Capscrew 4. Washer 5. Cover 6. Outer Bearing Cup 7. Outer Bearing Cone 8. Shims 9. O-ring 10. Spindle Cap 11. Capscrew 12. Hardened Washer 13. Bearing Retainer 14. Capscrew 15. Washer 16. Speed Sensor 17. Sensor Bracket 18. Disc Brake Assembly 19. Brake Adaptor 20. Capscrew 21. Hardened Washer 22. O-ring 23. Capscrew 24. Hardened Washer 25. O-ring 26. Spindle 27. Bearing Spacer 28. Inner Bearing Cone 29. Inner Bearing Cup 30. Seal Assembly 31. Capscrew 32. Hardened Washer 33. Drain Plug 34. Socket Head Capscrew (Temporary) 35. Speed Sensor Gear 36. Shims 37. Seal Carrier 38. O-ring 39. Bearing Retainer Pin 40. Bearing Retainer Pin 41. O-ring
G3-6
G03017 02/01
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 assembly. No thread lubricant is permitted on these surfaces. 1. Position the spindle vertically. 2. Check bearing cones (7 & 28, Figure 3-6) for free fit on the spindle (26). 3. Check threads in holes in end of spindle to be certain capscrews will thread freely into spindle. If not, re-tap threads. 4. Install bearing cups (6 & 29) in the wheel hub (1)as follows: a. Preshrink cups by packing them in dry ice, or by placing them in a deep-freeze unit. NOTE: Do not cool below -65F (-54C). b. Install cups in wheel hub bores. c. After cups have warmed to ambient temperature, press the cups tight against hub shoulder as follows: 1.) Inner Cup (29) - Apply 23 tons (20,860 kg) force. 2.) Outer Cup (6) - Apply 21 tons (19,050 kg) force. 5. Install spacer (27). If necessary, tap lightly to seat spacer against spindle. Spacer must fit tightly against spindle shoulder. 6. Install pin (39) in groove in spindle and install inner bearing cone (28) over pin and against the spacer. (Cone is a loose fit on spindle.) 7. Install wheel hub (1) onto spindle (26). Install outer pin (40) and outer bearing cone (7). NOTE: To assure bearing lubrication during initial operation lightly lubricate the bearings with hydraulic oil.
Wheel Bearing Adjustment: 9. Install bearing retainer (13) onto the spindle without any shims. The thickness of the retainer is etched on the surface of the retainer. This side should be facing outward. Use 4, equally spaced capscrews in order to secure the retainer. Two capscrews must be positioned adjacent to the 0.50 in. (12.7 mm) diameter access holes in the retainer. 10. Seat the wheel bearings using the following procedure: a. Tighten the 4 capscrews to 80 ft. lbs. (108 N.m) torque. Rotate the wheel hub at least 3 full revolutions. b. Tighten the 4 capscrews to 160 ft. lbs. (217 N.m) torque. Rotate the wheel hub at least 3 full revolutions. c. Repeat step 10-b until torque is maintained. d. Loosen the 4 capscrews and rotate the hub at least three revolutions. e. Tighten the 4 capscrews to 60 ft. lbs. (81 N.m) torque. Rotate the wheel hub at least 3 full revolutions. f. Tighten the 4 capscrews to 100 ft. lbs. (136 N.m) torque. Rotate the wheel hub at least 3 full revolutions. g. Repeat 10 - f until torque is maintained. 11. Using a depth micrometer, measure and record the distance between the face of bearing retainer (13) and spindle (26) through each of the two 0.50 in (13 mm) diameter access holes. 12. Add the two dimensions measured in step 11 and divide the sum by 2 to obtain the average depth. 13. Subtract the retainer plate thickness (etched on the surface of the retainer plate (13) from the result calculated in step 12.
The brake assembly should not be installed at this time in order to facilitate the bearing adjustment procedure.
14. Assemble a shim pack to equal the dimension calculated in step 13 within 0.001 in (0.0254 mm).
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G3-7
NOTE: Measure the shims individually for accuracy. The above procedure results in a shim pack which will provide a nominal 0.020 in. (0.508 mm) preload for the bearings after assembly. Example: Step 19 (average depth) 1.416 in. Step 21 subtract etched dim - 1.375 in. Step 22 Required shim pack = 0.041 in. NOTE: After a shim pack has been determined, the shim pack, spindle, wheel hub, spacer, and bearings are now an interdependent group. If any of the parts are replaced, the shim pack is no longer valid, and a new pack must be calculated. 15. Remove bearing retainer (13), outer cone (7), outer retainer pin (40), and wheel hub (1) from spindle (26) for installation of the brake assembly. Brake Installation 16. Position the wheel hub vertically, on blocking with the inner bearing bore at top. 17. Assemble brake to hub as follows: a. Install nine 0.020 in. (0.51 mm) thick shims (36) on top of the wheel hub flange at each of the six gear/seal retainer mounting locations. b. Install speed sensor gear (35). c. Install new O-ring (38) in groove in hub. Be certain O-ring is not twisted. Apply lubricant to O-ring. d. Install lift eyes in brake assembly and attach to overhead hoist. e. Align hub and seal carrier (37) mounting holes and lower brake assembly onto hub. NOTE: Do not remove shipping bars until inner gear ring of brake assembly is attached to hub f. Install capscrews (14) and washers (15) from under hub flange to secure the seal carrier and gear. Tighten capscrews to standard torque. g. Align the brake hub holes with the wheel hub and install hardened flatwashers (24) and capscrews (23). Tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. h. Remove shipping bars from brake assembly. 18. Install a new O-ring (25) to brake adapter (19). Place the assembly into position on the spindle. 19. Install hardened flatwashers (32) and capscrews (31). Tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. Socket head capscrews (34) are installed to position the seal carrier on the brake back plate after assembly and prior to installation on the Hub/spindle. In the next step, it may be necessary to loosen the socket head capscrews slightly to align the brake assembly holes with the brake adaptor.
NOTE: The following instructions must be performed carefully to prevent damage during assembly to brake adaptor O-ring seal (22). 20. Prior to installing the hub and brake assembly on the spindle, install four alignment studs, spaced 90 apart, in the brake adaptor (in place of capscrews (20) to ensure the brake assembly is properly aligned during the following steps. a. Install a new O-ring (22) on brake adaptor shoulder. Be certain the O-ring is not twisted and properly seated. b. Lubricate the O-ring with petroleum jelly or chassis grease. 21. Attach an overhead hoist to wheel hub and brake assembly. Rotate hub 180 in preparation for lowering onto spindle. NOTE: The hoist must be rigid enough to prevent springing or jerking as the hub and brake assembly is lowered into position. 22. Lift hub over spindle and slowly lower, aligning the brake mounting holes with the alignment studs. a. When the brake piston housing is approximately 0.50 in. (13 mm) from the adaptor, install four capscrews (20) and flatwashers (21) spaced evenly in between the alignment studs. b. Carefully pull the brake and wheel hub assembly into position by tightening the capscrews evenly and in small increments. c. DO NOT allow the assembly to "cock" (stick at an angle). If the assembly is cocked, lift the assembly, and inspect O-ring (22) for damage. Replace the O-ring if necessary, and repeat the assembly procedure.
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G03017 02/01
23. After the brake assembly is properly positioned on the adaptor, remove the alignment studs and install the remaining brake adaptor/brake assembly mounting capscrews (20) and hardened flatwashers (21). Tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. 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 the shim pack, retainer, capscrews, and hardened washers. Tighten capscrews alternately to 750 75 ft. lbs. (1017 100 N.m) torque in several successive increments while rotating the hub. 26. Install a new O-ring (41) on cover (5). Install the cover, capscrews, and washers. Tighten the capscrews to standard torque. 27. Remove socket head capscrews (34) securing seal retainer (37) to brake assembly (18). Seal Assembly Gap Check: After the assembly of the wheel and brake is complete, the gap between seal carrier (3, Figure 3-7) and the brake assembly back plate (6) must be measured and adjusted if necessary. The ideal gap is 0.433 in (11.0 mm). If necessary, the gap must be adjusted, using shims as required to maintain a minimum gap of 0.423 in (10.75 mm) to 0.443 in (11.25 mm) maximum. 28. Measure seal gap as follows: a. Measure gap, dimension A, Figure 3-7 at three, equally spaced places and record the result. b. Add the three dimensions and divide the result by 3 to obtain the average gap width 29. If average gap width is not between the minimum and maximum allowable range, loosen the 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 quantity and thickness of shims at each of the six locations must be equal. 30. Re-tighten seal retainer capscrews to standard torque and measure gap as described in step 26. If necessary, repeat step 27 until the proper gap is maintained. 31. Install speed sensor(s) (16, Figure 3-6) in support bracket(s) (17). Adjust sensor gap as follows: a. Rotate hub to position the top of a gear tooth directly under the sensor tip. b. Insert a 0.060 in (1.5 mm) feeler gauge between sensor tip and gear tooth and adjust sensor clearance. c. Tighten capscrew to lock sensor in place. d. Rotate hub 180 and verify clearance remains within 0.040 in (1.0 mm) minimum to 0.080 in (2.0 mm) maximum. 32. Install speed sensor cables. 33. Install hub and spindle assembly on suspension per instructions in "Installation".
FIGURE 3-7. MEASURING SEAL GAP 1. Spindle 2. Wheel Hub 3. Seal Carrier 4. Capscrews 5. Shims 6. Brake Back Plate
STEERING CYLINDERS AND TIE ROD

The steering cylinders and tie rod mounting arrangements are similar. The removal and installation instructions are applicable to both.
Always install pin retaining capscrews from the top with the locknut on the bottom side at spindle arm as shown in Figure 3-8.
G03017 02/01
G3-9
Removal 1. With engine shut down and key switch Off, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to make sure no hydraulic pressure is present. 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.
3. Remove locknuts (9, Figure 3-8) capscrews, (3) and retainers (10) from both ends of assembly. 4. Remove pins (16) from each end of assembly and move assembly to clean work area.
The bearing spacers and the washers are secured by the pin. Take measures to prevent components from falling during removal of pin. Damage to the components and/or personal injury may result.
FIGURE 3-8. STEERING CYLINDER AND TIE ROD INSTALLATION 1. Steering Cylinder 2. Tie Rod Assembly 3. Capscrew 4. Spacer 5. Tie Rod End 6. Capscrew 7. Locknut 8. Washer 9. Locknut 10. Retainer 11. Bearing 12. Spindle Arm 13. Bearing Retainer 14. Capscrew 15. Washer 16. Pin 17. Frame
G3-10
G03017 02/01
Installation NOTE: Sleeve alignment tool, part number EH4638 included in tool group, should be used to hold bearing spacers (4, Figure 3-8) and spherical bearings (11) in position when pins are inserted during assembly. 1. Align steering cylinder (1) or tie rod end (5) bearing bore with pin bores in spindle or frame. Insert bearing spacers (4) and washer (8) if used. NOTE: Tie rod is to be installed with clamping bolts toward the rear of the truck. 2. Install pins (16), capscrews (3) and retainers (10) and secure with locknut (9). Tighten to 750 ft. lbs. (1017 N.m) torque. 3. Connect hydraulic and lubrication lines to their respective ports. Operate steering and check for leaks and proper operation.
Bearing Replacement 1. Remove capscrews (2, Figure 3-9) and lockwashers (3). Remove bearing retainer (4). 2. Press bearing (1) out of bore in steering cylinder or tie rod end. 3. Press new bearing into bore. 4. Install bearing retainers with capscrews and lockwashers. Tighten capscrews to standard torque.
FIGURE 3-9. TYPICAL BEARING INSTALLATION (Steering Cylinder Shown for Reference) 1. Bearing 2. Capscrew 3. Lockwasher 4. Bearing Retainer 5. Rod End
G03017 02/01
G3-11
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 seconds for the accumulators to bleed down. DO NOT turn the steering wheel. Block front and back of 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 Figure 3-10. 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 setting. 5. When adjustment is complete, tighten clamp locknuts (7, Figure 3-8) on tie rod to 310 ft. lbs (420 N.m) torque. 6. Remove blocks from rear wheels.
930E TOE-IN DATA Nominal tie-rod length, radial tires. (Zero toe-in)
in. (cm) FIGURE 3-10. MEASURING TOE-IN 144.37 (366.7)
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G03017 02/01
REAR AXLE HOUSING ATTACHMENT

PIVOT PIN
Removal 1. Park truck on firm level surface and block front and rear of all tires.
Truck body must be empty and down against frame before attempting this procedure.
2. Release all brakes. 3. Charge rear suspensions with nitrogen until pistons are fully extended. 4. Place blocks or stands under each frame member beneath the hoist cylinders.
FIGURE 4-1. PIVOT PIN ASSEMBLY Blocks must be securely in place before lowering the frame. Check blocks on wheels to make sure they are in place. 1. Truck Frame 2. Capscrew 3. Lockwasher 4. 12 Pt. Capscrew 5. Lock Plate 6. Sleeve 7. Pivot Pin 8. Spacer 9. Cover Ring 10. 12 Pt. Capscrew 11. Locknut 12. Puller Holes 13. Bearing 14. Bearing Retainer 15. Pivot Eye Structure 16. Bearing Carrier 17. Clamp
5. Release nitrogen out of front suspensions. 6. Release nitrogen out of rear suspensions. 7. Attach a hoist to lift eye at top of the pivot eye to control downward movement of front of axle housing. 8. Disconnect pivot eye bearing lube line. Remove ground wire between pivot eye and frame. 9. Remove capscrew (2, Figure 4-1) and lockwasher (3). Remove capscrews (4). Remove lock plate (5). 10. Install puller using tapped holes (12) in head of pin. Remove pin (7).
Installation 1. Raise pivot eye (15, Figure 4-1) into position. 2. Be certain spherical bearing inner race is aligned. Install cover rings (9) and spacers (8). Install pin (7). 3. Position lock plate (5) by lining up capscrews with capscrew holes in pin. Install capscrews. 4. Rotate pin and lock plate to align capscrews (2) with holes in frame mounting structure. a. Install capscrews (2) and lockwashers (3). b. Tighten capscrews (2) to 175 ft. lbs. (237 N.m) torque. c. Tighten capscrews (4) to 1715 ft. lbs. (2325 N.m) torque. 5. Install ground wire and lubrication line. Pressurize lube line to assure bearing (13) receives grease.
NOTE: Placement of a pry bar or jack between mounting structure and pivot eye may be necessary to push pivot eye down and away from mount structure. Spacers (8) and cover rings (9) will fall free.
G04014
Rear Axle Housing Attachment
G4-1
6. Install clamps (17) on cover rings (9). Tighten clamps just enough to hold covers in place. 7. Charge front suspension as described in Oiling and Charging Procedure, Section H. 8. Charge rear suspensions with nitrogen to fully extend pistons. 9. Remove blocks or stands from beneath the frame. 10. Release nitrogen from rear suspension and charge according to procedure in Oiling and Charging Procedure, Section H.
Assembly 1. Setup an appropriate tool to press spherical bearing (4, Figure 4-2) into bearing carrier (3). Be certain bearing outer race is flush with bearing carrier sides. 2. Install bearing retainers (2) with 12 point capscrews (5) and locknuts (6). Tighten capscrews to 575 ft. lbs. (779 N.m) torque.
Before removing blocks from the wheels, make sure parking brake is applied. 11. Remove blocks from wheels.
PIVOT EYE BEARING

Disassembly 1. Remove capscrews and locknuts (5 and 6, Figure 4-2). Remove bearing retainers (2). Setup an appropriate tool to press spherical bearing (4) from bearing carrier (3). 2. Inspect all parts and bearing for wear or damage. Replace 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 to Pivot Eye Repair for repair procedure.
FIGURE 4-2. PIVOT EYE BEARING INSTALLATION 1. Pivot Eye Structure 2. Bearing Retainer 3. Bearing Carrier 4. Spherical Bearing 5. 12 Pt. Capscrew 6. Locknut
G4-2
G04014
PIVOT EYE REPAIR If damage occurs to the pivot eye (4, Figure 4-3), it may be necessary to remove it from the rear axle structure (1) to facilitate repair and bearing replacement. Removal To remove the axle housing pivot eye: 1. Follow all preceding instructions for Pivot Pin Removal. Be certain axle housing (1) and wheels are blocked securely. 2. Attach a lifting device to the pivot eye (4). 3. Remove capscrews (2) and flatwashers (3). Remove pivot eye. Disassembly 1. Remove spherical bearing (4, Figure 4-2) as described in Pivot Eye Bearing, Disassembly. 2. If bearing carrier (3) is damaged or worn, setup an appropriate tool to press bearing carrier out of the pivot eye structure bore. Bearing carrier (new): I.D. = 8.7484 0.0005 in. (222.209 0.013 mm) O.D.= 9.7520 0.0005 in. (247.701 0.013 mm) 3. Inspect pivot eye structure bore for excessive wear or damage. Pivot eye bore (new): 9.7500 0.0005 in. (247.650 0.013 mm)
Assembly 1. Setup an appropriate tool to press bearing carrier (3, Figure 4-2) into the bore of the pivot eye structure. NOTE: With parts to correct size, the fit of the bearing carrier into the bore of the pivot eye structure may be 0.001 - 0.003 in. (0.025 - 0.08 mm) interference fit. Freezing the bearing carrier will ease installation.
Lubrication groove in bearing carrier outer diameter must align with lubrication fitting hole in pivot eye structure.
2. Press bearing carrier into bore. Be certain the carrier is pressed fully into the pivot eye bore, flush with the sides. 3. Install spherical bearing (4) as described in Pivot Eye Bearing, Assembly.
Installation 1. Be certain mating surfaces of axle housing (1, Figure 4-3), and pivot eye (4) are clean and not damaged. 2. Lift pivot eye into position on front of axle housing. Insert several capscrews (2) and flatwashers (3) to align the parts. Remove the lifting device. 3. Install the remaining capscrews and flatwashers. Tighten alternately until the pivot eye is properly seated. Tighten capscrews to 1715 ft. lbs. (2325 N.m) final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT 1. Rear Axle Structure 2. Capscrew 3. Flatwasher 4. Pivot Eye
G04014
G4-3
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is identical at each end. Removal 1. Position frame and 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. Block securely between frame and axle housing. 3. Disconnect lubrication lines. Position a fork lift or attach lifting device to anti-sway bar (11) for removal from truck. 4. Remove capscrews (9) and locknuts (10) at each mount. 5. Attach puller and remove pin (4) from each end of anti-sway bar. 6. Remove anti-sway bar from mounting brackets. 7. Remove bearing spacers (6). FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY Installation 1. Start pin (4, Figure 4-4) in through the front of the frame mount and one spacer (6). Rotate pin to align retaining capscrew (9) hole with the hole in the mounting structure (1). 2. Raise the anti-sway bar into position and push pin through spherical bearing, insert second spacer and continue pushing into other ear of bracket. If necessary, realign pin with retainer capscrew hole. Install capscrew (9) and locknut (10). 3. Repeat above procedure to install remaining pin, spacers, capscrew and locknut at opposite end of bar. Start the pin into the bore of the axle housing mount from the rear of the truck. 4. Attach lubrication lines. Pump grease into bearing to verify line and system is operational. 5. Remove blocking. 6. If necessary, recharge suspensions. Refer to Section H for charging procedure. 1. Mounting Structure 2. Capscrew 3. Lockwasher 4. Pin 5. Sleeve 6. Bearing Spacer 7. Retainer Ring 8. Bearing 9. Capscrew 10. Locknut 11. Anti-Sway Bar
Disassembly 1. Remove retainer rings (7, Figure 4-4) from bores of both ends of anti-sway bar (11). 2. Press out spherical bearings (8). Cleaning and Inspection 1. Inspect bearing bores of anti-sway bar. If bores are damaged, repair or replace anti-sway bar. 2. Inspect bearing spacers (6) for damage or wear. Assembly 1. Press in new bearings. 2. Install retainer rings. Be certain rings are properly seated in grooves.
G4-4
G04014
REAR AXLE HOUSING

REAR AXLE HOUSING
Read and observe the following instructions before attempting any repairs on propulsion system components! 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, 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. Do not step on or use any power cable as a handhold when the engine is running. 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. 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. Close the shut-off valves on the hydraulic pumps to reduce amount of oil loss from brake system.
Removal 1. Remove the dump body as outlined in Section B. Block up truck and remove rear tires as described in this Section of the manual. 2. Loosen hose clamps and disconnect wheel motor cooling air duct from connection on front center of housing. 3. With the pump shut-off valves in the closed position, remove drain plugs at bottom of brake assemblies and drain oil from disc brakes. 4. Disconnect hydraulic hoses at manifold (4, Figure 5-1). Cap fittings and plug hoses to prevent contamination. 5. Remove covers from access holes (17). 6. Remove cable grips at right front corner from wheel motor cables (7), air pressure sensor/rear light (8) and speed sensor (9) harnesses. Slide cable grips forward on cables. 7. Remove cable grip mounting cover and slide forward for access to brake cooling line clamp inside axle housing. 8. Disconnect brake system cooling lines (2 & 10) at each brake back plate. Disconnect brake apply lines (11). Cap and plug openings. 9. Remove clamps (3) securing brake hoses to spindles. 10. Open rear access cover and remove wing nuts securing duct tube to axle housing. Remove tube.
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 area of the wheel motors, and possibly the electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. PREPARATION 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. Place the GF Cutout Switch in the CUTOUT position. (See Figure 3-1, page E3-2, Propulsion System, for GF switch location.)
G05015 9/99
Rear Axle Housing
G5-1
FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS 1. Disc Brake Assembly 2. Brake Cooling Oil Return 3. Clamp 4. Manifold 5. Cooling Air Duct 6. Relay Valve 7. Wheel Motor Power Cables 8. Air Sensor/Rear Light Harness 9. Speed Sensor Harness 10. Brake Cooling Oil Supply 11. Brake Apply Line 12. LH Wheel Motor 13. Park Brake Line 14. RH Wheel Motor 15. Capscrew 16. Hardened Flatwasher 17. Access Hole
11. Open access covers inside axle housing. 12. Disconnect parking brake supply line (13). Disconnect and remove RH parking brake supply line at tee. 13. Disconnect air sensor hose from duct. 14. Remove wheel motor cooling air exhaust duct (5) from between wheel motors. 15. Disconnect wheel motor power cables (7) at wheel motor terminals. Remove cable clamps and pull cables from axle housing.
16. Disconnect air pressure sensor/rear light harness (8) inside axle housing and remove clamps. Disconnect speed sensor harness (9) connectors and remove clamps. Pull both harnesses from axle housing. 17. Remove automatic lube system hoses and clamps attached to housing. Secure hoses to frame to prevent interference during axle housing removal. 18 Remove rear suspensions. Refer to Section H. 19. Remove anti-sway bar as described in this Section. 20. Remove pivot pin as described in this Section. 21. Remove wheel motors as described in this Section.
G5-2
Rear Axle Housing
9/99 G05015
22. Attach overhead hoist or crane to lift eyes on rear axle housing and move from rear of frame.
4. Install rear suspensions, as described in Section H. 5. Connect auto lube system hoses and clamps.
Cleaning and Inspection 1. Thoroughly clean the capscrew holes and wheel motor mounting faces. Re-tap holes if threads are damaged. 2. Check wheel motor mounting faces for nicks, scratches or other damage. Inspect all welds and repair as necessary. 3. Inspect pivot pin bearing. If worn or damaged, refer to Pivot Eye Bearing, this Section, and repair as required. 4. Inspect brake system relay valve (6, Figure 5-1) and hoses for leaks. Inspect manifold (4) hose connections and repair leaks or damaged hoses. Installation 1. Position axle housing under frame. 2. Align pivot pin bores and install pivot pin. Refer to installation procedure earlier in this Section. 3. Install anti-sway bar. Refer to installation procedure earlier in this Section.
6. Route wheel motor cables (7, Figure 5-1) into housing and clamp in place. Install cable grip mounting plate and cable grips. 7. Install speed sensor harness (9, Figure 5-1) 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 housing. 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.
G05015 9/99
Rear Axle Housing
G5-3
WHEEL MOTOR
Read and observe the following instructions before attempting removal of the wheel motors or any repairs on the propulsion system 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. Close the shut-off valves on the hydraulic pumps to reduce amount of oil loss from brake system. Do not step on or use any power cable as a handhold when the engine is running. 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. 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 area of the wheel motors, and possibly the electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. Removal NOTE: If suitable equipment is available to lift wheel motor assembly from the axle housing it is not necessary to remove the truck body. The equipment used must be capable of lifting and supporting the weight of the complete wheel motor assembly, 35,050 Lbs. (15,913 kg.), must be mobile and must be capable of aligning the wheel motor to the axle housing mounting flange during installation. If the wheel motor must be removed by use of a crane or overhead hoist, refer to Section B for body removal instructions.
1. Raise the rear of truck as described in this Section, until tires clear the ground. Use support stands or cribbing to block under rear housing. 2. Remove the inner and outer wheels from wheel motor. Refer to tire and wheel removal instructions in this Section. Be certain additional capscrews have been installed to provide support for the wheel motor transmission housing while the rear tires are removed. 3. With the pump shut-off valves in the closed position, remove the drain plug at bottom of brake assembly and drain oil from disc brake housing. 4. Remove covers from access holes (17, Figure 5-1) 5. Disconnect brake system cooling lines (2 & 10) at brake back plate. Disconnect brake apply lines (11). Cap and plug openings. 6. Remove clamps (3) securing brake hoses to spindles. 7. Open rear access cover and remove wing nuts securing duct tube to axle housing. Remove tube. 8. Open access covers inside axle housing. 9. Disconnect parking brake supply line for the motor to be removed. Disconnect air sensor hose if necessary. 10. Remove wheel motor cooling air exhaust duct (5) from between wheel motors.
PREPARATION 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. Place the GF Cutout Switch in the CUTOUT position. 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, 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.
G5-4
Rear Axle Housing
9/99 G05015
11. Disconnect wheel motor power cables (7) at wheel motor terminals. Disconnect speed sensor cable at connector in center of housing. 12. Tie up cables and hoses as necessary to prevent damage during wheel motor removal.
Installation 1. Install two guide pins 180 apart in the rear housing.
The complete wheel motor assembly weighs approximately 35,050 lbs. (15,913 kg). Be certain lifting device is capable of handling the load safely. 13. Attach lifting device to wheel motor assembly. DO NOT allow lifting device to contact brake housing. 14. Remove capscrews (15) and hardened flatwashers (16) securing wheel motor to rear housing. 15. Move wheel motor assembly out of axle housing, using care to prevent damage to brake hoses if not removed previously. 16. Refer to appropriate GE service information for wheel motor repair instructions. Cleaning and Inspection 1. Thoroughly clean the capscrew holes and mounting faces of the rear housing and the wheel motor. 2. Re-tap holes if threads are damaged. 3. Check mounting faces of wheel motor and rear housing for nicks, scratches or other damage. 4. Check components inside axle housing. Inspect brake system relay valve (6, Figure 5-1) and hoses for leaks. Inspect manifold (4) hose connections 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.
The complete wheel motor assembly weighs approximately 35,050 lbs. (15,913 kg). Be certain lifting device is capable of handling the load safely.
2. Lift wheel motor into position on the rear housing. Refering to Figure 5-2, align wheel motor mounting capscrew hole in mounting flange nearest the brake hose hole with the top hole of the oval access plate. Make sure all cables and lines are clear before installation. If brake system hoses (2, 10, & 11, Figure 5-1) have not been removed, guide hoses through spindle holes during installation. 3. Install lubricated capscrews and flat washers securing wheel motor to rear axle housing. Snug up all capscrews until wheel motor is seated against axle housing flange at all points. Final tighten (alternating capscrews 180 apart) to 1480 ft. lbs. (2007 N.m) torque. 4. Connect power cables (7) to their appropriate location on the wheel motor. Connect speed sensor cable.
All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged.
FIGURE 5-2. WHEEL MOTOR ALIGNMENT (Left Side Shown)
G05015 9/99
Rear Axle Housing
G5-5
8. Connect air sensor hose, if removed. Install park brake apply hose (13). 9. Install inspection covers on access holes (17). All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged. 5. Connect Brake apply line (11) to port on brake assembly back plate. 6. Using new O-rings, install brake cooling lines. 7. Seal gap around brake cooling hoses (see sealant specification below) where cooling hoses pass through spindle holes. Install clamps (3). NOTE: Brake system hoses must be sealed where they pass through axle spindle holes to prevent cooling air loss. 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. Check hydraulic tank oil level before and after engine start-up and brake bleeding procedure. Service as necessary. 13. Bleed the brake apply line according to the instructions in Wet Disc Brake Assembly, Brake Bleeding Procedure, Section J. 14. Remove temporary capscrews previously installed in wheel motor transmission housing mounting flange. Install tires and rims using procedures outlined earlier in this section. 15. Raise truck, remove support stands. Lower truck and remove jack.
MASTIC SEALANT Vendor Product Name: Uniseal 310S Sealant Description: 2.00 in wide x .125 in. thick x 120 in. long roll Vendor Source: Uniseal 1800 W. Maryland Street Evansville, IN 47712 Other sources may be available throughout the world.
G5-6
Rear Axle Housing
9/99 G05015
SECTION H HYDRAIR II SUSPENSIONS INDEX
FRONT SUSPENSION . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . "TURN OF THE NUT" Tightening Procedure Minor Repair (Lower Bearing and Seals) . . Major Suspension Rebuild . . . . . . . . . Disassembly . . . . . . . . . . . . Assembly . . . . . . . . . . . . . .
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. H2 H2-1 H2-2 H2-4 H2-5 H2-6 H2-6 H2-7
REAR SUSPENSION . . Removal . . . . . Installation . . . Disassembly Assembly . .
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. H3 H3-1 H3-3 H3-4 H3-4
OILING AND CHARGING PROCEDURES . . GENERAL . . . . . . . . . . . . . . . . . EQUIPMENT LIST . . . . . . . . . . . . FRONT SUSPENSION . . . . . . . . . . Front Suspension Oiling . . . . . . . Front Suspension Nitrogen Charging REAR SUSPENSION . . . . . . . . . . . Rear Suspension Oiling . . . . . . . Rear Suspension Nitrogen Charging
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. H4 H4-1 H4-1 H4-2 H4-2 H4-3 H4-4 H4-4 H4-5
OIL AND NITROGEN SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
H01013 04/01
Index
H1-1
NOTES
H1-2
Index
H01013 04/01
FRONT SUSPENSION
The HYDRAIRII suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and rear axle assembly. The front suspension cylinders consist of two basic components; a suspension housing attached to the truck frame and a suspension rod attached to the front spindle. Check valves and orifice dampening holes control suspension travel to provide good ride qualities on haul roads under loaded and empty conditions. The front suspension rods also act as kingpins for steering the truck. The HYDRAIRII suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly. Removal 1. Park unloaded truck on hard level surface. Block wheels and set parking brake. Remove front wheel and tire according to Removal instructions in Section G, Front Tire and Rim. Remove front wheel hub and spindle as covered in Section G. 2. Remove boot clamp and boot from around suspension. 3. Discharge nitrogen pressure from suspension by removing cap from charging valve (5, Figure 2-1). Turn the charging valve swivel nut (small hex) (2, Figure 2-2) counterclockwise 3 full turns to unseat valve seal (DO NOT turn more than three turns). DO NOT TURN LARGE HEX (4) (see DANGER below). Wearing face mask or goggles, depress valve stem until all nitrogen pressure has been relieved.
Make certain only the swivel nut (2) turns. Turning 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 1. Suspension Housing 2. Cap Structure 3. Pressure Sensor Port 4. Vent Plug 5. Charging Valve FIGURE 2-2. CHARGING VALVE INSTALLATION 1. Valve Cap 4. Vent Plug 2. Swivel Nut (Small Hex) 3. Charging Valve Body (Large Hex)
H02013 2/01
Front Suspensions
H2-1
5. Place a suitable container under suspension cylinder. Remove bottom drain plug (19, Figure 2-8) and allow cylinder to drain completely. NOTE: Front HYDRAIRII 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 Only (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 suspension. Secure suspension to lifting device.
The front HYDRAIRII suspension weighs approximately 6150 pounds (2790 kg). Be certain the lifting 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 and washers (10). 10. Remove capscrews and washers (6), and spacers (9). 11. Move suspension to a clean work area for disassembly. Installation Use the following procedure for preparing mounting surfaces and mounting hardware. 1. The mounting surface of both the suspension and the frame must be clean and dry. Use a cleaning agent that does not leave a film after evaporation, such as trichlorethylene, tetrachlorethylene, acetone or lacquer thinner. 2. Inspect suspension and frame mounting surfaces and spotfaces for flatness. Surface finish must not exceed 250 (RMS) (medium tool cut). Surface flatness must be within 0.010 in. (0.254 mm). 3. Clean and dry all capscrews, nuts and washers as stated in Step 1, above. FIGURE 2-3. SUSPENSION INSTALLATION 1. Capscrew & Washers 2. Nuts & Washers 3. Housing 4. Mounting Surface 5. Shear Bar 6. Capscrew & Washers 7. Piston 8. Capscrews & Washers 9. Spacer 10. Nuts & Washers
When using a cleaning agent, follow the manufacturers instructions for use, proper ventilation and/or use of breathing apparatus.
NOTE: The use of dry threads in this application is not recommended. Due to the high tightening forces required to load these capscrews, dry threads may cause damage to tools.
H2-2
Front Suspensions
H02013 2/01
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 following lubricants: SAE 30 weight oil. 5% Molybdenum - Disulphide Grease
replaced. Replace all suspension mounting hardware, if the truck was operated with the suspension mounting in a loose joint condition.
FIGURE 2-4. INSTALLATION OF HARDENED FLAT WASHER 1. Hardened Flat Washer 2. Capscrew NOTE: Special hardened flat washers are punched during the manufacturing process, therefore when used under the capscrew head they must be assembled with the inside diameter radius of the hole toward the head (punch lip away from head) to prevent damage to the fillet between capscrew head and shank. See illustration above.
High tightening force is required to load front suspension mounting capscrews. Repeated tightening operations will cause capscrew material to fatigue and break. DO NOT reuse mounting hardware (capscrews, hardened washers, and nuts) more than twice after original installation (3 total see NOTE below). Replace capscrews, washers and nuts after third use. NOTE: The following method is suggested to control the 3 - Use maximum: Punch mark the capscrew heads with a center punch after each tightening as follows: Initial Installation. . . . . . . . . . . No (0) marks. Second Installation . . . One (1) punch mark. Third Installation . . . . Two (2) punch marks. Suspension mounting capscrews are specially hardened bolts to meet or exceed Grade 8 specifications. Replace only with bolts of correct hardness. Refer to the Komatsu Parts Catalog for correct part number. Before installation, inspect each capscrew for any defects and number of punch marks. Replace capscrew and related hardware if two punch marks are evident; do not reuse if any defect is suspected. Hardware showing signs of rust, corrosion, galling or local yielding on any seat or thread surfaces should be
5. Attach fork truck or lifting device to suspension and mount suspension to the truck frame making certain shear bar (5, Figure 2-3) is flush with end of suspension keyway. Install fourteen capscrews (1, 6, 8) with hardened washers and nuts. (A flatwasher is used under each capscrew head and each nut.) The four bottom holes tapped into suspension housing require capscrews (6) with hardened washers, and spacers (9) only. 6. The capscrews are now ready for tightening using the Turn-of-the-Nut Tightening Procedure described on the following page.
NOTE: The Turn-of-the-Nut tightening procedure was developed for high strength capscrews (grade 8 or better) in this joint application only. Do not use this tightening method for other joint types or capscrews of lesser grade/size.
H02013 2/01
Front Suspensions
H2-3
TURN-OF-THE-NUT Tightening Procedure a. Tighten all fourteen capscrews (1, 6, 8, Figure 2-3) to 400 40 ft .lbs. (542 5 N.m) torque. Use a torque wrench of known calibration. b. Maintain this torque on the top two corner capscrews and the bottom outer four capscrews (item 8, the 4 bottom capscrews with nuts). c. Loosen the 8 remaining capscrews and then tighten again using turn-of-the-nut tightening procedure as follows: d. For the four, 6.0 in. (15 cm) long capscrews (1, Figure 2-3) at the upper mount, tighten capscrews initially to 70 ft. lbs. (95 N.m) torque; then advance capscrew head 60 using steps d-1.) through d-3.). Refer to Figure 2-5.
1.) Mark a reference line on a corner of the hexagonal capscrew head or nut and the mounting surface opposite this corner as shown. Then mark the position located 60 or 120 clockwise relative to the first reference line on the mounting surface. Refer to Figures 2-5 and 2-6. 2.) To insure that the opposite end of the turning member, either the capscrew head or nut remains stationary, scribe a reference mark for this check. 3.) Each corner of a hexagon represents 60. The turning member, either the capscrew head or nut, is turned until the marked corner is adjacent with the marked reference line. Check to make sure that the opposite end of the turning member has NOT turned during the tightening procedure. 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. 2.) Tighten the bottom, outer four 14.0 in. (36 cm) capscrews to 200 ft. lbs. (271 N.m) torque, then use turn-of-the-nut method to advance capscrew heads 120.
FIGURE 2-5. REFERENCE MARKS FOR 60 DEGREE ADVANCE (6.0 in. (15 cm) Capscrews) For the four inner, 14.0 in. (36 cm) long capscrews (6, Figure 2-3), tighten capscrews initially to 100 ft. lbs. (136 N.m) torque; then advance capscrew head 120 using steps d-1) through d-3). Refer to Figure 2-6.
NOTE: If for any reason, these fasteners need to be checked for tightness after completing the above procedure; loosen and inspect all 14 capscrews and repeat entire process, starting with cleaning and lubricating capscrews, washers, and nuts. In 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. FIGURE 2-6. REFERENCE MARKS FOR 120 DEGREE ADVANCE (14.0 in. (36 cm) Capscrews) 8. Install wheel, spindle, and tire according to instructions in Section G. 9. Service the suspension. For instructions refer to HYDRAIRII Oiling and Charging Procedure. 10. Install suspension boot and secure with clamp.
H2-4
Front Suspensions
H02013 2/01
MINOR REPAIR ONLY (LOWER BEARING & SEALS) Bearing Retainer Removal 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 support bearing retainer as it exits the suspension housing. Remove retainer assembly (18). 3. Remove wiper (29), rod seal (28), step seal (27), O-ring (22), backup ring (23) and lower bearing insert (24).
Bearing Retainer Installation 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. FIGURE 2-7. PISTON ROD REMOVAL 2. Install new O-rings (22) and backup rings (23) in their appropriate grooves in the lower bearing retainer (18). Install new bearing (24). NOTE: Backup rings must be positioned toward the flange of bearing retainer as shown in Figure 2-9. 3. Install temporary, guide bolts to ensure bolt hole alignment as bearing retainer is seated. Lift lower bearing retainer (18) assembly into place and carefully start into suspension housing. 4. Install capscrews and hardened washers (20 & 21). Tighten capscrews to 500 ft. lbs. (678 N.m) torque. 5. Install wheel, tire and spindle assembly. Refer to steps in Section G, Wheel, Tire and Spindle Installation for installation instructions. 1. Capscrew 2. Hardened Flatwasher 3. Capscrew 4. Hardened Flatwasher 5. Upper Bearing Retainer 6. Housing 7. Piston 8. Mounting Holes 9. Steel Ball (2 ea.) 10. Roll Pin 11. Nut 12. Piston Stop 13. Key 14. Upper Bearing 15. O-Ring & Backup Ring 16. Cap Structure
H02013 2/01
Front Suspensions
H2-5
FIGURE 2-8. FRONT SUSPENSION 1. Housing 2. Cap Structure 3. Capscrew 4. Hardened Washer 5. O-Ring 6. Backup Ring 7. Capscrew 8. Hardened Washer 9. Charging Valve Assy. 10. Vent Plug 11. Plug (Pressure Sensor Port) 12. Upper Bearing Retainer 13. Piston Stop 14. Nut 15. Roll Pin 16. Steel Check Ball 17. Piston 18. Lower Bearing Retainer 19. Plug 20. Capscrew 21. Hardened Washer 22. O-Ring 23. Backup Ring 24. Lower Bearing 25. Key 26. Upper Bearing 27. Step Seal 28. Rod Seal 29. Rod Wiper
MAJOR SUSPENSION REBUILD Disassembly NOTE: Refer to your Komatsu Distributor for HYDRAIRII repair information and instructions not covered in this manual. 1. With suspension held in a vertical position (end 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 housing (6) until piston stop (12) contacts upper bearing retainer (5). Remove capscrews (3) and hardened washers (4). Lift cap structure and bearing from housing. 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 180o. NOTE: Steel balls (9) will fall free when the housing is rotated. 4. Attach lifting device to the piston (7) and carefully lift out of housing. 5. Remove capscrews and washers (20 & 21, Figure 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).
H2-6
Front Suspensions
H02013 2/01
Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean HYDRAIR suspension oil (see Oil Specification under Oiling and Charging Procedure). Take care not to damage the machined or plated surfaces, O-rings or seals when installing piston assembly.
4. Install new backup rings and O-rings (15, Figure 2-7) in end cap grooves. Backup rings must be positioned toward the flange on the end cap. 5. Install new bearing (14) on upper bearing retainer (5). 6. Slide upper bearing retainer assembly over cap structure rod (16). 7. Install key (13) and piston stop (12) on cap structure rod. Make sure piston stop is fully seated against the rod shoulder. Install locknut (11) against piston stop. Tighten locknut one half turn further, until hole for the roll pin (10) is in alignment. Install roll pin. 8. Attach a lifting device to top side of end cap assembly. Lower assembly down on piston (7). Insert steel balls (9) in holes in piston prior to fully seating bearing on top of piston. A small amount of petroleum jelly will prevent the balls from dropping out during assembly. 9. Install upper bearing retainer (5) onto piston rod. Secure bearing in place with NEW capscrews (3) and hardened washers (4). Tighten capscrews to 500 ft. lbs. (678 N.m) torque. NOTE: ALWAYS use new capscrews (3, Figure 2-7) during assembly. Used capscrews will be stressed and fatigued because of loads imposed on these capscrews during operation. 10. Apply a light coating of petroleum jelly to the seals, wiper and bearings. With suspension housing in a vertical position, carefully lower the piston rod and end cap assembly into the bore of the cylinder housing to its fully retracted position 11. Install capscrews and hardened washers (1 & 2) and tighten to 500 ft. lbs. (678 N.m) torque. 12. Install bottom plug (19, Figure 2-8) and tighten to 13 ft. lbs. (17.5 N.m) torque. NOTE: If suspension is to be stored, put in two pints (1.0 l) of a rust preventive oil. This oil must be drained when suspension is put into service. 13. Install charging valve and new O-ring (5, Figure 2-1). Lubricate O-rings with clean HYDRAIR oil before threading into end cap. Tighten large hex of charging valve to 16.5 ft. lbs. (27.4 N.m) torque.
1. Install new rod seal (28, Figure 2-8), 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 bearing retainer (18). NOTE: Backup rings must be positioned toward bearing retainer bolt flange as shown in Figure 2-9.
FIGURE 2-9. BACK-UP RING PLACEMENT 1. O-Ring 2. Backup Ring 3. Bearing Retainer
3. Install lower bearing (18) into lubricated suspension housing. Install capscrews and hardened lockwashers (20 & 21) through bearing flange and into tapped holes in housing. Tighten to 500 ft. lbs. (678 N.m) torque.
H02013 2/01
Front Suspensions
H2-7
NOTES
H2-8
Front Suspensions
H02013 2/01
REAR SUSPENSIONS
The HYDRAIR II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil an gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two basic components; a suspension housing attached to the rear axle housing, and a suspension rod attached to the frame. The HYDRAIR II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly. Removal 1. Remove capscrews, washers, and metal shield (2, Figure 3-1) from the suspension. 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.
FIGURE 3-2. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer 6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
FIGURE 3-1. REAR SUSPENSION INSTALLATION 1. Mounting Pins 2. Piston Rod Shield 3. Suspension Cylinder
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5. Open valve on suspension charging kit to release nitrogen from the suspension. Disconnect charging kit. 6. Disconnect lubrication lines. Disconnect pressure sensor cable. 7. Position a fork lift under the suspension housing, above the lower mounting pin. Secure suspension to fork lift.
The rear HYDRAIRII suspension weighs approximately 2,400 pounds (1088 kg.). Be certain the capacity of the lifting device used is sufficient for lifting this load.
NOTE: The mounting arrangement for the top and bottom pins is identical. 8. Remove pin retainer locknuts (3, Figure 3-3) and capscrews (2) at upper and lower pins (1). 9. Install a puller and pull the lower mounting pin from the bore in the rear axle housing. Remove both spacers (4). 10. With the fork lift positioned under the suspension, install a puller and remove upper mounting pin from the bore in the truck frame. Remove pin and spacers. 11. Clean the exterior of the suspension thoroughly and move to a clean work area for disassembly.
FIGURE 3-3. SUSPENSION MOUNTING PIN (Typical, Top and Bottom) 1. Pin 2. Retainer Capscrew 3. Locknut 4. Bearing Spacer 5. Retainer Ring 6. Bearing 7. Capscrew 8. Washer 9. Sleeve
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Rear Suspensions
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Installation 1. Inspect mounting bore sleeves (9, Figure 3-3) and bearing spacers for damage or wear. Check fit of pins in bores prior to installing suspension. 2. Secure suspension to fork lift and raise into position. (Suspension assembly should be retracted as far as possible prior to installation.) 3. Position top suspension eye with its spherical bearing, between the ears on the frame as shown in Figure 3-3. Be certain the upper and lower mounting eyes are aligned and the vent plugs are positioned to the rear. 4. Lubricate the pin (1), align the retaining capscrew hole with the hole in the mounting bore and drive in far enough to hold pin in position. 5. Insert the 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. 6. Install capscrew (2, Figure 3-3) and locknut (3). Tighten to 343 ft. lbs. (465 N.m) torque. 7. 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. The parts in the top and bottom joint are identical. 8. Install the nitrogen charging kit and add nitrogen to raise frame off stands or cribbing, or use a lifting device if available. 9. Connect lubrication lines. Connect pressure sensor. 10. Service the suspension. For instructions, refer to HYDRAIR II Oiling and Charging Procedure, this section. 11. Install piston rod shield (2, Figure 3-1) with the capscrews, flat washers, and lockwashers.
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Disassembly NOTE: The suspension should be placed in a fixture which will allow it to be rotated 180 vertically. 1. Depress charging valve stem to insure all nitrogen gas pressure has been released prior to removing charging valve. Wear face mask or goggles while relieving nitrogen gas. 2. Remove charging valve cover. Remove charging valve (12, Figure 3-4). Remove and discard charging valve O-ring. Remove vent plug (14). 3. Place the suspension in a vertical position (piston rod down). Suspension will contain oil which will drain through the vent port. Remove piston protection shields (8), if installed. 4. Rotate the suspension 180. Remove socket head capscrews (18) and pull suspension piston assembly (5) from housing (1). The housing bearing (21) will be removed with the piston assembly. 5. Remove capscrew and hardened washers (2 & 3). Remove piston bearing (4) from piston rod. Remove ball checks (22) from piston. Slide the housing bearing (21) off of the piston. 6. Remove and discard wiper seal (15), rod seal (16), step seal (17), O-ring (20), and backup ring (19) from housing bearing. 7. Remove vent plug (7). 8. If the spherical bearings (6, Figure 3-3) require replacement, remove the retainer rings (5). Press bearing out of bore. Cleaning and Inspection 1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after evaporation, such as Trichlorethylene, Acetone or Laquer Thinner.
NOTE: If other repairs are necessary, refer to your local Komatsu Distributor for repair information and instructions not covered in this manual.
Assembly Assembly must be accomplished in a clean, dust free work area. All parts must be completely clean, dry and free of rust or scale. Lubricate all interior parts and bores with fresh suspension oil. (See Oil Specifications under Oiling and Charging Procedure, this section). 1. Install the spherical bearing (6, Figure 3-3) in the eye of the piston rod and of the cylinder housing. 2. Place the ring retainers (5) in position to secure the bearings. 3. Install the piston rod vent plug (7, Figure 3-4). 4. Install the wiper seal (15), rod seal (16), and step seal (17). When installing backup rings with rod seal (16) and step seal (17), be certain radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 3-4. 5. Install O-ring (20) and backup ring (19) on the bearing (21). Backup rings must be positioned toward the flange of the bearing. 6. Slide the bearing (21) onto the lubricated piston rod (5). 7. Place the ball checks (22) in the piston and install the piston rod bearing (4) with the capscrews and hardened washers (2 & 3). Tighten the capscrews to standard torque. 8. With the lubricated housing (1) held in a vertical position, slide the piston assembly part way into the housing. Slide the loose housing bearing down onto the housing and fasten with socket head capscrews (18). Tighten the capscrews to standard torque. Use care during piston installation to prevent damage to machined and chrome surfaces. 9. Install vent plugs (11 & 14). Install shield (8).
When using cleaning agents follow the solvent manufacturers instructions. 2. Dry all parts completely using only dry, filtered compressed air and lint free wiping materials. 3. Inspect all parts for evidence of wear or damage. Inspect plated surfaces for scratches, nicks or other defects. Replace or repair any damaged parts.
NOTE: If suspension is to be stored, put in two pints (1.0 l) of a rust preventive oil. This oil must be drained when suspension is put into service. 10. Using new O-ring, install charging valve. Tighten large hex of charging valve to 16.5 ft.lbs. (22.4 N.m) torque.
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Rear Suspensions
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FIGURE 3-4. REAR SUSPENSION ASSEMBLY
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
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NOTES
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OILING AND CHARGING PROCEDURE

GENERAL
These procedures cove the Oiling and Charging of HYDRAIRII suspensions on Komatsu Trucks. Suspensions which have been properly charged will provide improved handling and ride characteristics while also extending the fatigue life of the truck frame and improving tire wear. NOTE: Inflation pressures and exposed piston lengths are calculated for a normal truck gross vehicle weight (GVW). Additions to truck weight by adding body liners, tailgates, water tanks, etc. should be considered part of the payload. Keeping the truck GVW within the specification shown on the Grade/Speed chart in the operator cab will extend the service life of the truck main frame and allow the HYDRAIRII suspensions to produce a comfortable ride.
EQUIPMENT LIST
HYDRAIR Charging Kit Jacks and/or Overhead Crane Support Blocks (Front and Rear) for: Oiling Height Dimensions Nitrogen Charging Height Dimensions HYDRAIR Oil (See Specifications Chart) Dry Nitrogen (See Specifications Chart)
HYDRAIR CHARGING KIT

Assemble service kit as shown in Figure 4-1 and attach to container of pure dry nitrogen (8). Installation of Charging Kit 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 HYDRAIRII suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety instructions, cautions, and warnings provided in the following procedures to prevent any accidents during Oiling and Charging. Proper charging of HYDRAIRII suspensions requires that three (3) basic conditions be established in the following order: 1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct and this dimension be maintained during nitrogen charging. 3. Nitrogen charge pressure must be correct. For best results, HYDRAIR II suspensions should be charged in pairs (fronts together and rears together). If rears are to be charged, the fronts should be charged first. FIGURE 4-1. HYDRAIR CHARGING KIT NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N. 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 (Specifications Figure 4-5)
NOTE: Set up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary.
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Oiling and Charging Procedures 730E, 830E, and 930E
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3. Be certain outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). 4. Turn swivel nut (small hex) on charging valve 3 full turns counterclockwise to unseat valve. 5. Attach charging valve adapters (2) to each suspension charging valve stem. 6. Turn T handles (1) clockwise (this will depress core of charging valve and open gas chamber of suspension). 7. Open both outlet valves (3). By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together.
FRONT SUSPENSION
1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Thoroughly clean area around charging valve on the suspensions. Remove protective covers from charging valves.
All HYDRAIRII suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging.
Removal of Charging Kit 1. Close both outlet valves (3). 2. Turn T handles (1) counterclockwise to release charging valve cores. 3. Remove charging valve adapters (2) from charging valves. 4. Tighten swivel nut (small hex) on charging valve. 5. Install charging valve caps and protective covers on both suspensions. When blocks are in place on a suspension, they must be secured with a strap or other means to insure the blocks stay in place while being used. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released! 1. Position and secure oiling height dimension blocks in place (Figure 4-2). When nitrogen pressure is released, suspensions will lower to rest on the blocks. Take care that blocks do not mar or scratch plated surface of the piston nor damage the wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. Place 2 blocks (180 apart) on each side of suspension to provide stability. Front Suspension Oiling
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS

Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the correct exposed piston rod extensions. Exposed piston rod extensions are specified for both oil level and nitrogen charging for HYDRAIRII suspensions. These dimensions are listed in the Tables below Figures 4-2 and 4-4. Measure dimensions from face of cylinder gland to machined surface on spindle on front suspension. Measure from face of cylinder gland to piston flange on rear suspension. Do NOT include capscrew heads in measurements. Support blocks may be made in various forms. Mild steel materials are recommended. Square stock or pipe segments [1 in. (25 mm) minimum] may be used. Blocks must be capable of supporting the weight of the truck during oiling and charging procedures while avoiding contact with plated surfaces and seals on the suspension. Refer to Figure 4-2 for front suspension support block placement and Figure 4-4 for rear support block placement.
Wear a face mask or goggles while relieving nitrogen pressure.
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2. Remove charging valve cap. Turn the charging valve swivel nut (4, Figure 4-3) counterclockwise three full turns to unseat valve. DO NOT TURN LARGE HEX (6). The valve body must not be loosened until ALL nitrogen pressure 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 atmosphere, the suspension should have collapsed slowly and be seated solidly on the support blocks. Remove top fill plug next to charging valve (Figure 4-2).
4. Fill the suspension with clean HYDRAIR oil until the cylinder is full to top of fill plug bore. Drip pans should be used and all spillage cleaned from outside of suspension. Allow 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. Replace fill plug using a new O-ring. Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. With nitrogen charging blocks at hand (Figure 4-2), use crane or jacks to raise the truck to provide clearance for the blocks. 2. Remove oiling blocks and install nitrogen charging blocks. Secure blocks so they will not fly free. Lower truck frame until the blocks are firmly and squarely seated between the spindle and the cylinder housing. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals.
FIGURE 4-2. FRONT SUSPENSION FRONT SUSPENSION DIMENSIONS (EMPTY)

TRUCK MODEL & OPTIONS OILING HEIGHT in. (mm) CHARGING HEIGHT in. (mm) CHARGING PRESSURE psi (kPa)
730E* 830E* 830E** 930E* 930E-2*
1.5 (38.1) 1.0 (25.4) 1.0 (25.4) 1.0 (25.4) 1.0 (25.4)
9.0 (229) 400 (2758) 9.0 (229) 390 (2689) 9.0 (229) 410 (2827) 9.0 (229) 440 (3034) 9.0 (229) 425 (2930) FIGURE 4-3. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer 6. Valve Body 7. O-Ring 8. Valve Stem 9. O-ring
* with Standard Rock Body ** with Combination Body /Tailgate Note: If truck starts to lift off blocks before charging pressure is attained, STOP CHARGING.
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3. If removed, install charging valve with new Oring(9, Figure 4-3). Lubricate O-ring with clean HYDRAIRoil. 4. 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 counterclockwise three full turns.
REAR SUSPENSION
1. Park unloaded truck on a hard, level surface. Apply parking brake. 2. Thoroughly clean area around charging valve on suspensions. Remove protective covers from charging valves and metal covers from the suspension piston. NOTE: If suspensions are collapsed, it will be necessary to raise the truck frame with a crane or jacks to install oiling dimension blocks. Insure lifting apparatus capacity is adequate to hold truck weight.
Dry nitrogen is the only gas approved for use in HYDRAIRII suspensions. Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown in chart (Figure 4-5). 5. Install HYDRAIR Charging Kit and bottle of pure dry nitrogen. Charge the suspension with nitrogen gas to the pressure shown in Figure 4-2. DO NOT use an overcharge of nitrogen to lift the suspension off the blocks. 6. Shut off gas and remove charging kit components. 7. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque. 8. If a new charging valve is being used, tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then loosen and retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. Again loosen swivel nut and retighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight). 9. Replace protective guard over charging valve. 10. Raise truck frame with crane or jacks to release the nitrogen charging dimension blocks and remove these blocks. The front HYDRAIR suspensions are now ready for operation. Visually check extension with truck both empty and loaded. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.
When the blocks are in place on a suspension, they must be secured in place with a strap or other means to insure the blocks staying in place while being used. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury and/or damage.
Rear Suspension Oiling 1. If suspensions are extended, position and secure oiling height dimension blocks (supports) in place (See Figure 4-4) so the blocks are seated between the piston flange and the cylinder housing. Take care that blocks do not mar or scratch plated surface of the piston nor damage the wiper seals in the cylinder barrel.
Make certain all personnel are clear and support blocks are secure before relieving nitrogen pressure 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 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 pressure has been vented from the suspension. !WARNING! Wear a face mask or goggles while venting nitrogen pressure.
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3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen pressure has been vented to atmosphere, loosen and remove the charging valve. The suspension should have collapsed slowly as gas pressure was released. Truck weight is now supported by the support blocks. 4. Use a plastic tube to help bleed off trapped air inside the piston. Remove vent plugs and the bleeder screw. Service the suspension with clean HYDRAIR Oil 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 outside of suspension. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or air bubbles from the oil. Add oil if necessary. Loosely install charging valve.
Rear Suspension Nitrogen Charging
Lifting equipment (overhead or mobile cranes, or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. With nitrogen charging support blocks at hand (see Figure 4-4), proceed as follows: a. With overhead crane or jacks raise the truck frame to provide clearance for blocks. b. Install nitrogen charging dimension blocks; secure blocks so they will not fly free. c. Lower truck frame until the blocks are firmly and squarely seated between the piston flange and cylinder housing. NOTE: Prevent damage to plated surface, oil seals and capscrew heads.
Dry nitrogen is the only gas approved for use in HYDRAIR II suspensions and accumulators. Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications on the Nitrogen Specifications Chart. FIGURE 4-4. REAR SUSPENSION REAR SUSPENSION DIMENSIONS (EMPTY)
TRUCK MODEL & OPTIONS OILING HEIGHT in. (mm) CHARGING HEIGHT in. (mm) CHARGING PRESSURE psi (kPa)
730E* 830E* 830E** 930E*, E-2*
1.0 (25.4) 1.0 (25.4) 1.0 (25.4) 1.0 (25.4)
9.0 (229) 9.5 (241) 9.5 (241) 7.5 (190)
280 (1931) 250 (1724) 315 (2172) 215 (1482)
2. Install charging valve, with a new lubricated sealing O-ring (9, Figure 4-2) (use fresh HYDRAIR oil). Tighten valve body (large hex) (6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (4) (small hex) must be unseated (counterclockwise) about three full turns. 3. Install HYDRAIR Charging Kit and bottle of pure dry nitrogen. Following previous instructions, charge the suspensions with nitrogen gas to the pressure shown in Figure 4-4 for the truck being serviced. DO NOT use an overcharge of nitrogen gas to lift the suspension off the blocks. 4. Shut off gas pressure and remove charging kit components.
* with Standard Rock Body ** with Combination Body /Tailgate Note: If truck starts to lift off blocks before charging pressure is attained, STOP CHARGING.
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5. Turn charging valve swivel nut clockwise to tighten. a. If the charging valve is being reused, tighten swivel nut (small hex) to 4 ft. lbs. (5.4 N.m) torque. b. If a new charging valve was installed: 1). Tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque and then loosen. 2). Retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque and then loosen. 3). Retighten swivel nut to 4 ft. lbs. (5.4 N.m) torque. 4). Replace valve cap and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).
6. Raise truck frame with crane or jacks to release the nitrogen charging dimension blocks and remove blocks. Lower frame and remove lifting equipment. 7. Replace protective guard over charging valve and replace the metal covers over the piston rod. 8. The rear HYDRAIR suspensions are now ready for operation. Visually check piston extension both with truck loaded and empty. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.
OIL AND NITROGEN SPECIFICATIONS CHARTS

HYDRAIR II OIL SPECIFICATIONS Ambient Temperature Range Part No. Approved Sources Mobil 424 Sunfleet TH Universal Tractor Fluid Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid -30F & above (-34.5C & VJ3911 Texaco TDH Oil Conoco Power Tran III Fluid above) AMOCO ULTIMATE Petro Canada Duratran Fluid Motor Oil 5W30 Shell Canada Donax TDL -55F & above (-48.5C & above) VJ5925 Emery 2811, SG-CD, 5W30 Mobil Delvac I, 5W30 Petro Canada Super Arctic Motor Oil, 0W30 Conoco High Performance Synthetic Motor Oil, 5W30
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. NITROGEN GAS (N2) SPECIFICATIONS Property Nitrogen gas used in HYDRAIR II Nitrogen Suspension Cylinders must meet or Water exceed CGA specification G10.1 for Dew Point Type 1, Grade F Nitrogen Gas Oxygen FIGURE 4-5. SPECIFICATIONS CHART
Value 99.9% Minimum 32 PPM Maximum -68F (-55C) Maximum 0.1% Maximum
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SECTION J BRAKE SYSTEM INDEX

BRAKE CIRCUIT . . . . . . . . . . . . . . . . Service Brake Circuit . . . . . . . . . . . Secondary Braking and Automatic Apply Parking Brake Circuit . . . . . . . . . . . Brake Lock Circuit . . . . . . . . . . . . Warning Circuit . . . . . . . . . . . . . . Brake Valve Cut-Away . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2 J2-1 J2-3 J2-3 J2-4 J2-4 J2-5 . J3 J3-1 J3-2 J3-2 J3-3 J3-6 J3-6 J3-9 J3-10 J3-11 J3-13 J3-13 J3-15 J3-17 J3-17 J3-17 J3-18 J3-19 J3-21 J3-22 J3-22 J3-22 J3-22 J3-22 J3-22 J3-23 J3-24 J3-25 J3-26 J3-26 J3-26 J3-27 J3-27 J3-28 J3-29 J3-30 J3-30 J3-30 J3-31 J3-31 J3-31
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Differential Pressure Switch . . . . . . . . . . . . . . . . . . Valve Bench Test and Adjustment . . . . . . . . . . . . . . . Differential Pressure Switch Adjustment . . . . . . . . . Installation of Brake Pedal Actuator Assembly to Brake Valve Installation of Retard Pedal to Brake Valve . . . . . . . . . . Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Differential Pressure Switch . . . . . . . . . . . . . . . . . . Valve Test and Adjustment . . . . . . . . . . . . . . . . . . . Differential Pressure Switch Adjustment . . . . . . . . . Hydraulic Brake Accumulators . . . . . . . . . . . . . . . . . . . Brake Accumulator Bleeddown Procedure . . . . . . . . . . Accumulators (Hydraulic Components Cabinet) . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Charging Procedure . . . . . . . . . . . . . . . . . . . . . . Accumulators (Frame Mounted) . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulator Charging Procedure . . . . . . . . . . . . . . . Retarder Control Lever (Steering Column-mounted) . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly and Adjustment . . . . . . . . . . . . . . . . . Potentiometer Checks . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J01027 03/01
Index
J1-1
BRAKE CIRCUIT CHECKOUT PROCEDURE Equipment Required . . . . . . . . . Initial System Setup . . . . . . . . . Brake System Checkout . . . . . . . . . Failure Modes Check-out . . . . . . . .
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. J4 J4-3 J4-4 J4-5 J4-6
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-8 HYDRAULIC BRAKE SYSTEM CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . J4-13 WET DISC BRAKE ASSEMBLY (Front and Rear) . . . Operation . . . . . . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . Brake Disc Wear Indicator . . . . . . . . . . Brake Rebuild . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . Seal Gap Adjustment (Rear Brake Assembly) Floating Ring Seal Assembly/Installation . . . Wet Disc Brake Bleeding Procedure . . . . . . . PARKING BRAKE . . . . . . . . . . . Operation . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . Inspection . . . . . . . . . . . Removal . . . . . . . . . . Installation . . . . . . . . . Disassembly . . . . . . . . Cleaning and Inspection . Assembly . . . . . . . . . Parking Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5 . J5-1 . J5-2 . J5-2 . J5-4 . J5-4 . J5-7 . J5-8 . J510 J5-11 J5-14 . . . . . . . . . . . J7 J7-1 J7-2 J7-2 J7-2 J7-3 J7-4 J7-4 J7-4 J7-6
J1-2
Index
J01027 03/01
BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic actuated wet disc service brake system. The brake system utilizes Type C-4 hydraulic oil provided by the brake/steering pump from the main hydraulic tank for brake application. Brake disc cooling during truck operation is provided by the hoist circuit pump through the hoist valve. A disc type parking brake, located in the rear axle housing, is attached to each wheel motor. The fundamental function of the brake system is to provide an operator the control he needs to stop the truck in either a slow modulating fashion or in as short a distance as reasonably possible. Outlined below are the functions that Komatsu Division feels are necessary for safe truck operation: Warn the operator as soon as practical of a serious or potentially serious loss of brake pressure so proper action can be taken to stop the truck before the secondary system is exhausted of power. Provide secondary brake circuits such that any single failure leaves the truck with sufficient stopping power. Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease. Wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. Spring applied park brake for holding, not stopping, the truck during periods other than loading or dumping. Brake system that is easy to diagnose and perform necessary service. cabinet (Figure 2-1) behind the cab. The hydraulic components cabinet is easily accessible for brake system diagnostic and service work. The dual relay valve for the rear brakes is located in the rear axle housing. Two additional accumulators are mounted on the frame rail, behind the right front tire. The brake manifold contains dual circuit isolation check valves, accumulator bleed down valves, and valves for brake lock, park brake and automatic apply functions. All of these components are screw-in cartridge type valves. In the Komatsu truck, there are two independent means of brake actuation by the operator; the service brake pedal and brake lock switch. Additionally, the brakes will apply automatically if the brake system supply drops below a predetermined pressure.
SERVICE BRAKE CIRCUIT

This portion of the system provides the operator the precise control he needs to modulate (feather) brake pressure to slowly stop the truck or develop full brake effort to stop as quickly as possible. The heart of this circuit is the treadle operated, dual circuit brake valve. This valve enables the operator to control the relatively high pressure energy within the brake accumulators directed to the brakes. There are two valves in the dual brake valve. One supplies pressure to a dual relay valve to provide apply pressure for the brakes on the front axle. The other supplies pressure to a dual relay valve to provide apply pressure for the brakes on the rear axle. As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers fluid from its respective accumulators to the dual 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 brake force, giving a very positive feel of control. Brake accumulators have two functions; storing energy for reserve braking in the event of a failure and, provide rapid oil flow for good brake response. Depression of the brake pedal also actuates the stop light pressure switch, which in turn actuates stop and service brake indicator lights and propulsion interlock.
The following brake circuit description should be used in conjunction with the hydraulic brake system schematic, refer to Section R. The brake system consists of several major valve components; the foot operated dual circuit treadle valve, hydraulically operated dual relay valves, and the brake manifold. The dual circuit treadle valve is the only component located in the operators cab. The remainder of the system, including the dual relay valve for the front brakes, brake manifold, two accumulators, and electrical components, are located in a weatherproof
J02027
Brake Circuit
J2-1
FIGURE 2-1. HYDRAULIC COMPONENTS CABINET 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Relief Valve (Hoist-Power Down) 6. Hoist Pilot Valve 7. Dual Relay Valve 8. Differential Pressure Sw. 9. Park Brake Release Press (PK2) 10. Brake Cabinet 11. Brake Lock Shuttle Valve 12. Brake Manifold 13. Pressure Reducing Valve (PR) 14. Brake Lock Solenoid (SV1) 15. Park Brake Solenoid (SV2) 16. Front Brake Accum. Bleed Valve 17. Automatic Apply Valve 18. Low Accum. Test Port (LAP1) 19. Rear Brake Accum. Bleed Valve 20. Low Brake Pressure Switch 21. Park Brake Pressure Switch 22. Stop Light Pressure Switch 23. Brake Lock Degradation Switch 24. Rear Brake Pressure Test Port (BR) 25. Front Brake Pressure Test Port (BF) 26. Manifold 27. Brake Warning Delay Timer 28. Brake Warning Relay
J2-2
Brake Circuit
J02027
SECONDARY BRAKING AND AUTOMATIC APPLY

A fundamental function of the secondary brake system is to provide reserve braking in the event of any single failure. For this reason, the system is divided into multiple circuits, each with its own isolation check valve, two accumulators, and circuit regulator. The secondary system becomes whatever circuit(s) is operable after a failure. If the failure is a jammed treadle valve, then the brake lock becomes the secondary system, otherwise, either of the two brake circuits would be the secondary system. The four brake accumulators perform two functions; to provide rapid flow for good response and to store energy for secondary braking. The check valves assure this energy is retained should a failure occur in the brake system supply or an accumulator circuit. An additional check valve located between the supply line from the brake/steering pump and the brake manifold, provides additional protection against pressure loss if the oil supply is interrupted. If a failure occurs in the pump, steering or either brake accumulator circuit, a low brake pressure warning light (on the overhead display panel in the cab) and an audible alarm will actuate and the vehicle should be stopped as soon as practical. When the pressure in one accumulator circuit is less than the preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by the Automatic Apply Valve (PS), located in the brake manifold. This valve senses the lower brake accumulator pressure, and when the pressure is less than 1650 psi (11.4 MPa), the valve shifts, operating the brake treadle valve hydraulically which in turn applies pressure to the dual relay valves and applying all the brakes. Regardless of the nature of location of a failure, sensing the lowest brake accumulator circuit pressure assures two to four full brake applications after the low brake warning light and buzzer, and before automatic apply. This allows the operator the opportunity to safely stop the truck after the warning has turned on.
Normal Operation (key switch on, engine running) Parking brake switch ON The parking brake solenoid (15, Figure 2-1) is de-energized. The oil pressure in the parking brake lines return to tank and the springs in the parking brake will apply the brake. The parking brake pressure switch (21) will close, completing a path to ground, and illuminating the parking brake light on the overhead display panel. Parking brake switch OFF The parking brake solenoid is energized. The oil flow is routed from the park brake solenoid, to the park brake calipers for release. The parking brake circuit is protected against accidental application by monitoring a wheel motor speed sensor to determine truck ground speed. The park brake will not apply until the truck is virtually stopped. This eliminates park brake damage and will extend brake adjustment intervals. If the key switch is turned OFF (park brake switch ON or OFF), the park brake will not apply until vehicle speed is less than 1/3 MPH (0.5 km/h). If a loss of hydraulic supply pressure occurs, with the parking brake switch OFF, the parking brake solenoid will still be energized. The supply circuit (that lost pressure) is still open to the parking brake calipers. To prevent park brake pressure oil from returning to the supply circuit, a check valve (in the park brake circuit) traps the oil, holding the parking brake in the released position. NOTE: Normal internal leakage in the parking brake solenoid may allow leakage of the trapped oil to return back to tank, and eventually allow park brake application.
PARKING BRAKE CIRCUIT

The parking brakes are spring applied and hydraulically released. NOTE: Whenever the park brake solenoid is de-energized, a spring in the solenoid valve will shift the spool, diverting oil pressure from the parking brakes to direct the oil back to the hydraulic tank.
If 24 volt power to the solenoid is interrupted, the park brake will apply at any vehicle speed. The spring in the solenoid will cause it 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 brake. The parking brake pressure switch (21) will close, completing a path to ground, illuminating the parking brake light on the overhead display panel and interrupting propulsion.
J02027
Brake Circuit
J2-3
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 solenoid 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 display panel) and an audible alarm (in the cab) to alert the operator of low brake pressures. Several electrical sensors, a relay and delay timer are used to detect brake system problems. (See Figure 2-1 for the following component references.) Pressure sensor, system supply pressure Located on the pump pressure sensing manifold. When system supply pressure drops below 2300 psi (15.8 MPa), the low steering pressure light, low brake pressure light and buzzer will turn on. Pressure sensor, low brake pressure (20) Located on the brake manifold. When the accumulator with the lower pressure falls below 1850 psi (12.7 MPa), the low brake pressure light and buzzer will turn on. Differential pressure switches (8) Located on the dual controller valve (foot treadle) and on each dual relay valve. During brake application, if the difference in brake apply pressure between the front and rear circuits is greater than a preset level, the differential pressure switch located on the dual controller valve will turn on the low brake pressure light and buzzer. If the difference in brake apply pressure between the left and right circuits of the front or rear wheel brakes is greater than a preset level, the differential pressure switch located on the dual relay valve at either the front or rear wheels will turn on the low brake pressure light and buzzer. The pressure differential switches complete a path to ground in order to turn on the low brake pressure light and buzzer. The differential pressure switches provide detection of faults such as a brake line rupture, poor brake valve tracking, line blockage, excessive brake displacement or air trapped in the system.
Brake Lock Degradation Switch (23) Located on the junction block (26) in the hydraulic components cabinet. When the brake lock switch is turned on, the brake lock solenoid (14) and brake warning relay are energized. The brake warning relay switches the electrical connection from the differential pressure switch to the brake lock degradation switch (23). If the brake lock apply pressure is less than 1000 psi (6.9 MPa), a path to ground will be completed and the low brake pressure light and buzzer will turn on. Brake Warning Relay (28) Located on the RH wall of the hydraulic components cabinet. When the brake lock switch is turned on, the brake warning relay is energized and switches the electrical connection from any of the differential pressure switches to the low brake lock degradation switch. When the brake lock switch is turned off, the relay is de-energized and switches the connection from the brake lock degradation switch to the differential pressure switches. Brake Warning Delay Timer (27) Located on the RH wall of the hydraulic components cabinet. The delay timer is connected in series between the low brake pressure light/buzzer and the brake warning relay. If any of the differential pressure switches or the brake lock degradation switch completes a path to ground, the delay timer will not complete 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.
J2-4
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
J2-5
Rear Axle Brake Lines For reference to the brake lines that connect to the rear axle housing, refere 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
J2-6
Brake Circuit
J02027
BRAKE CIRCUIT COMPONENT SERVICE

BRAKE VALVE
The brake pedal assembly combines the dynamic retarding control with service brake control functions. As the pedal is depressed, the first portion of pedal travel actuates an internal potentiometer which provides 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. Further pedal depression after maximum retarding request is achieved, results in service brake application 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 pressure can be modulated from zero to maximum braking 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. Internal leakage at the tank port must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the P1 and P2 inlet ports. Tank port leakage must be less than 250 cc/minute with valve pilot or manual applied at 2750 psi (18,960 kPa) system pressure. Failure of the pedal to return to full release position. FIGURE 3-1. BRAKE ACCUMULATOR BLEED DOWN 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Brake Manifold 6. Accumulator Bleed Down Valve (Front) 7. Accumulator Bleed Down Valve (Rear) 8. Automatic Apply Valve
Valve holds pressure when in the neutral position. Varying output pressure with pedal fully depressed.
J03019 1/99
Brake Circuit Component Service
J3-1
Removal If the Brake Valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly. NOTE: Minor repairs and service adjustment may not require the removal of the brake valve.
Installation 1. Place the brake valve assembly into position and secure in place with capscrews and lockwashers. Tighten capscrews to standard torque. 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, the steering system must have the proper nitrogen precharge in the steering accumulators (refer to Section L, Hydraulic System for steering accumulator precharge procedure). In addition, the brake system lines must be bled of air and the brake accumulators must also be precharged with nitrogen (refer to brake accumulator precharge procedures, this section).
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves (6 & 7, Figure 3-1) located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away. 1. Securely block the wheels to prevent possible roll-away. 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 system accumulators to bleed down. Open valves (6 & 7, Figure 3-1) to bleed down all four brake accumulators. 3. Remove access panel in front of operators cab. 4. Tag and remove all hydraulic lines from brake valve. Plug lines and ports to prevent possible contamination. Remove all valve fittings except the fitting at port PX. Disconnect wiring harness at differential pressure switch connector. 5. Disconnect retard pedal harness. 6. In the cab at the brake valve, remove capscrews and lockwashers securing the brake valve assembly to the mounting structure. 7. Slide brake valve downward and remove from cab. 8. Move brake valve assembly to a clean work area for disassembly.
3. Connect electronic retard pedal connector to truck harness. 4. With the engine shut down and key switch OFF, open both brake accumulator bleed down valves (6 & 7, Figure 3-1). Precharge both accumulators mounted on brake manifold (5) to 1400 psi (9.65 MPa). 5. Remove charging kit from brake manifold accumulators and install on external accumulators located behind right front tire. Precharge both accumulators to 1400 psi (9.65 MPa). NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow temperature of the nitrogen gas to come into equilibrium with the ambient temperature.
6. Close both accumulator bleed down valves after all four accumulators have been properly charged. 7. Start the engine. Partially apply the brakes and open the supply plug at each wheel to bleed air from brake lines and brakes. Close supply plug after bubbles disappear. 8. Check for fluid leaks at the brake valve.
J3-2
J03019 1/99
Disassembly NOTE: If not already removed, remove electronic retard pedal (16, Figure 3-2) from brake pedal by removing pivot shaft (8). NOTE: During disassembly, precision machined parts should be ink marked or tagged to ensure proper reassembly and minimize adjustment time. All items must be placed back into the bores from which they were removed. 1. Match mark each section of the brake valve prior to disassembly. 2. Drain all oil from all ports of the valve by rotating the valve over a suitable container. 3. Secure brake valve in an upright position in a vice. 4. Remove the brake pedal actuator (17, Figure 3-2) by removing the retaining clips (2), then 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 grasping the boot and gently lifting from the valve body.
FIGURE 3-2. BRAKE VALVE/RETARD PEDAL ASSEMBLY 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft 9. Place 0.025 in. Shim Here 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew 16. Electronic Retard Pedal Assembly 17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut 23. Differential Pressure Switch
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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 given circuit, all the components have a tolerance stack which could vary. Keep the B1 and B2 parts separate. 21. Remove the spools (12), reaction plungers (21, 22) and spool return springs (20) from the regulator sleeves (19). 22. Remove the plunger return springs (10), regulator springs (8 & 10), and spring seats (11) from the valve body. 23. Remove the actuator plungers (3) by pushing down (toward the bottom of the valve) on the actuator plunger with your hand until the actuator plunger slides out. 24. Remove the staging seat (6). Remove and discard packing (5). 25. Remove the Glyde ring assembly (7) from the actuator plunger. 26. Remove the O-rings (14, 16 & 18) and teflon back-up rings (13, 15 & 17) from the regulator sleeves and discard. 27. Remove the wiper seals (23), poly-pak seals (25), and the orange back-up rings (24) from the actuator section of the valve and discard.
FIGURE 3-3. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate 5. Capscrew 6. Actuator Base 7. Threaded Insert
7. Remove capscrews (36, Figure 3-4) and the differential pressure switch (35). Refer to Differential Pressure Switch for further switch repair instructions. 8. Remove and discard the seals (27 & 28). 9. Loosen the plunger locknuts (2). Loosen the socket head capscrew from the adjustment collars (1). 10. Unscrew and remove the adjustment collars. 11. Remove the two socket head capscrews (5, Figure 3-3) that retain the actuator base (6) to the valve body. 12. Remove the actuator base from the valve body. 13. Remove controller from vice. 14. Remove the four capscrews (34, Figure 3-4) and washers (33) from the base of the valve. 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.
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FIGURE 3-4. BRAKE VALVE 1. Adjustment Collar 2. Nut 3. Actuator Plunger 4. Stud 5. Packing 6. Staging Seat 7. Glyde Ring Assembly 8. Regulator Spring 9. Regulator Spring 10. Plunger Return Spring 11. Spring Seat 12. Regulator Spool 13. Back-up Ring 14. O-Ring 15. Back-up Ring 16. O-Ring 17. Back-up Ring 18. O-Ring 19. Regulator Sleeve 20. Spool Return Spring 21. Reaction Plunger (B1) 22. Reaction Plunger (B2) 23. Wiper Seal 24. Back-up Ring 25. Poly-Pak Seal 26. Valve Body 27. Seal 28. Seal 29. Set Screw Orifice Plug 30. O-Ring 31. Retaining Plug 32. Base Plate 33. Washer 34. Capscrew 35. Differential Pressure Switch 36. Capscrew
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Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect the plunger (3, Figure 3-4) for wear on the sides where it moves through the seals. If axial grooves are seen or if any wear is apparent, replace the plunger. 3. Place the regulating spool (12) into its sleeve (19). Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper regulated pressure, replace all regulator springs. 5. Inspect the threaded inserts (7, Figure 3-3) in the actuator base. If any of the threads are damaged, the inserts must be replaced. 6. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep components protected from contamination.
3. Apply a thin bead of Loctite Prism 410 onto the upper sides of the cap. Apply the bead to the two long sides only. Do not apply it to the rounded ends, these must not be sealed to allow the boot to breath. 4. Carefully position the cap into the new boot groove wiping off the excess glue. 5. Position the boot such that it conforms to the contour of the cap, then set aside. Adhesive requires about 30 minutes to cure. Valve Body Seal Installation 1. Install the poly-pak seal (3, Figure 3-5) in the seal groove first. Position the seal in the groove so that the internal O-ring inside the poly-pak seal is facing down toward the bottom of the valve. 2. Make sure the internal O-ring is still seated inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak seal to the bottom of the groove.
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 support directly under each of the four floor mounting 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. 2. Remove the boot from the actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot. Use a knife or suitable scraper. Clean thoroughly to remove all adhesive or particles of the old boot.
FIGURE 3-5. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal 4. Back-Up Ring 5. Wiper Seal 6. Actuator Base
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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 register 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 smallest 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. This O-ring is the smallest of the three O-rings. Position the back-up ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. 4. Repeat Steps 1-3 for the second regulator sleeve. Actuator Plunger O-ring Installation 1. Install an O-ring (7, Figure 3-4) into the O-ring groove located at the large diameter end of the actuation plunger (3). 2. Install a split Glyde ring over the O-ring. (Twist and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the Oring). 3. Repeat Steps 1 & 2 for the second plunger.
FIGURE 3-6. SLEEVE SEAL PLACEMENT 1. Back-Up Ring 2. O-Ring 3. Regulator Sleeve 4. Back-Up Ring 5. O-Ring 6. O-Ring
4. Install the B1 actuation plunger (3) into the B1 circuit. Be careful not to damage or cut the Glyde ring during installation. Observe the Glyde ring assembly through the tank port as the plunger is being installed. (Refer to Figure 3-7) It may be necessary to work the Glyde rings past the sharp edge in the body to prevent damage to the seal. Make sure the actuation plunger is completely seated and bottomed.
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. 3. Lightly lubricate the actuation plunger Glyde ring (7).
FIGURE 3-7. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Glyde Ring 4. Sharp Edges
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5. Repeat Steps 1 through 4 for the B2 actuation plunger. 6. Install the plunger return spring (10, Figure 3-4), regulator springs (8 & 9) and spring seat (11) into the appropriate circuit. If spring seat does not seat correctly on top of the control spring, lightly shake the valve to correctly position the spring seat. 7. Lightly lubricate the regulator spool (12). 8. Install the regulator spool into the regulator sleeve (19). The spherical end of the spool should be at the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. NOTE: Check to insure that the spool will slide smoothly and freely. Replace the entire sleeve assembly and spool, if the spool does not slide smoothly and freely. 9. Remove spool from sleeve before installing sleeve into body. 10. Lightly lubricate the O-rings (14, 16, & 18) on the regulator sleeve. 11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push sleeve into bore until sleeve retaining flange at the base of sleeve contacts the valve body. 12. Install the spool return spring (20) into spool (12). 13. Insert reaction plunger (21 or 22) into regulator spool. 14. Install regulator spool (12) into regulator sleeve (19). 15. Repeat Steps 6 through 14 for the second circuit. 16. Lightly lubricate the large retainer plate O-ring (30) and install into the counter bore in the bottom end of the valve. 17. Install the retainer plug (31) into the counter bore on the bottom of the valve. Make sure steps on the retainer plug are facing the counter bore or toward the top of the valve. 18. Install the base plate (32) on top of the retainer plug. Tighten the four allen screws (34) evenly, alternating diagonally, to evenly seat the regulator 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 pressure differential pressure switch assembly (35) on valve body. Install socket head capscrews (36). Tighten capscrews to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque. 20. Install the actuator base (6, Figure 3-3) on top of the valve. Make sure to position properly for correct port direction. Tighten the two socket head capscrews (5) and tighten to 180 - 190 in. lbs. (20.3 - 21.5 N.m) torque. 21. Screw the adjustment collars (1, Figure 3-4) onto the top of the actuation plungers. Screw all the way down until they bottom on the threads.
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DIFFERENTIAL PRESSURE SWITCH The differential pressure switch (1, Figure 3-8) on the brake valve detects an imbalance in the brake apply pressure between the front and rear brake circuits. If the pressures differ more than shown in Table I, "Differential Pressure Switch Adjustment", the switch (3) will activate a warning horn and lamp in the cab to alert the operator of a potential brake system problem. Disassembly 1. Remove the four socket head capscrews attaching the differential pressure switch body (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. Assembly 1. Install plug (11, Figure 3-8). Tighten plug to 190 210 in. lbs. (21.5 - 23.7 N.m) torque. 2. Lightly lubricate Glyde rings on spool assembly (10) and carefully insert in body (4) until it bottoms on plug (11). 3. Install plug (5). Tighten plug to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque. 4. Using new O-ring (12), install switch assembly (3). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque.
NOTE : In the following assembly, make a note of the color (red or green) of spring (8). The spring color will determine final adjustment of the switch. Refer to Table I, "Differential Pressure Switch Adjustment". In addition, for future service reference, the outside of the valve should be marked to indicate the color (red or green) of spring (8). 5. Turn valve over and install piston (9), spring (8) and screw plug (7). Plug should be inserted approximately 0.5 in. (13 mm) below edge of body. Temporarily install plug (6) in screw plug port. NOTE : The adjustment of screw plug (7) controls the switch actuation point. Refer to Valve Bench Test and Adjustment, Differential Pressure Switch Adjustment for calibration procedure.
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH 1. Differential Pressure 7. Screw Plug Switch Assembly 8. Spring 2. Valve Body 9. Piston 10. Spool Assembly 3. Switch Assembly 4. Body 11. Plug 12. O-Ring 5. Plug 6. Plug J3-9
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VALVE BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be required to completely bench test and adjust the brake valve. The differential pressure switch can also be calibrated and operation tested. Pressure gauges (3), 0-to-3000 psi (20,680 kPa). Hydraulic pressure supply, regulated to 2750 psi (18,960 kPa). Hydraulic test stand, Refer to Figure 3-9. Hose fittings for valve ports: Port PX:................................... 7/16 in., # 4 SAE Ports P1, P2, B1 and B2: .......... 3/4 in. , #8 SAE Port T: ................................. 1 1/16 in., #12 SAE Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures.
FIGURE 3-9. TEST BENCH SET UP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve 5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shut Off Valves 9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve
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.
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Test Set Up Procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer to Figure 3-9). 2. Attach the pilot input supply pressure to the pilot port labeled PX on the rear of the valve. 3. Attach the main supply input pressure to the O-ring ports on the rear of the valve labeled P1 and P2. 4. Attach the tank return line to the O-ring port labeled T on the rear of the valve. 5. Attach the regulated output ports B1 and B2 to the test lines. Pressure monitoring devices in these two lines must be capable of 3000 psi (20,680 kPa). Connect all ports. The connections should be according to the diagram shown in Figure 3-9. All ports must be used and connected.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. 6. Start hydraulic pump and regulate output pressure to 2750 psi (18,960 kPa) at pressure gauge (3). Pressure gauges (7 & 10) should read zero. 7. Pilot supply circuit pressure must also be 2750 psi (18,960 kPa). 8. Return line pressure during this test is not to exceed 5 psi (34 kPa). 9. Test the valve with ISO 32 grade hydraulic oil at 120 10 F (49 3 C).
Brake Valve Output Pressure Adjustment 1. Install the pedal pivot shaft pin in the actuator base by itself without installing the pedal assembly. 2. By taking a screw driver or pry bar and placing it under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 3-9. 3. Gradually apply pressure on each circuit (one at a time) to check for leaks around the plunger. Make sure the adjustment collar is screwed all the way down on the threads. 4. B1 Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port B1 is 2400 75 psi (16,545 517 kPa) with the adjustment collar contacting the actuator base (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 adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments. 6. Tighten the setscrews in the adjustment collars to 25 - 30 in.lbs. (2.8 - 3.4 N.m) torque. The entire plunger may have to be rotated to get to the capscrews. 7. Check pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust. 8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5) and opening needle valve (4). Read pressure on gauges (7 & 10). Close valve (4) and open valve (5). The pressure gauges (7 & 10) should read 0 psi. 9. Recheck pressures after cycling. If they have changed, re-adjust pressures. Differential Pressure Switch Adjustment 10. Attach an ohmmeter or continuity tester lead to connector on the differential pressure switch 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.
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13. Slowly depress plunger to obtain pressure shown in Table I on the B1 pressure gauge: Adjust screw plug in bottom port of differential pressure switch counterclockwise until switch contacts just close. Table I - Differential Pressure Switch Adjustment Spring Color Red Green Pressure - Switch Contacts Closing B1 Valve Spool B2 Valve Spool 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa) 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa)
Final Test and Adjustment The brake pedal actuator must be installed on the brake valve body prior to final test and adjustment. Refer to Installation of Brake Pedal Actuator to Brake Valve. NOTE: The Final Test and Adjustment procedure can also be performed with the brake valve installed in the truck. To perform final test with brake valve mounted in the truck, install valve per instructions in Installation. Install 3000 psi (20 682 kPa) gauges at the B1 and B2 diagnostic test connectors in the brake cabinet. Follow steps 21. - 33. below for final test. 21. Reinstall brake valve (with actuator pedal attached) on the test stand following steps 2 through 9. under Test Setup Procedure. 22. With test stand pump adjusted for 2750 psi (18,960 kPa) or with engine running and brake system supply pressure at or above 2750 psi (18, 960 kPa), depress the pedal as quickly as possible. The pressure on the output circuits must reach the minimum pressure listed below at port B1 and port B2 within 1.0 second. Measurement of time begins the moment force is applied to move the pedal. Rear Brake - B1: 2400 75 psi (16,545 517 kPa) 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 pressure is reached. Make sure the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. Pressures must remain within specification at B1 and B2 for 20 seconds. 24. Adjust set screw (21, Figure 3-10) until the set screw is not touching the actuator cap. Apply Loctite 242 to the adjustment screw prior to setting the deadband. 25. Set the deadband by placing a 0.010 in (0.254 mm) thick shim at location (9) between the pedal structure and return stop boss on pivot structure. 26. Adjust the set screw (21) until the set screw is just touching the cap.
14. Release plunger and depress again while observing B1 gauge and ohmmeter to verify switch contacts close at the pressure in Table I. If not, repeat step 13. 15. Insert pry bar under pivot pin to actuate the B2 section of valve. 16. Slowly depress plunger while observing ohmmeter; switch contacts should close at the pressure in Table I on the B2 gauge. A slight adjustment may be necessary. 17. Slowly depress both plungers equally from minimum to maximum application pressure. Switch contacts must remain open. 18. Install plug (6) and tighten to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 19. Shut down the test bench and relieve all hydraulic pressure from the lines.
Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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.
20. Remove hoses from valve and remove valve from test stand. Refer to instructions below for pedal actuator installation prior to final test.
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27. Continue turning the set screw until pressure begins to rise on one of the brake apply pressure gauges. 28. Back-off the set screw 1/8 turn. 29. Tighten the jam nut (22) and remove the shim stock inserted in step 25. 30. Fully stroke the brake pedal actuator to check that output pressure at port B1 and B2 are within specifications. NOTE: If pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel. 31. If pressure is not within specifications, re-adjust. If pressure is within specifications, apply a few drops of Loctite to the jam nut. 32. Check internal leakage at port T. Leakage must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the P1 and P2 inlet ports. 33. T port leakage must be less than 250 cc/minute with valve pilot pressure or manual applied.
Installation Of Brake Pedal Actuator Assembly to Brake Valve 1. Install jam nut (22, Figure 3-10) and set screw (21) to brake pedal actuator (17). 2. Insert nylon bushings (4) into brake pedal actuator. 3. Install one retaining clip (2) to one end of pivot shaft. 4. Align pedal structure to brake valve (1) and partially insert pivot pin. Move pedal structure to the B2 side of valve and insert shims (5) between pedal structure and brake valve ear to fill gap. Fully insert the pivot shaft (3). Install the remaining retainer clip (2). 5. Assemble spring assembly (19) and install complete assembly to brake pedal actuator as shown.
Be sure to install spring assembly correctly, with larger ball socket end pointing to the pedal structure 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).
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FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft 9. Place 0.010 in. Shim Here 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew 16. Electronic Retard Pedal Assembly 17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut 23. Differential Pressure Switch
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DUAL RELAY VALVE

The dual relay valves (one for front and one for rear brake circuits) supply the apply pressure for each disc brake assembly. When the operator depresses the brake valve, hydraulic pressure, proportional to the amount of brake valve application, is applied to the pilot pressure circuit of each dual relay valve. Regulated pressure (proportional to the pilot pressure applied) is then delivered from the B1 and B2 ports of each dual relay valve to each wheel. The regulated pressures supplied to each wheel are equal. If a malfunction occurs, causing a pressure differential greater than 300 psi (2068 kPa) between the right and left brake apply circuit, a differential pressure switch (3, Figure 3-11) mounted on the valve activates a warning horn and lamp in the cab. If a pressure differential greater than 300 psi (2068 kPa) occurs in the pilot circuit supplying the front and rear dual relay valves, a differential pressure switch mounted on the brake valve activates the warning horn and lamp in the cab. The dual relay valve for the front brake circuit is located in the hydraulic components cabinet behind the cab. The dual relay valve for the rear brake circuit is located in the rear axle housing and requires removal of the wheel motor cooling air duct components for access to the valve as described below.
Removal 1. Securely block the wheels to prevent possible roll-away. 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 system accumulators to bleed down. Open valves (6 & 7, Figure 3-1) to bleed down all four brake accumulators. Close valves after all pressure is released. NOTE: Follow steps 3 & 4 below for the front valve or steps 5 through 9 for rear valve removal. Front Brake Circuit: 3. Tag and remove all hydraulic lines from dual relay valve. Plug lines and ports to prevent possible contamination. Disconnect wiring harness at differential pressure switch connector. 4. Remove two capscrews and washers securing valve to rear wall of cabinet. Remove valve and move to clean work area for disassembly. Rear Brake Circuit: 5. Open rear access cover and remove wing nuts securing duct tube to axle housing. Remove tube. 6. Open access covers inside axle housing. 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 possible contamination. Disconnect wiring harness at differential pressure switch connector. 9. Remove two capscrews and washers securing valve to mounting bracket. Remove valve and move to clean work area for disassembly. Installation. 1. Install dual relay valve in hydraulic components cabinet (front brake circuit) or rear axle housing (rear brake circuit). Install the two mounting capscrews and lockwashers to secure valve. Tighten capscrews to standard torque. 2. Remove hose and fitting caps and plugs and attach hoses to the proper valve ports. Connect differential pressure switch connector to wire 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.
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves (6 & 7, Figure 3-1) located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.
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FIGURE 3-11. DUAL RELAY VALVE & DIFFERENTIAL PRESSURE SW. 1. Manifold Body 2. Valve Body 3. Differential Pressure Switch Assembly 4. Packing 5. Plug 6. Sleeve Retainer 7. Capscrews & Washers 8. Reaction Plunger 9. Sleeve 10. Seal 11. Spool Spring 12. Regulator Spool 13. Lower Spring Seat 14. Regulator Spring 15. Upper Spring Seat 16. Plunger 17. Sleeve 18. O-Ring 19. Plug 20. Capscrew 21. Backup Ring 22. O-Ring 23. Backup Ring 24. O-Ring 25. O-Ring 26. Switch 27. Body 28. Plug 29. Screw Plug 30. Spring 31. Piston 32. Spool Assembly
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Disassembly The parts installed in the valve body for the B1 and B2 bores are identical, however the parts must not be interchanged between the two bores. 1. Thoroughly clean valve to remove dirt accumulation. Drain all oil from all ports of the valve by rotating the valve over a suitable container. 2. Use a felt tip pen to mark manifold body (1, Figure 3-11) and valve body (2) to ensure correct reassembly. NOTE: As the valve is disassembled, lay out parts in order of disassembly, being certain to note the valve body bore from which they are removed. Parts must be reinstalled in the same bore from which they are removed. 3. Secure valve in an upright position in a vice. 4. Remove capscrews securing the differential pressure switch (3) to the valve body. Remove and discard seals behind differential pressure switch ports. Refer to Differential Pressure Switch for disassembly. 5. Remove the two socket head capscrews (20) retaining the manifold body (1) to the valve body (2). Remove manifold body and discard O-rings (18). 6. Remove plungers (16) and sleeves (17). 7. Remove controller from vice. 8. Remove the four capscrews and washers (7) from the base of the valve. 9. Remove the sleeve retainer (6). 10. With the valve upright, the plug (5) should fall out. If not, tap lightly to dislodge. 11. Remove the spools (12), reaction plungers (8) and spool return springs (11). Keep parts separate so they may be installed in the same spool from which they were removed. 12. Remove and discard the packing (4) from the counterbore in the base of the valve body. 13. Turn the valve on its side on the work bench and remove the sleeves (9) from the valve body. 14. Remove seal (10), O-rings (22 & 24), and backup rings (21 & 23) and discard. 15. Remove spring seats (13 & 15) and regulator springs (14).
Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Apply a light film of type C-4 hydraulic oil to plungers (14, Figure 3-11) and insert in sleeves (15). Sleeves must slide smoothly and freely in sleeve bores. If parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and plunger. 3. Apply a light film of oil to regulator spools (12) and slide into bore of sleeves (9). Spools must slide smoothly and freely in sleeve bores. If parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and spool. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. If the valve was not reaching proper regulated pressure, replace the regulator springs. 5. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep components protected from contamination.
Assembly 1. Install sleeves (17, Figure 3-11) in bores in top of valve body (2). 2. Install plungers (16) in sleeves as shown in Figure 3-11. 3. Apply film of oil to O-rings (18) and position in grooves on top of valve body. 4. Position manifold body (1) on valve body, aligning marks made during disassembly. 5. Secure manifold to valve body with two socket head capscrews (20). Only finger tighten capscrews. 6. Preassemble upper spring seat (15), spring (14) and lower spring seat (13). Insert assembly into bore from bottom of valve. Be certain upper spring seat is positioned against plunger (16). Repeat for other bore. 7. Install sleeve packing seal (10). Refer to Detail A and B, Figure 3-11 and install O-rings (22 & 24) and backup rings (21 & 23) in the sleeve (9) grooves. 8. Apply a light film of oil to sleeve seals. Carefully push sleeves (9) into their respective bores in the valve body until flange at base of sleeves contact valve body. 9. Preassemble regulator spool (12) as follows: a. Insert spool springs (11) into spool bore. b. Insert reaction plungers (8) into spool bores and springs.
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10. Install regulator spool assemblies into their respective sleeve bores. The spherical end must be inserted toward the spring seat. Push into bore until contact is made with lower spring seat. 11. Install sleeve retainer plug packing (4) in valve body. 12. Check to be certain spring seats (13 & 15) are properly positioned into the regulator springs (14) and the reaction plunger (8) slides smoothly in its bore. Install retaining plug (5) in valve body counterbore. 13. Position sleeve retainer (6) on valve body. Install the four capscrews and washers (7), tightening capscrews evenly to properly seat plug (5) in counterbore. Final tighten capscrews to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque. 14. Tighten the two capscrews (20) holding the 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 the larger (#8 SAE) plugs to 275 - 300 in. lbs. (31.1 - 33.9 N.m) torque. Tighten the smaller (#4 SAE) plugs installed in the TC1 and TC2 ports to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 16. Install differential pressure switch on valve body using new seals. Tighten capscrews to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque.
Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect spool assembly (32, Figure 3-11) and bore for scoring and other evidence of damage. If spool seals are damaged, the entire switch assembly should be replaced. 3. Lightly lubricate spool assembly and 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 (31) and insert in its bore. Piston must move freely with no binding. 5. Inspect spring (30) for cracks, distortion, etc. 6. Attach an ohmmeter to switch assembly (26) center terminal and switch body. Actuate the switch plunger to verify contacts close when plunger is depressed and contacts open when released. Assembly 1. Install one plug (28, Figure 3-11) in the spool assembly bore. Tighten plug to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque. 2. Lightly lubricate Glyde rings on spool assembly (32) and carefully insert in valve body bore until seated against the plug. 3. Install plug in other end of spool bore. Tighten to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque. 4. Using new O-ring (25), install switch (26). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque. 5. Turn valve over and install piston (31), spring (30) and screw plug (29). Plug should be inserted approximately 0.5 in. (13 mm) below edge of valve body. Temporarily install plug in screw plug port. NOTE: Screw plug (29) adjustment controls switch actuation point. Refer to Valve Test and Adjustment, Differential Pressure Switch Adjustment for calibration procedure.
DIFFERENTIAL PRESSURE SWITCH The differential pressure switch (3, Figure 3-11) mounted on the dual relay valve detects an imbalance in brake apply pressure between the left and right wheels on the front or rear brake circuits. If the regulated output pressures at the B1 and B2 ports differ more than 300 psi (2068 kPa), the switch (26) activates a warning horn and lamp in the cab to alert the operator to a potential brake system problem. Disassembly 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.
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VALVE TEST AND ADJUSTMENT

The following parts and test equipment will be required to completely bench test the dual relay valve. The differential pressure switch can be calibrated and its operation tested. Pressure gauges (4), 0-to-3000 psi (20,680 kPa). Hydraulic pressure supply, regulated to 2750 psi (18,960 kPa). Hydraulic test stand, Refer to Figure 3-12. Hose fittings for valve ports: Port PX: ..................... 7/16 in.,#4 SAE O-ring. Ports B1 and B2: .... 3/4 in., #8 SAE O-ring. Port T: ................. 1 1/16 in., #12 SAE O-ring. Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the dual relay valve installed on the truck by using the brake treadle valve to modulate pilot pressure and monitoring brake apply pressure in the appropriate brake apply pressure lines.
FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP 1. Motor 2. Pump 3. Main Pressure Gauge 4. Pressure Regulator (Pilot Pressure) 5. Needle Valve (Pilot Pressure Release) 6. Needle Valve (Pressure Bleed to Tank) 7. Pilot Pressure Gauge 8. Dual Relay Valve 9. LH Brake Apply Pressure Gauge 10. RH Brake Apply Pressure Gauge 11. Needle Valve 12. Needle Valve 13. Shut-off Valves 14. Simulated Brake Volume 15. Relief Valve
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Test Set Up Procedure 1. Setup valve on test stand as shown in Figure 3-12. 2. Attach the pilot input supply line to the port labeled PX on the side of the valve. 3. Attach the main supply input pressure line to the port on the front of the valve labeled P. 4. Attach the tank return line to the port labeled T. 5. Attach the regulated output ports B1 and B2 to the test lines. Pressure monitoring devices in these two lines must be capable of 3,000 psi (20,680 kPa). Connect all ports. The connections should be according to the diagram shown in Figure 3-12. All ports must be used and connected.
Brake Valve Output Pressure Adjustment 1. With pump operating and supply and pilot pressure adjusted as described in setup instructions, inspect valve for leakage. 2. With 2400 psi (16,545 kPa) pilot pressure applied, verify the following regulated output pressures: B1 port gauge (10) reads 2400 75 psi (16,545 517 kPa) B2 port gauge (9) reads 2400 75 psi (16,545 517 kPa) 3. Close the pilot supply needle valve (5) and open the pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) should drop to 0 psi (0 kPa).
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. 6. Start hydraulic pump and regulate output pressure to 2750 psi (18,960 kPa) at pressure gauge (3). Pressure gauges (9 & 10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 2400 psi (16,545 kPa) on gauge (7). 8. Return line pressure during this test is not to exceed 0 psi (0 kPa). 9. Test the valve with ISO 32 grade hydraulic oil at 120 10 F (49 3 C).
Regulated output pressure lines B1 and B2 should drop to 0 psi (0 kPa) on gauges (10) and (9) respectively. 4. Repeat steps 2 and 3 approximately 50 times to cycle valve from minimum to maximum apply pressure. 5. Verify output pressure remains within specification. If not, the valve must be rebuilt. 6. While observing pilot pressure gauge (7) and regulated output pressure gauges (9 & 10), apply pilot pressure slowly and steadily until 2400 psi (16,545 kPa) (maximum) pilot pressure is obtained. Pilot pressure and regulated output pressure must track within 50 psi (345 kPa) after the pilot pressure reaches 100 psi (690 kPa). 7. Reduce pilot pressure to 0 psi (0 kPa). Apply 2400 psi (16,545 kPa) pilot pressure as quickly as possible. Regulated output pressure must increase to 2400 75 psi (16,545 517 kPa) within 1.0 second after pressure is applied to pilot line. 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 following procedure.
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Differential Pressure Switch Adjustment 10. Attach an ohmmeter or continuity tester lead to connector on differential pressure switch wire. Attach other lead to valve body. Verify switch contact is open. 11. Remove plug on bottom of valve body for access to adjustment screw plug (29, Figure 3-11). 12. Open the B1 regulated output circuit needle valve (11) to bleed the pressure back to tank. Adjust pilot pressure regulator for 0 psi (0 kPa) on gauge (7). 13. Slowly adjust regulator valve to obtain 300 psi (2,068 kPa) on the B2 circuit pressure gauge (9). a. If switch contact has not closed, turn differential pressure switch adjustment screw (29) counterclockwise until switch contact just closes. b. If switch contact closed before reaching 300 psi (2,068 kPa), turn screw plug counterclockwise and repeat previous step. 14. Reduce pilot pressure until switch opens. 15. Slowly increase pilot pressure and verify switch contact closes at 300 30 psi (2,068 207 kPa).
16. Reduce pilot pressure. Close B1 needle valve (11) and open B2 circuit needle valve (12). 17. Slowly increase pilot pressure and verify switch contacts close at 300 30 psi (2,068 207 kPa) as read on B1 circuit gauge (10). 18. If necessary, adjust screw plug (29) and repeat steps 12 through 17. 19. Install plug in switch adjustment port. Tighten to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 20. Shut down the test bench and relieve all hydraulic pressure from the lines.
Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. 21. Remove hoses from valve and remove valve from test stand.
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HYDRAULIC BRAKE ACCUMULATORS

Four hydraulic brake accumulators are installed on the truck. Two identical accumulators are located on the brake manifold in the brake control cabinet behind the operators cab. The left accumulator supplies the pressure necessary for actuation of the rear service brakes. The right accumulator supplies pressure to activate the front service brakes. Two larger volume accumulators, located on the RH frame rail behind the tire, supplement the above accumulators, one for the front and one for the rear brake circuits.
ACCUMULATORS HYDRAULIC COMPONENTS CABINET Removal 1. Shut down engine to bleed steering accumulators. Exhaust all pressure from the brake system by opening accumulator manual drain valves. 2. Remove the valve guard and Dyna-seal from top of accumulators. 3. Depress valve core to release gas precharge 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 to prevent contamination. 5. Transfer accumulator to work area. Installation 1. After service repairs or bench test has been completed, move the accumulators to the brake control cabinet. DO NOT precharge accumulators on the bench test. 2. Position the accumulators on the brake manifold. Tighten fittings securely. Install mounting brackets. Secure mounting brackets in place with capscrews and lockwashers. Tighten capscrews to standard torque. 3. Refer to Charging Procedure in this section. 4. Replace Dyna-seal and valve guard on top of accumulators. Disassembly 1. Securely clamp accumulator (preferably in a chain vise). Make sure accumulator shell is suitably protected by strips of padding or soft 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 & poppet assembly. 4. Remove locknut from plug and poppet assembly using a spanner wrench and an adjustable wrench. One for torque and one for countertorque. (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 3-16).
Accumulators maintain high pressure. DO NOT disconnect any hydraulic line from the accumulators or brake system until all hydraulic pressure has been manually drained from accumulators. Open manual drain valves located on the brake manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear accumulators is identified as NV1. The manual bleeddown valve for the front accumulators is identified as NV2.
Brake Accumulator Bleed Down Procedure The four brake accumulators can be bled down by rotating the manual bleeddown valves (NV1 and NV2) counterclockwise. The valves are located on the brake manifold in the hydraulic brake cabinet. 1. Turn handles counterclockwise to open valves. 2. Confirm accumulators are bled down by applying the Brake Lock switch (key switch On, engine shut down) and applying service brake pedal. The service brake light should not come on. 3. Close the bleeddown valves by rotating clockwise.
FIGURE 3-13. VALVE CORE REMOVAL
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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 from the valve stem. 10. Insert hand into shell fluid opening. Depress bag and eliminate as much gas pressure as possible.
FIGURE 3-14. LOCKNUT REMOVAL
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).
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL
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, abrasion marks, cracks, holes, bubbles or any similar defects. 4. Replace all O-rings and any other items deemed unsuitable for further usage.
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5. Bladder may be checked by inflating to normal size and checking with a soapy solution. After testing, deflate immediately. 6. Check plug and poppet valve for proper functioning. Assembly 1. Replace shell in vise, if removed. 2. Pour a liberal amount of clean C-4 hydraulic oil into shell to serve as a cushion. 3. With bladder assembly on bench, expel all air to completely collapse bladder and fold bladder 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.
7. Position name plate over valve stem and install valve stem nut by hand (Figure 3-20). Remove bladder pull rod. 8. Grasp threaded section of plug and insert poppet end into shell mouth. 9. Install anti-extrusion ring inside shell. Fold anti-extrusion ring to enable insertion into shell. Place anti-extrusion ring on plug and poppet assembly with its steel collar toward shell mouth. 10. Withdraw threaded end of plug through shell mouth. (Refer to Figure 3-21).
FIGURE 3-21. PLUG ASSEMBLY
FIGURE 3-19. BLADDER INSTALLATION 5. Pass bladder pull rod through shell oil port and out through valve stem opening. (Refer to Figure 3-19). 6. Pull bladder pull rod out of shell with one hand while feeding bladder into shell with other hand.
11. Pull plug until seated solidly into position on shell mouth opening. 12. Install valve core. Using dry nitrogen, slowly pressurize bladder with sufficient pressure [approximately 5 psi (34 kPa)] to hold plug and poppet assembly in place.
FIGURE 3-22. WASHER INSTALLATION FIGURE 3-20. VALVE STEM INSTALLATION
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13. Install washer onto plug and poppet assembly and push until seated against anti-extrusion ring. (Refer to Figure 3-22). 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. 16. Install locknut on plug and poppet assembly and tighten securely. This will squeeze O-ring into place. (Refer to Figure 3-23).
Charging Procedure 1. Mount hose assembly gland nut on pressure regulator.
Pure dry nitrogen is the only gas approved for use in brake accumulators. Accidental charging of oxygen or any other gas in this component may cause an explosion. Be sure pure dry nitrogen 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. 3. Precharge bladder slowly to about 10 psi (69 kPa) before completely tightening the valve stem nut. With wrench on valve stem flats, tighten valve stem nut. 4. Proceed to inflate accumulator to 1400 50 psi (9653 345 kPa) pressure by slowly opening the pressure regulator valve on nitrogen cylinder, closing it occasionally to allow needle on pressure gauge to stabilize (thus giving accurate reading of precharge pressure). When correct 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 the bleed valves on the brake manifold. Remove valve guard and Dyna-seal. Then, follow Charging Procedure, Steps 1 thru 6.
FIGURE 3-23. LOCKNUT INSTALLATION 17. Replace pipe plug into plug and poppet assembly. 18. Install accumulator on truck and charge according to Charging Procedure.
FIGURE 3-24. INSTALLATION/REMOVAL OF "DYNA-SEAL" 3. Accumulator 1. Dyna-Seal 2. Accumulator Charging Valve
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ACCUMULATORS - FRAME MOUNTED Figure 3-26 illustrates the (RH) frame mounted brake circuit accumulators which provide additional oil storage 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 back to tank. 2. Open Needle valves (6 & 7, Figure 3-1) on brake manifold (5) and allow the four brake system accumulators to bleed completely. 3. Remove charging valve guard (2, Figure 3-25) and loosen small hex on charging valve (3) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
FIGURE 3-25. CHARGING VALVES 1. Accumulator 2. Charging Valve Guard 3. Charging Valve
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 discharging 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 to be removed. 6. Remove the mounting band capscrews, washers, 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 disassembly. Installation 1. Lift accumulator into position on the mounting bracket. Accumulator should be positioned with the antirotation 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), capscrews, lockwashers and nuts. Do not overtighten nuts, as this could distort the accumulator. 3. Reconnect oil line to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen as outlined in Frame Mounted Brake Accumulator Charging Procedure.
FIGURE 3-26. BRAKE ACCUMULATOR INSTALLATION 1. Rear Brake Circuit Accumulator 2. Front Brake Circuit Accumulator 3. Capscrews, Washers & Nuts 4. Mounting Bands 5. Oil Line
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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 otherwise damaged, replace with a new part. 3. Minor defects in the housing bore may be corrected by honing. a. Measure the bore at several places along the length of the housing. Make two measurements, 90 apart at each point to verify tube is not out-of-round.
FIGURE 3-27. ACCUMULATOR ASSEMBLY 1. Capscrew 2. Cover 3. Charging Valve 4. Gland 5. O-ring & Backup Ring 6. Piston 7. Bearing 8. T Ring Seal 9. Housing 10. Plug 11. Plug
FIGURE 3-28. GLAND REMOVAL TOOL (Fabricate Locally)
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b. Verify housing I.D. does not exceed 8.002 in. (203.25 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.
TESTING To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 5000 psi (35 MPa) hydraulic pressure and nitrogen pressure of 1400 psi (9.65 MPa) will be required. A small water tank with the necessary 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. These procedures may weaken the housing and result in serious injury to personnel when pressurized. 5. Clean parts thoroughly to remove abrasive residue after honing.
Do not stand near gland during test procedure. A box enclosure made of heavy steel plate is recommended to contain the accumulator during oil pressurization test. 1. Fill each end of the accumulator with approximately 3.75 gallons (14.2 Liters) of clean type C-4 hydraulic oil. Install an adaptor on the oil end to connect to hydraulic power source. Plug remaining ports. 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. 3. Drain oil. Leave port open. 4. Pressurize gas end of accumulator with approximately 100 psi (690 kPa) nitrogen pressure to move piston to bottom of housing. 5. Submerge oil end of assembly in water. 6. Apply 1400 psi (9.65 MPa) nitrogen pressure to gas end and observe for 20 minutes. No leakage (bubbles) is permitted. 7. Release nitrogen pressure and remove assembly from water. 8. Drain any remaining oil or water. 9. If the accumulator is to be placed in storage, add 3 pints (1.5 L) of rust preventive oil in the nitrogen side of the accumulator. Add 1 pint (0.5 L) in the oil side. If the accumulator will be used immediately, type C-4 hydraulic oil may be used instead of rust preventive oil. Plug all open ports. 10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).
Assembly
Assemble the accumulators in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. Install a new seal (8, Figure 3-27) on piston. Install new bearings (7). Coat seal and bearings with a small amount of petroleum jelly. 2. Install the piston with the concave side toward gas end (gland end) of accumulator cylinder housing (9). Push the piston to the center of of the housing. 3. Install new O-rings and backup rings (5) on gland (4). Coat seals with a small quantity of type C-4 hydraulic oil. 4. Install gland and tighten to 850 ft. lbs. (1152 N.m) torque using tool as shown in Figure 6-5. 5. Install charging valve (3) with new O-ring. Tighten charging valve large hex nut to 16.5 ft.lbs. (22.3 N.m) torque. 6. Install pressure switch. Install pressure test fittings in bottom of housing. (See Testing below.)
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ACCUMULATOR CHARGING PROCEDURE

(Frame Mounted Brake Accumulators)
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 and the 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 compartment 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 understood. 1. With engine shut down, the Rest switch ON and key switch in the OFF position, allow at least 90 seconds for steering accumulators to bleed down. Turn steering wheel to be certain no oil remains in accumulators. 2. Open the bleed valves (6 & 7, Figure 3-1) located on the brake manifold in the hydraulic components cabinet to completely bleed the pressure from all brake system accumulators. 3. Remove charging valve guards.
1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer 6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
FIGURE 3-29. CHARGING VALVE 7. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.8 MPa). NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulators to the hydraulic tank. 8. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 1400 psi (9.7 MPa) continue charging procedure until pressure is stabilized. 9. Remove the charging kit and tighten small hex nut on charging valve to 4 ft.lbs. (5.4 N.m) torque. 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 accumulators, make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 4. Remove charging valve cap (1, Figure 3-28). Turn small swivel hex nut (4) three complete turns counterclockwise. 5. Depress the valve stem and hold down until all nitrogen has been released. 6. If a loss in nitrogen pressure is the reason for recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before charging procedure.
b. Loosen swivel nut. c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m) torque. 10. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft.lbs. (33.9 N.m) torque. 11. Close brake accumulator bleed valves. 12. If necessary, recharge the smaller brake accumulators. Refer to Accumulators, Hydraulic Components Cabinet, Charging Procedure. 13. Operate truck and check brake system operation.
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RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)

Due to wear, the Retarder Control Lever assembly (4, Figure 3-30) may occaionally require adjustment or repair. Lever Assembly Removal Adjustment of the lever assembly or replacement of the potentiometer requires removal of the assmbly from the steering column. 1. In the operator cab, remove the capscrews (1, Figure 3-30) and lockwashers (2) from steering column (3). 2. Disconnect harness connecter (5) from lever assembly (4). Lever Assembly Installation 1. Connect harness connecter (5, Figure 3-30) to lever assembly (4). Install lever assembly to steering column (3). 2. Install capscrews (1) and lockwashers (2). Tighten socket head capscrews to 36 in. lbs. (4.1 N.m) torque.
FIGURE 3-30. COLUMN-MOUNTED RETARDER CONTROL LEVER 1. Capscrew, Socket Hd. 2. Lockwasher 3. Steering Column Assy. 4. Retarder Control Assy. 5. Harness Connector 9. Locknut 13. Bracket 6. Capscrew, Socket Hd. 10. Washer, Tanged 14. Shaft 7. Lockwasher 11. Spring, Disc 15. Lever 8. Potentiometer (Switch Assy.) 12. Washer, Internal Tang 16. Handle
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Disassembly and Adjustment 1. Remove the capscrews (6, Figure 3-30) and lockwashers (7) from lever assembly. 2. Remove potentiometer (8). 3. Bend tangs on washer (10) away from slots in locknut (9). a. If the lever assembly is to be completely disassembled, loosen and remove locknut (9), along with tang washer (10), spring (11), and washer (12). Remove handle and shaft assembly (14). Wash parts in clean solvent and inspect for excessive wear, burrs, or scratches. Replace defective parts. b. If the lever assembly only requires adjustment, loosen or tighten locknut (9) as follows: The lever assembly should be adjusted such that the frictional forces will hold the lever firmly in the position selected by the operator. At the same time, the adjustment should not be so tight as to cause the operator to use undue force to move the lever. The position of the lever should remain stationary without moving down (applying the retarder) from its own weight or due to machine vibrations during truck operation. When the desired adjustment is obtained, bend tang on washer (10) into slot on locknut (9). Potentiometer Check The potentiometer (8, Figure 3-30) is spring-loaded to the "OFF" position. With the switch assembly removed from the lever assembly, make the following checks: 1. Rotate the "pot" clockwise to full "ON" and release. Be sure that the spring returns the "pot" to the "OFF" position. 2. Using a reliable volt-ohm meter, 0 ohms should be read in the "OFF" position. 3. Rotate the "pot" clockwise to full "ON" and hold. 2500 500 ohms should be recorded. Replace the potentiometer if it does not meet these specifications.
Assembly 1. If handle (16, Figure 3-30) or lever (15) has been removed from shaft (14), assemble as follows: a. Apply Loctite #271 to lever (15) and install lever fully into shaft (14). b. Apply Loctite #271 to opposite end of lever (15) and install handle (16) onto lever. Hand Tighten Only! 2. Inspect the shaft bore and interior friction faces of bracket (13) and remove any scratches or burrs, or replace bracket. Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease. 3. Insert the lever, handle, and shaft assembly into bracket (13), and install washer (12), new spring (11) [with the outer spring diameter against washer (12)], tang washer (10), and locknut (9) onto shaft (14). 4. Tighten and secure locknut (9) as described in step 3.b. "Disassembly and Adjustment". 5. Move lever to the "UP" position as far as travel permits. Align slot in potentiometer (8) with key on shaft (14) and rotate pot until capscrew holes line up with bracket. Install washers (7) and capscrews (6) to secure pot to bracket. Tighten the socket head capscrews to 36 in. lbs. (4.1 N.m) torque. 6. Install lever assembly to steering column.
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NOTES
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BRAKE CIRCUIT CHECK-OUT PROCEDURE

The brake circuit hydraulic pressure is supplied from the steering circuit at the bleed down manifold. Some brake system problems, such as spongy brakes, slow brake release, or abnormal operation of the overhead display panel mounted Low Brake Pressure warning light can sometimes be traced to internal leakage of brake components. If internal leakage is suspected, refer to Brake Circuit Component Leakage Test. NOTE: If internal leakage within the steering circuit is excessive, this also may contribute to problems within the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake circuit. For Steering Circuit Test Procedure, refer to Section L, Hydraulic System.
FIGURE 4-1. HYDRAULIC COMPONENTS CABINET 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Relief Valve (Hoist-Power Down) 6. Hoist Pilot Valve 7. Dual Relay Valve 8. Differential Pressure Sw. 9. Park Brake Release Press. (PK2) 10. Brake Cabinet 11. Brake Lock Shuttle Valve 12. Brake Manifold 13. Pressure Reducing Valve (PR) 14. Brake Lock Solenoid (SV1) 15. Park Brake Solenoid (SV2) 16. Front Brake Accum. Bleed Valve 17. Automatic Apply Valve 18. Low Accum. Test Port (LAP1) 19. Rear Brake Accum. Bleed Valve 20. Low Brake Pressure Switch 21. Park Brake Pressure Switch 22. Stop Light Pressure Switch 23. Brake Lock Degradation Switch 24. Rear Brake Pressure Test Port (B1) 25. Front Brake Pressure Test Port (B2) 26. Manifold 27. Brake Warning Delay Timer 28. Brake Warning Relay
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Brake Circuit Checkout
J4-1
The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bleeddown manifold. Plug the brake supply line and cap the port in the bleeddown manifold. (see WARNING below)
The steering accumulator can be bled down with engine shut down, turning key switch Off, and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front 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 installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 not received immediately.
Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway.
FIGURE 4-2. BRAKE MANIFOLD
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BRAKE CIRCUIT ABBREVIATIONS AA AF2 AF1 AR2 AR1 BF BL BR CP1 CV, CVR, CVF DSV LS LAP1 LAP2 NVF NVR PK1 PK2 PK3 PR PSV SP1 SV1 SV2 T1 Automatic Apply Pressure Accumulator, Front Brake Supply Pressure to Brake Valve for Front Brakes Accumulator, Rear Brake Supply Pressure to Brake Valve for Rear Brakes Brake Pressure, Front Brake Lock Apply Pressure Brake Pressure, Rear Cavity Plug, One Direction Flow No specific function in this application. Check Valve High Pressure Shuttle Valve Low Pressure Shuttle Valve Pressure Tap Test Port Low Accumulator Pressure Low Brake Pressure Switch N.C., 1850 75 psi (12.95 MPa) Front Accumulator Manual Drain Valve Rear Accumulator Manual Drain Valve Park Brake Release Pressure Park Brake Release Pressure Park Brake Pressure Switch N.C., 1250 psi (8.75 MPa) Brake Lock Pressure Regulator 2000 psi (13.8 MPa) Automatic Apply Valve 1650 psi (11.55 MPa) Supply Oil Inlet Brake Lock Solenoid Park Brake Solenoid Return To Tank
EQUIPMENT REQUIRED
Included on the last page of this module is a data sheet to record the information observed during the hydraulic brake system check-out procedure. The data sheet can be removed, copied, and used during the checkout procedure. * Steps indicated in this manner should be recorded on the data sheet for reference.
The following equipment will be necessary to properly check-out the hydraulic brake circuit: Hydraulic brake schematic, refer to Section R this manual. Calibrated pressure gauges: > One 0-5000 psi (0-34,475 kPa) range. > Three 0-3000 psi (0-20,685 kPa) range. One PB6039 female quick disconnect and hose long enough to reach from brake cabinet to the inside of the operators cab for each gauge. Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen.
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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, Hydraulic System, for steering system operation troubleshooting procedures and specifications. Be certain brakes have been properly bled to remove trapped air. Refer to Wet Disc Brake Bleeding Procedure in this Section. Also, prior to checking the brake system, make certain the parking brake is functioning properly. Refer to parking brake 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 seconds 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 wheels. NOTE: Leave Rest switch in the ON position and the GF Cutout Switch in the CUTOUT position throughout brake tests. (See Figure 3-1, page E3-2, Propulsion System, for GF switch location.) 2. Open each brake accumulator bleeddown valve and precharge both brake manifold accumulators (1 & 3, Figure 4-1) to 1400 psi (9,652 kPa). Move the charging kit to the frame mounted accumulators (behind right front tire) and precharge both accumulators to 1400 psi (9,652 kPa). Allow gas temperature to approach ambient temperature before completing precharge process. * Record on data sheet. NOTE: For best performance, charge accumulators in the ambient conditions in which the machine will be operating. 3. Close both accumulator bleeddown valves. 4. Install pressure gauges at: a) Front brake test port B2 (in brake cabinet) 3000 psi (20,685 kPa) gauge. b) Rear brake test port B1 (in brake cabinet) 3000 psi (20,685 kPa) gauge. c) Park brake release pressure PK2 (9, Figure 4-1). (in brake cabinet) - 3000 psi (20,685 kPa) gauge. d) Low accumulator pressure test port LAP1" (front side of brake manifold) - 5000 psi (34,475 kPa) gauge.
FIGURE 4-3. BRAKE CABINET PORT IDENTIFICATION (Viewed from Bottom of Cabinet) 1. AR1: Rear Brake Oil Supply to Brake Valve 2. AA: Automatic Apply Oil Supply to Brake Valve 3. AF1: Front Brake Oil Supply to Brake Valve 4. PK1: Oil Supply to Park Brake 5. T1: Oil Return to Hydraulic Tank 6. SP1: Brake System Oil Supply from Bleeddown Manifold and filter 7. To B1 Port on Brake Valve 5. Set park brake. Release brake lock. 6. Start engine. Observe rising brake pressures as system charges. Brakes should release at approximately 1650 psi (11,375 kPa) both front and rear. 7. Actuate brake lock. Turn parking brake switch OFF. Rear brake pressure should not exceed 2000 100 psi (13,788 690 kPa). Release brake lock. * Record on data sheet. 8. Slowly depress brake pedal and note brake valve pressures. If the rear brake circuit exceeds 2400 psi (16,545 kPa) at the B1 test port or front brake circuit exceeds 2400 psi (16,545 kPa) at the B2 test port, correct the problem before proceeding. This brake valve may require adjustment or a dual relay valve may be malfunctioning. Refer to repair procedures, this section. * Record on data sheet.
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BRAKE SYSTEM CHECKOUT

NOTE: Unless otherwise specified, perform the following checks with engine running, Rest switch in the ON position, park brake ON and brake lock released. 9. Apply brake lock. Turn the parking brake switch to the OFF position: Verify park brake indicator lamp is off. Verify park brake release pressure (gauge installed in PK2 port in hydraulic cabinet) is 2700 100 psi (18,615 690 kPa). Record on data sheet.
18. Quickly and completely depress pedal. Verify that within 1 second after brake is applied: Left front brake pressure reads 2400 75 psi (16,545 517 kPa) Right front brake pressure reads 2400 75 psi (16,545 517 kPa). Both pressures must remain above their minimum values for a minimum of 20 seconds. Record on data sheet.
19. Release pedal, assure that each circuits pressure is zero. 20. Remove gauges from front brake test ports and install at the B1 and B2 test ports in the hydraulic cabinet. 21. Disconnect circuit #52B wire on the coil of the brake lock solenoid (SV1) (14, Figure 4-1). Install a jumper wire between circuits #33 and #33W at the brake warning delay timer (27, Figure 4-1). 22. Apply the brake lock; the brake lock degradation switch should close: Verify the warning buzzer turns on. Verify the low brake pressure warning lamp illuminates. 23. Depress the brake pedal until the warning stops. 24. Very slowly, release the brake pedal while observing the B1 pressure gauge: Verify warning resumes when pressure drops to 1000 25 psi (6,895 172 kPa). Record pressure reading when alarm resumes.
10. Cycle park brake several times to assure crisp application and release of oil pressure when switch is OFF. 11. Place parking brake switch in the ON position and release the brake lock. 12. Install a 3000 psi (20,685 kPa) pressure gauge at the LBP (9, Figure 4-5) and RBP (8) test ports on the junction block at the left front corner of the rear axle housing. 13. Very slowly depress brake pedal. Force feedback of pedal on foot should be smooth with no abnormal noise or mechanical roughness. 14. Slowly depress brake pedal: Verify brake indicator lamp and stop lights illuminate at 75 5 psi (517 34 kPa) rear brake pressure. Record on data sheet.
15. Quickly and completely depress pedal. Verify that within 1 second after brake is applied: Left rear brake pressure (LBP, 9) reads 2400 75 psi (16,545 517 kPa). Right rear brake pressure (RBP, 8) reads 2400 75 psi (16,545 517 kPa). Both pressures must remain above their minimum values for a minimum of 20 seconds. Record on data sheet.
25. Reconnect #52B wire at brake lock solenoid coil. Remove jumper between circuits #33 and #33W. 26. Cycle brake lock several times to assure crisp shift of solenoid valve and release of oil pressure. Verify stop lights illuminate when brake lock is ON. 27. Apply brake lock and read brake pressure at B1 gauge: Pressure should be 2000 100 psi (13,788 690 kPa). Record on data sheet.
16. Release pedal, assure that each circuits pressure is zero. 17. Move the two 3000 psi (20,685 kPa) gauges to the test ports on the front brake backplates.
28. If above pressure is not correct, remove plug on end of PR valve (13, Figure 4-1) and adjust to obtain correct pressure. Reinstall plug after adjustment.
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Failure Modes Check-Out

29. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 30. Turn the key switch OFF to shut down the engine, and allow approximately 90 seconds for the steering accumulators to bleed down. 31. Disable the steering pressure switch by unplugging the diode between circuits #33 and #33F on diode board DB1 in the auxillary control box or by disconnecting the wires at the steering pressure switch. 32. Turn the key switch ON. After 2 minutes, record the low accumulator pressure (LAP1) gauge reading. If pressure decreases to less than 2100 psi (14,480 kPa), internal system leakage is excessive. The source of the leakage must be identified and repaired. Record on data sheet.
36. Turn key switch ON. Very slowly, open the rear brake accumulator bleeddown valve a small amount ([NVR] 19, Figure 4-1) while observing LAP1 decreasing pressure. Verify the low pressure warning lamp and buzzer activate within 100 psi (690 kPa) of the pressure recorded in step 33. Record on data sheet.
Verify the brake pressures B1 and B2 begin to rise within 100 psi (690 kPa) of the auto apply set point pressure recorded in step 33. Record on data sheet.
37. Reinstall diode on diode board DB1 or connect wire harness at steering pressure switch. 38. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 39. Shut down engine but do not turn key switch OFF. (Do not allow steering accumulators to bleed down.) 40. While observing pressure gauges, make repeated, slow, brake applications until auto apply comes on. Auto apply must not actuate prior to the sixth pedal application. Record on data sheet.
33. Very slowly, open the front brake accumulator bleeddown valve a small amount ([NVF] 16, Figure 4-1) while observing LAP1 decreasing pressure. The low brake pressure lamp and buzzer must activate when pressure drops to 1850 75 psi (12,755 517 kPa). Record on data sheet.
When the LAP1 pressure reaches 1650 psi (11,375 kPa) brake pressures B1 and B2 should begin to rise (auto apply). Record on data sheet.
41. Turn the key switch OFF and allow the steering accumulators to bleed down. 42. Open both accumulator bleeddown valves and bleed down the entire brake system. Close valves after all pressure is released. 43. Disconnect the hose (4, Figure 4-4) that supplies oil to the brake valve (P2 port), front brake circuit, by removing at the tee attached to the bottom of the hydraulic cabinet (brake manifold port AF1). Cap the tee fitting, but hose must be vented to atmosphere. 44. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa).
34. Close the front brake accumulator bleeddown valve. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 35. Turn key switch OFF to shut down engine and allow the steering accumulators to bleed down completely.
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45. 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: Refer to Table I Pressures. * Record Pressure on data sheet. Table I - Differential Pressure Switch Adjustment Spring Color Red Green Pressure - Switch Contacts Closing B1 Valve Spool B2 Valve Spool 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa) 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa)
! WARNING ! DO NOT attempt to adjust a "red" spring to 600 50 psi (4 137 345 kPa). This will cause the spring to "bottom out" and the warning switch will not function properly. For more specific details regarding Table I, refer to previous chapter: BRAKE CIRCUIT COMPONENT SERVICE, BRAKE VALVE, "Differential Pressure Switch Adjustment". 46. Shut down the engine and turn key switch OFF. Allow steering accumulators to bleed down. 47. Open both accumulator bleeddown valves and bleed entire brake system. Close valves after all pressure is released. 48. Reconnect hose (4, Figure 4-4) to Tee at AF1 port, bottom of hydraulic cabinet
FIGURE 4-4. HYDRAULIC COMPONENTS CABINET 1. Operators Cab 5. To Brake Valve, Port P1 9. To Front, Frame Mounted 2. Hoses to Brake Valve & Steering 6. To Brake Valve, Port B1 Brake Accumulator Control Valve 7. To Rear, Frame Mounted Brake 10. To Brake Valve, Port B2 3. Hydraulic Components Cabinet Accumulator 4. To Brake Valve, Port P2 8. To Rear Axle Junction Block, Port P1
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49. Disconnect the hose (5, Figure 4-4) that supplies oil to the brake valve (P1 port), rear brake circuit, by removing at the tee attached to the bottom of the hydraulic cabinet (brake manifold port AR1). Cap the tee fitting, but hose must be vented to atmosphere. 50. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 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: Refer to Table I Pressures. * 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.
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
NOTE: If hoses (4, Figure 4-5) and (10) are switched, the rear brakes will be slow to apply and slow to release.
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BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING

POSSIBLE CAUSES TROUBLE: The Brakes are Locked, Service and/or Parking Parking brake solenoid is de-energized. Connections to tank and pressure ports reversed. Parking brake solenoid coil defective. Parking brake solenoid valve defective. Tank line is plugged or restricted. Check power to solenoid Correct the plumbing. Replace coil. Replace solenoid valve. Remove restriction. SUGGESTED CORRECTIVE ACTION
TROUBLE: Both Brake Circuits are Dragging Tank line has back pressure. Pedal set screw out of adjustment; residual pressure. Ensure tank line has no back pressure. Adjust pedal deadband with set screw.
TROUBLE: One Brake Circuit is Dragging Obstruction in the brake valve subassembly. Brake valve is out of balance. Actuator piston defective. Brake valve is defective. A dual relay valve is defective Remove obstruction. Adjust balance according to instructions. Replace piston. Rebuild or replace brake valve assembly. Rebuild or replace dual relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure Internal malfunction of modulating section of Brake Valve. Supply pressure is low. Improper collar adjustment on brake valve. Remove, disassemble, clean, and inspect brake valve. Check steering/brake pump system and accumulators. Adjust collars according to instructions.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied Short in electrical system. Brake accumulator bleeding down. Differential pressure switch defective. Brake warning relay defective. Check wiring. Valve Open; close valve. Check brake valve and dual relay valves; replace switch assembly. Replace relay.
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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). Differential pressure switch is defective or improperly adjusted. Check the switch and replace if defective. Check differential pressure switch adjustment. Refer to Table I - Differential Pressure Switch Adjustment. NOTE: If the differential pressure switch is O.K. and the differential pressure is 300 30 psi (2 068 207 kPa), replace "red" spring in Differential Pressure Switch Assembly with "green" spring and re-adjust differential pressure to: 600 50 psi (4 137 345 kPa). Accumulator precharge/leak. Problem in brake valve subassembly. Dual relay valve defective Air in one brake circuit. Small leak in one circuit. Brake warning delay timer defective Check accumulators and recharge if necessary. Remove, disassemble, clean, and inspect brake valve assembly or replace it. Inspect and repair dual relay valve(s) Bleed brakes. Inspect brake system and repair leaks. Replace timer.
Adjust collars according to instructions. TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied Leak or other malfunction in one brake circuit. Brake valve balance is out of adjustment. Differential pressure switch is defective or improperly adjusted. Inspect brake system and repair leaks. Adjust collars according to instructions. Check the switch and replace if defective. Check differential pressure switch adjustment. Refer to Table I - Differential Pressure Switch Adjustment. See NOTE: above. Inspect and repair dual relay valve(s)
A dual relay valve is defective
TROUBLE: The Differential Pressure Warning Circuit is not Operating Low Brake Pressure lamp is burned out. Electrical problem. Differential pressure switch is defective or improperly adjusted. Replace bulb. Check switch circuit wiring. Check the switch and replace if defective. Check differential pressure switch adjustment. Refer to Table I - Differential Pressure Switch Adjustment. See NOTE: above. Remove, disassemble, clean, and inspect, or replace brake valve. Inspect and repair dual relay valve(s) Replace relay.
Problem in brake valve assembly. Dual relay valve defective Brake warning relay defective.
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POSSIBLE CAUSES
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly The Low Brake Pressure lamp is burned out. The electrical circuit is open. Pressure switch defective. Replace the bulb. Check switch circuit wiring. Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper Short in electrical system. Pressure switch is defective. Check wiring. Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low Steering circuit is malfunctioning. The pump is worn. Check steering circuit pressures. Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator bleeddown valve is open. Accumulator precharge is low. Leak in one circuit. Malfunction in brake valve. Close valve, check precharge. Recharge accumulator Check plumbing. Remove, disassemble, clean, reassemble; or replace.
TROUBLE: A Squeal is Heard When Controller is Operated Rapid operation of controller. Brake Valve assembly is damaged. Hydraulic oil is too hot. Normal Replace the brake valve assembly. 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. Damage in brake valve assembly. Dual relay valve malfunctioning Remove, disassemble, clean, reassemble; or replace. Repair or replace brake valve assembly. Repair or replace dual relay valve assembly.
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POSSIBLE CAUSES
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. Steering accumulator precharge too high or too low. Brake Valve plumbed incorrectly. Internal leakage in brake valve assembly. Internal leakage in dual relay valve assembly. Steering/Brake pump is worn. Pump unloader or compensator not adjusted correctly. Check all steering and brake system components. Check steering accumulator precharge. Correct plumbing. Replace brake valve assembly. Rebuild or replace dual relay valve Rebuild or replace pump. Adjust pump pressure controls.
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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 STEP 7 STEP 8 All brake Accumulators charged to 1400 psi (9.65 MPa). Maximum rear brake pressure (brake lock). 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. Pressure at which brake indicator light comes on. Pressure at which stop lights come on. 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. 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.
STEP 14
STEP 15
STEP 18
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CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET

STEP 24 STEP 27 Brake lock degradation switch actuation pressure. Rear brake pressure with brake lock applied.
Failure Modes Check-out

STEP 32 STEP 33 Low accumulator pressure after 2 minutes. Pressure when warning systems actuate (front brakes). Pressure at which auto apply actuates. Pressure when warning systems actuate (rear brakes). Pressure at which auto apply actuates. Number of brake applications before auto apply actuates. Front brake pressure at which differential switch actuates low brake pressure buzzer and lamp. Rear brake pressure at which differential switch actuates low brake pressure buzzer and lamp.
STEP 36
STEP 40 STEP 45
STEP 51
Name of Technician or Inspector Performing Check-Out ...............................................................
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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 assembly requires an adapter hub (1, Figure 5-1) for installation 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 maximum 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 isolated from the high pressure, piston apply circuit. Cooling oil flows from the hydraulic tank to the hoist pump, through the hoist circuit high pressure filters, through the hoist valve, and into the brake housings. A parallel circuit from the hoist valve outlet is connected to relief valves at the hydraulic tank which limit brake cooling circuit pressure to 35 psi (241 kPa). Oil routed to the front brakes passes through the oil cooler before entering the front brake housings. In addition, the brake cooling oil provides lubrication for the front wheel bearings. Oil exiting the brake housings returns to the hydraulic tank. FIGURE 5-1. WET DISC BRAKE ASSEMBLIES 1. Hub Adapter (Rear Only) 2. Capscrew & Lockwasher 3. Socket Head Screw (Temporary) 4. Ring Gear 5. Capscrew & Hardened Washer 6. Inner Gear 7. Friction Disc 8. Damper 9. Piston Assembly 10. Seal Carrier 11. Back Plate
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Disc Brake Assembly
J5-1
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 inspection hole plug to insert the brake disc wear indicator will cause the loss of some of this oil. Advance planning will help to minimize oil loss. Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change of hydraulic oil and filters. Rear brakes should be inspected for wear whenever the rear tires are removed. Also consider obtaining additional brake disc wear indicator tools for permanent installation on truck. If all brake assemblies are equipped with disc wear indicators, future checks will not require installation and removal. FIGURE 5-2. BRAKE WEAR INDICATOR 1. Cover 2. Indicator Pin Face (Ref.) 3. Housing Face (Ref.) 4. O-Ring 5. O-Ring 6. Tool Housing 7. O-Ring 8. Indicator Pin
Removal/Installation 1. Place the selector switch in NEUTRAL, apply the park brake, turn the rest switch ON, turn the key switch OFF and allow the steering accumulators to bleed down completely. Block truck wheels. 2. Open the bleeddown valves on the brake manifold (in the hydraulic components cabinet) and bleed all pressure from the brake accumulators. Close valves after pressure is released. 3. Thoroughly clean the brake assemblies, especially the area surrounding cooling oil lines. 4. Remove the hex head O-ring plug from the port (5, Figure 5-3) next to the cooling line opposite 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.
Before removing test port plugs, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.
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Disc Brake Assembly
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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). 9. Release brakes. Shut down engine, allow steering accumulators to bleed down. Open brake accumulator bleeddown valves to remove all pressure from the brake sytem. Close valves after all pressure is released. 10. Remove the brake disc wear indicator tool and reinstall O-ring plug in port. 11. To check the remaining brake assemblies, repeat steps 4. through 10. 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.
FIGURE 5-3. BRAKE WEAR INDICATOR INSTALLATION (Left Front Brake Shown) 1. Brake Assembly 2. Brake Apply Line 3. Brake Cooling Line 4. Diagnostic Coupler 5. Wear Indicator Installation Port
12. Refill hydraulic tank as required. 13. 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).
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Disc Brake Assembly
J5-3
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: Refer to Wheel Motor Rebuild instructions for rear wheel brake assembly removal. 1. Verify socket head capscrews (3, Figure 5-1) are installed at each of the six locations on the back plate (11). These capscrews are required to retain the seal carrier (10) to the back plate when the brake assembly is not installed on the truck. Shipping bars (4, Figure 5-4) must be installed. 2. Remove the 12-point capscrews and hardened washers (5, Figure 5-1). 3. Remove capscrews and lockwashers (2) used to retain the hub to the seal carrier. 4. Be certain hub and other parts are marked to ensure proper orientation during reassembly. Lift the hub adaptor (1) from brake assembly. Be certain to note shim packs installed at six locations on between seal carrier and hub. Both Front and Rear Wheel Brakes: Remove the front wheel brake assembly according to the instructions in Front Wheel Hub and Spindle, Section G. 5. Position brake assembly on work surface with ring gear retainer bars on bottom as shown in Figure 5-5.
FIGURE 5-4. BRAKE ASSEMBLY (Shown Prepared for Shipping or Storage) 1. Ring Gear 2. Back Plate 3. Capscrew 4. Shipping/Storage Bar 5. Inner Gear
6. Remove socket head capscrews (2, Figure 5-5). Lift seal retainer (1) off brake assembly. NOTE: Socket head capscrews (2) are required to retain and position seal carrier on brake back plate when the brake assembly is not installed on the wheel hub or during brake assembly shipping or storage. Shipping bars (4, Figure 5-4) must be installed to retain the inner gear inside the brake assembly. 7. Remove capscrews (4, Figure 5-5) and hardened flatwashers (5) from backplate (3). 8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of the three tapped holes in the back plate. Tighten bolts evenly to lift back plate from ring gear (7). Remove and discard O-ring (6). 9. Noting order of assembly of discs, remove the damper (10) from top of stack. Remove friction discs (11), separator plates (9) and remaining damper at bottom of stack. 10. Rotate the brake assembly to position shipping bars on top as shown in Figure 5-4. 11. Remove capscrews (3) retaining shipping bars (4) to housing.
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Disc Brake Assembly
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FIGURE 5-5. INITIAL DISASSEMBLY 1. Seal Carrier 2. Capscrew 3. Back Plate 4. Capscrew 5. Hardened Washer 6. O-Ring 7. Ring Gear 8. Piston Housing 9. Separator Plate 10. Damper 11. Friction Disc 12. Inner Gear
FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL 1. Piston Housing 2. Capscrew 3. Hardened Washer 4. O-Ring 5. Ring Gear
1. Capscrew 2. Spring Guide
FIGURE 5-7. PISTON REMOVAL 3. Piston Retract Spring 4. Piston Assembly 5. Piston Housing
6. Seal Assembly 7. Seal Assembly
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Disc Brake Assembly
J5-5
12. Attach a lift strap through bars and lift inner gear (5) out of brake assembly. Remove shipping bars and spacers. 13. Remove capscrews (2, Figure 5-6) and hardened washers (3) from piston housing (1). 14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of the three tapped holes in the piston housing. Tighten bolts evenly to lift housing from ring gear (5). Remove and discard O-ring (4).
15. Position piston assembly with retract springs on top as shown in Figure 5-7. 16. Remove capscrews (1, Figure 5-7), spring guides (2), and piston retract springs (3). NOTE: Capscrew (1) threads are coated with Loctite during assembly. A small amount of heat applied to the piston housing may be required for easier removal. 17. Loosen or remove plugs installed in piston housing ports. Carefully lift piston (4) out of housing (5). Remove seal assemblies (6 & 7).
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Disc Brake Assembly
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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 brake components are worn to the maximum allowable limit, it is recommended that all friction discs, separator plates and dampers should be replaced with new parts. Always replace seal assemblies and O-rings with new parts. 1. Clean all parts thoroughly prior to inspection. 2. Remove and discard toric rings from floating ring oil seal assembly (6, Figure 5-1) in seal retainer and back plate. Inspect seal ring polished (mating) surfaces for scratches or other damage. Inspect the contact band of the mating faces to determine amount of wear. NOTE: A new seal will have a contact band (dimension A, Figure 5-8) approximately 0.06 in. (1.6 mm) wide. As wear occurs, the contact band will widen slightly (dimension B) and migrate inward until the inside diameter is reached and the entire seal assembly must be replaced. Remaining seal life can be estimated by the width of the contact band. 3. Inspect piston housing for nicks or scratches in piston seal area. If nicks or scratches cannot be removed by polishing, replace housing. 4. Inspect piston seal assembly grooves for damage.
Height @ 225 lb. (1000N) working load: . . . . . . . . . . . 3.351 in. (85.12 mm) Height @ 600 lb. (2669N) working load: . . . . . . . . . . . 2.750 in. (69.9 mm) 6. Inspect friction disks for warping, tooth wear, and excessive friction material wear. Replace if wear exceeds minimum groove depth. Disc thickness including friction material: . . . 0.30 0.01 in. (7.7 0.3 mm) Friction material thickness (new) . . . . . . . . . . . . . 0.04 in. (1.1 mm) Nominal friction material groove depth: . . . . . . . . . . . 0.025 in. (0.63 mm) Minimum allowable friction material groove depth: . . . . . . . . 0.010 in. (0.25 mm) Flatness over friction material (new) . . . . . . . . . . . . 0.018 in. (0.45 mm) 7. Inspect separator plates for warping and tooth wear. Disc thickness (new) . . . . . 0.146 0.004 in. (3.7 0.1 mm) 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 damage at capscrew holes.
FIGURE 5-8. SEAL WEAR PROGRESSION
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Disc Brake Assembly
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Assembly
The work area must be clean! Handle all parts carefully to avoid damage to polished sealing surfaces. 1. Check piston housing (5, Figure 5-7) bore for nicks, scratches or dirt particles. Position housing on work surface with bore facing up. 2. Lubricate square section O-ring portion of piston seal assemblies (6 & 7) with type C-4 hydraulic oil and install in piston (4) grooves. Be certain O-ring is not twisted. 3. Lubricate piston groove and outer piston seal rings. Install in grooves over O-rings, using fingers or a smooth rounded object to push seal into groove. 4. Install two equally spaced 1/2 UNC x 5.0 in. guide studs in the housing at the piston retract spring mount tapped holes. 5. Lubricate housing bore. Install lift eyes and attach an overhead hoist to piston. Position piston over housing with retract spring cavity holes aligned with studs installed in previous step. Place a spring guide over each stud to aid alignment. Carefully lower straight into bore until seated against housing. If necessary, seat piston by tapping with a soft mallet. 6. Assemble twelve capscrews (1), spring guides (2) and retract springs (3). Apply Loctite to capscrew threads and install assembled parts through piston into tapped holes in housing. Tighten capscrews to 90 ft. lbs. (122 N.m) torque. Piston Pressure Test: 7. Test piston/housing assembly as follows: a. Install a plug in one brake apply pressure port (2, Figure 5-8). b. Install a fitting into remaining port and attach a hydraulic pressure test device. c. Slowly apply pressure and loosen the apply port plug to bleed air from piston cavity. d. Cycle piston to full stroke ten times by applying 300 psi (2070 kPa) hydraulic pressure. Observe piston for leakage. NOTE: Minor oil seepage (non-measurable) is permissible. If leakage is greater, disassemble piston assembly and determine cause.
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 gear (5). 10. Attach lifting eyes to piston/housing assembly and lower into position over ring gear. Install capscrews (2) and hardened washers (3). Alternately tighten capscrews to 575 ft. lbs. (780 N.m) torque. 11. Insert inner gear (5, Figure 5-9) into assembly. Orient gear as shown. 12. Place shipping (retainer) bars over piston housing as shown in Figure 5-9. Attach bars using 1/2 UNC x 1.75 in. capscrews and lockwashers (7) at outer ends of bars (4). Insert spacers (9) and 1/2 UNC x 8.0 in. capscrews and lockwashers (8) as shown to retain inner gear in position. 13. Attach lift eyes to assembly, lift and rotate to place piston housing on the bottom. 14. Install discs as follows: a. Insert a damper disc (1, Figure 5-10) into the ring gear and inner gear with the friction material (down) facing the piston (5). b. Insert a friction disc (2) on top of the damper. c. Install a separator plate (3). d. Continue installing the remaining friction discs and separator discs, alternating each type as installed. NOTE: The disc pack contains a total of ten (10) friction discs, nine (9) separator plates, and two (2) damper discs. e. Install the remaining damper on top of the last friction disc with its facing material on top. (Unfaced side toward top friction disc.) 15. Using a new O-ring (6, Figure 5-5), install back plate (3) over ring gear. Be certain back plate is oriented properly according to the match marks made during disassembly. NOTE: A seal carrier socket head capscrew hole on the back plate should be aligned with the drain plug on the piston housing. 16. Install capscrews (4) and hardened washers (5). Alternately tighten capscrews to 575 ft. lbs. (780 N.m) torque.
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Disc Brake Assembly
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17. Follow procedures in Floating Ring Seal Assembly/Installation to install seal assembly in cavities in the back plate and seal carrier.
18. Install seal carrier on back plate. Secure in place with six 1/2 UNC x .75 in. socket head 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 Port 3. Piston Housing 7. Capscrew & Washer 11. Ring Gear 4. Shipping Bar 8. Capscrew and Washer
1. Damper 2. Friction Disc
FIGURE 5-10. DISC PACK INSTALLATION 3. Separator Plate 4. Piston Housing
5. Piston
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Disc Brake Assembly
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NOTE: After a front wheel brake assembly is installed, the seal must be setup for proper seal compression. Refer to Seal Assembly Gap Check in Section G, Front Wheel Hub and Spindle. 19. Assembly is now complete if the brake assembly is to be installed on a front wheel. If the brake assembly is to be installed on a rear wheel, follow the additional steps below. Rear Wheel Brake Assembly Only: 20. Install a new O-ring (1, Figure 5-11) in hub groove. 21. Position hub over seal carrier. Orient the hub according to the marks made during disassembly. to align hub flange holes with seal retainer tapped holes. 22. Insert the following shims between hub flange and seal retainer at each pair of capscrews (3) (six places): Ten . . . . . . . 0.020 in. (0.51 mm) thick One (1) . . . . . 0.010 in. (0.25 mm) thick 23. Install capscrews and lockwashers (3) and tighten securely.
Seal Gap Adjustment: 24. Refer to Figure 5-12 and adjust seal gap: a. Measure seal gap A at three equally spaced locations. Add the three dimensions and divide by 3 to determine an average dimension. b. Add 21.470 in. (545.34 mm) to the average dimension determined in previous step. c. Measure dimension B at three equally spaced locations. Add the three dimensions and divide by 3 to determine the average dimension. d. Subtract the dimension in step c. from the dimension in step b. to determine change in shim pack. e. Add or remove equal quantities and thicknesses of shims to the original shim pack as determined in step d. at the six shim locations. The shim pack must provide a final dimension B within .005 in. (0.13 mm) of the dimension calculated in step b. Example: 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 2. Hub Adapter 3. Capscrews & Washers 4. Shims 5. Seal Carrier 6. Socket Head Capscrew 7. Ring Gear 8. Capscrew & Hardened Washer 9. Inner Gear
FIGURE 5-12. SEAL GAP ADJUSTMENT
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Disc Brake Assembly
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Floating Ring Seal Assembly/Installation Failures are usually caused by combinations of factors rather than one single cause, but many failures have one common denominator: ASSEMBLY ERROR! Floating ring seals should ALWAYS be installed in MATCHED pairs: that is, two new rings OR two rings that have previously run together. NEVER assemble one new ring and one used ring; or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!! 1. Inspect seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone smooth and clean, if required. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use tri-chloroethane #111 which is a non-petroleum base, rapid drying solvent leaving no film. Allow surfaces to dry completely. Use clean, lint-free material such as Micro-Wipes #05310" for cleaning and wiping.
When using tri-chloroethane or any solvent, avoid prolonged skin contact. Use solvents only in well ventilated areas and use approved respirators to avoid breathing fumes. Do not use near open flame or welding operations or other heated surfaces exceeding 900F (482C). Do not smoke around solvents. Both ramps must be dry. Use clean, lint-free cloths or lint-free paper towels for wiping. NOTE: Oil from adjacent bearing installations or seal ring face lubrication MUST NOT get on the ramp or toric until after both seal rings are together in their final assembled position. 2. Install the rubber toric on the seal ring.
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
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Disc Brake Assembly
J5-11
3. Place installation tool onto seal ring with toric. Refer to Special Tools, Section M for installation 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 installation tool to position seal ring and toric ring squarely against the seal housing. APPLY SUDDEN AND EVEN PRESSURE to pop (push) toric under housing retaining lip. 7. Toric can twist if it is dry on one spot or if there are burrs or fins on the housing retaining lip. A bulging toric or cocked seal can contribute to eventual 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 before further assembly. Once correctly in place, the toric ring must roll on the ramps only. If correct installation is not obvious, repeat steps 3 through 6.
5. CHECK WITH SIGHT GAGE. Check variation in seal ring assembled height in four places, 90 apart. Height variation around the assembled ring should not exceed 0.51 0.05 in. (1.30 0.01 mm) for brake assembly floating seal or 0.45 0.04 in. (1.14 0.01 mm) for the hub seal.
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Disc Brake Assembly
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10. Be certain both housings are in correct alignment 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 leakage.
Make certain 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 distribute the oil evenly. Make sure no oil comes in contact with the rubber toric rings or their mating 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.)
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Disc Brake Assembly
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WET DISC BRAKE BLEEDING PROCEDURE

NOTE: Rear wheel brakes must be bled prior to rear tire installation. 1. Be certain the hydraulic brake supply (steering circuit) is operating properly. 2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators, earlier in this Section of the manual. 3. Be certain bleeddown valves on brake accumulator manifold are closed. 4. Check hydraulic tank oil level and correct if necessary. 5. With the wheels securely blocked, start the engine and allow accumulators to fill. 6. Slowly depress the brake pedal until the service brake is partially applied.
Rear Wheel Brakes: 7. Crack open the O-ring plug located next to the cooling oil port and brake apply port on the brake backplate. Close plug after oil runs clear and free of bubbles. Repeat for remaining wheel. NOTE: The other cooling line has a single hex plug located adjacent. DO NOT use this plug for bleeding brake. Front Wheel Brakes: NOTE: The front wheel brakes are equipped with a diagnostic coupler on the brake backplate. A hose with a mating fitting can be attached and used to direct the oil into a container during the bleeding process. 8. Attach a hose to the diagnostic coupler on the brake backplate (brake apply pressure circuit). 9. Slowly depress the brake pedal until the service brake is partially applied. 10. After oil stream is clear of air, remove hose from coupler. Release brake pedal. 11. Repeat steps 8 through 10 for the remaining wheel. 12. Shut down engine, allow steering accumulators to bleed down and check hydraulic tank oil level.
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Disc Brake Assembly
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PARKING BRAKE
The Model 930E truck is equipped with a dry disc type parking brake assembly mounted on each wheel motor rotor shaft. The parking brake assemblies are inboard mounted and can be accessed through the rear axle housing door. The parking brake is intended to prevent truck movement after the vehicle has stopped, the engine is shut down, and when the truck is left unattended. The parking brake is not for use during truck loading or dumping operations. Refer to the Operation and Maintenance Manual for additional brake system operation instructions. When the parking brake switch is placed in the ON position, the parking brake solenoid valve (SV2) located on the brake manifold in the hydraulic components cabinet is de-energized, removing hydraulic pressure from the parking brake assemblies. Internal belleville springs in the park brake assemblies act on the piston to compress the disc pack, preventing rotation of a gear (4, Figure 7-1) mounted on the wheel motor rotor shaft. When the parking brake is switched to the OFF position, pressurized oil is supplied to the brake assemblies through the (energized) parking brake solenoid valve. Oil pressure applied to the parking brake piston compresses the belleville springs, releasing the discs to allow the wheel motor rotor gear to rotate. System interlocks prevent application of the parking brake if the truck is in motion.
OPERATION
The parking brake is a spring applied, hydraulically released, multiple disc type brake, actuated by the parking brake switch mounted on the instrument panel in the operators 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
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Parking Brake
J7-1
MAINTENANCE
The parking brake system requires periodic inspection to determine the amount of wear incurred to insure adequate brake torque is available. The following inspection should be made at 500 hour intervals. Inspection 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 seconds 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 wheels. 2. Open brake accumulator bleeddown valves located on brake manifold inside the hydrauilc components cabinet behind the cab. Allow adequate time for the accumulators to bleed down completely. 3. Open the rear axle housing access door and remove wing nuts retaining duct inside door. Remove duct tube and open access covers inside axle housing. 4. Observe for signs of oil leakage or damage. 5. Measure amount of disc wear as follows: a. With the parking brake applied, insert a depth micrometer through one of the piston position holes (18, Figure 7-2) and record the dimension. b. Repeat step a., measuring through the other two holes and recording the dimensions. c. Add the three measurements and divide the total by 3 to determine the average. d. If the resulting average of the three measurements is greater than 0.969 in. (24 mm), the parking brake assembly must be removed and rebuilt. 6. Repeat step 5 for the other parking brake assembly. 7. After inspection is complete, close duct access covers and reinstall duct outlet tube.
Removal Parking brake repairs should be performed when the wheel motor is removed from the truck whenever possible. If repairs are necessary when the wheel motor is installed, it will be necessary to setup a lifting device inside the rear axle housing to support the weight of the brake assembly when it is removed from the wheel motor. If repairs are made when the wheel motor is removed, follow the appropriate procedures below. If repairs must be accomplished with the wheel motor installed on the truck, follow all procedures listed below.
The parking brake assembly weighs approximately 350 lbs. (159 kg). Be certain a lifting device capable of supporting the weight is used to support the brake assembly when removed. 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 seconds 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 wheels. 2. Block wheels securely to prevent truck movement during parking brake repair. 3. Open brake accumulator bleeddown valves located on brake manifold inside the hydrauilc components cabinet behind the cab. Allow adequate time for the accumulators to bleed down completely. 4. Open the rear axle housing access door and remove wing nuts retaining duct inside door. Remove duct tube and open access covers inside axle housing. Remove ducts as required to setup a lifting device for brake removal. 5. Disconnect park brake apply supply hose (7, Figure 7-1). 6. Remove capscrews and lockwashers (9). Install guide studs in two of the mounting holes to support 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
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Parking Brake
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Gear Removal: If the rotor shaft gear (4, Figure 7-1) is worn, damaged or otherwise requires removal, follow the procedures below: NOTE: The gear is a shrink fit on the splined motor shaft. 1. Remove capscrew and hardened washer (6, Figure 7-1) from shaft. Remove retainer plate (5). 2. Install a gear puller using tapped holes provided in gear (4). 3. Apply heat around gear hub area while tightening puller until gear is removed from shaft. Installation Gear Installation: If the wheel motor rotor shaft gear was removed, install gear prior to parking brake installation. 1. Thoroughly clean gear (4, Figure 7-1) and shaft. Inspect splines and remove burrs, etc. that may interfere with installation. 2. Heat gear to 536F (280C). Install immediately on shaft; gear must be fully seated against shoulder on rotor shaft. 3. Install retainer plate (5) , washer and capscrew (6). Tighten capscrew to 440-495 ft. lbs. (595-670 N.m) torque.
Park Brake Installation: NOTE: Two oil supply ports are provided on the lower half of the parking brake assembly. Install the O-ring fitting for attaching the supply hose (7, Figure 7-1) to the lowest port, depending on whether the brake is to be installed on the right or left wheel motor. Install an O-ring plug in the unused port. 1. Install two guide studs in wheel motor end frame to guide brake assembly into position. Be certain mating surfaces are clean and free of burrs. 2. Lift parking brake into position for installation. Note proper orientation depending on whether brake is to be installed on a left or right wheel motor. (Bleeder screw at top of brake will be tilted toward front of truck.) 3. Slide assembly over guide studs and gear on wheel motor rotor shaft. 4. Install capscrews and lockwashers (9, Figure 7-1) Tighten evenly to be certain brake housing is properly seated on the wheel motor. Tighten to 220 ft. lbs. (298 N.m) final torque. 5. Install brake oil supply hose (7). Remove lifting equipment. 6. Refer to Park Brake Bleeding Procedure and bleed air from brake apply line and housing. 7. Reinstall all ducts removed.
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Parking Brake
J7-3
Disassembly 1.Match mark housing (3, Figure 7-2), piston housing (4), and cap structure (5).
The following procedure is necessary to properly relieve the pressure exerted by the belleville springs on the cap structure. Failure to follow this procedure could result in capscrew failure and personal injury during disassembly! 2. Loosen the 12-point capscrews (10, Figure 7-2) evenly, in 20 ft. lbs. (27 N.m) increments. a. Alternate the loosening procedure by selecting successive capscrews located approximately 180 from the previous. b. Continue loosening procedure until spring pressure is released and capscrews and washers can be removed by hand. 3. Remove cap structure (5). Lift belleville springs (7) out of piston (6) counterbore. 4. Lift piston/housing assembly off housing (3) dowels. 5. Remove springs (1), separator discs (12), and friction discs (13). 6. Remove piston (6) from piston housing (4). Remove piston seals (8 & 9) and discard. Cleaning and Inspection 1. Clean all parts thoroughly. 2. Inspect dowel pins (2, Figure 7-2). If pins are grooved from excessive wear or otherwise damaged, press defective pin out of housing. 3. Inspect compression springs (1, Figure 7-2). Check springs for free height and test for height under load. Replace if not within approximately 10% of specification. Free Height: . . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm) Height @ 36.4 lb. (162N) working load: . . . . . . . . . . . . . . . . . . . 0.350 in. (8.89 mm) 4. Inspect belleville springs for cracks or damage. 5. It is recommended the separator discs and friction discs be replaced if wear is indicated. 6. Check piston and piston housing bore for scratches, nicks, pitting or other defects than may cause seal leakage. Slight defects may be repaired by polishing.
Assembly 1. If dowel pins (2, Figure 7-2) have been 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. 3. Install another separator disc, the 2nd friction disc and the remaining separator disc. NOTE: The internal teeth of the two friction discs must be aligned and must be concentric with the pilot diameter machined on the rear of the housing to enable the completed assembly to be installed properly. If available, a mating gear as installed on the wheel motor rotor shaft (4, Figure 7-1) should be used to simplify alignment. 4. Assemble the seals (8 & 9) on the piston. a. Install O-ring seal in bottom of each groove. Be certain O-rings are not twisted. b. If available, use an expander to expand the O.D. of each seal enough to allow it to slide onto piston. NOTE: If an expander tool is not available, the seals may be heated to 400F (204C) MAXIMUM. This will allow ring to be manually expanded until it will fit over piston. c. When each seal is over the groove, re-size by compressing the seal ring. Use a full circle clamp with any sharp edges or grooves covered to prevent damage to the seal surfaces. d. Install the quad ring in each seal. 5. Lubricate the piston seals and insert piston (6) into piston housing (4). 6. Install piston/housing assembly over dowels on housing (3). 7. Place belleville springs (7) in piston counterbore as shown in Figure 7-2. 8. Place cap structure (5) on assembly and insert capscrews (10) with hardened washer (11). Do not tighten capscrews.
The following procedure is necessary to properly compress the belleville springs. Failure to follow this procedure could result in capscrew failure and personal injury during assembly!
J7-4
Parking Brake
J07010 12/98
FIGURE 7-2. PARKING BRAKE ASSEMBLY 1. Compression Spring 2. Dowel Pin 3. Housing 4. Piston Housing 5. Endcap Structure 6. Piston 7. Belleville Springs 8. Piston Seal Assembly 9. Piston Seal Assembly 10. Capscrew 11. Hardened Washer 12. Separator Disc Pressure Test: 10. Install the O-ring plug and bleeder (17). Install a fitting in one of the pressure supply ports and attach a hydraulic power source. Install an O-ring plug in the remaining port. a. Slowly apply pressure and open the bleeder valve to bleed air from the piston cavity. Close the bleeder and apply 300 psi (2068 kPa) hydraulic pressure and hold for one (1) minute. b. Observe for oil leakage. NO leakage is permitted. c. If leakage occurs, the brake assembly must be disassembled and repaired. 13. Friction Disc 14. Gear (Armature) 15. Plug 16. Oil Supply Port 17. Bleeder & O-Ring Plug 18. Piston Position Holes
9. Select three capscrews 120 apart and mark them. a. Tighten the marked capscrews to 30 ft. lbs. (41 N.m) torque. (Snug the remaining capscrews after each of the marked capscrews are torqued in the following steps.) b. Re-tighten the marked capscrews until the gap between the cap structure and piston housing is equalized. c. Re-tighten the marked capscrews in 20 ft. lbs. (27 N.m) increments until fully tight - 90 ft. lbs. (122 N.m) torque. d. Tighten the remaining capscrews to 90 ft. lbs. (122 N.m) torque.
J07010 12/98
Parking Brake
J7-5
PARKING BRAKE BLEEDING PROCEDURE 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 seconds 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 wheels. 2. Block the truck wheels securely to prevent movement when the parking brake is released. 3. Open the rear axle housing access 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. 6. Connect a clear plastic hose to the parking brake bleeder screw. Place the other end of hose in a container. 7. Slowly open bleeder valve and allow hydraulic fluid to run until clear and free of bubbles. Close bleeder screw securely. 8. Repeat steps 6 & 7 for the other parking brake. 9. Shut down engine. 10. Remove brake bleed equipment, close axle housing cooling air ducts and reinstall duct tube at door.
J7-6
Parking Brake
J07010 12/98
SECTION L HYDRAULIC SYSTEM INDEX

HYDRAULIC SYSTEM . . . . . . . . . HOIST CIRCUIT OPERATION . . STEERING CIRCUIT OPERATION DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2 L2-2 L2-4 L2-6
HYDRAULIC SYSTEM COMPONENT REPAIR HOIST PUMP . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . . Disassembly . . . . . . . . . . . Assembly . . . . . . . . . . . . . TROUBLESHOOTING GUIDE . . . . . . HYDRAULIC TANK . . . . . . . . . . . . Filling Instructions . . . . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . . Strainers . . . . . . . . . . . . . . . Breathers . . . . . . . . . . . . . . . STEERING CIRCUIT . . . . . . . . . . STEERING CIRCUIT OPERATION COMPONENT DESCRIPTION . . Steering Control Valve . . . . Bleed Down Manifold Valve . Accumulators . . . . . . . . . Flow Amplifier . . . . . . . . . Steering Pump . . . . . . . . STEERING CONTROL UNIT . . . . Removal . . . . . . . . Installation . . . . . . . REBUILD PROCEDURE . . . . Disassembly . . . . . . Cleaning and Inspection Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. L3 L3-1 L3-1 L3-3 L3-4 L3-8 L3-13 L3-14 L3-14 L3-14 L3-15 . L3-15 . L3-16 . . . . . . . . . . . . . . . . . . . . . L4 L4-1 L4-2 L4-2 L4-3 L4-5 L4-6 L4-16 . L5 L5-1 L5-1 L5-2 L5-2 L5-3 L5-5 . L6 L6-1 L6-2 L6-5 L6-6 L6-10
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . STEERING ACCUMULATORS . . . . . . . . . . . . . . STEERING ACCUMULATOR CHARGING PROCEDURE FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . STEERING CYLINDERS . . . . . . . . . . . . . . . . .
L01033
Index
L1-1
STEERING AND BRAKE PUMP Removal . . . . . . . . Installation . . . . . . Disassembly . . . . . . Assembly . . . . . . . TROUBLESHOOTING CHART . HOIST CIRCUIT . . . . . . . . . . HOIST CIRCUIT OPERATION COMPONENT DESCRIPTION HOIST CIRCUIT OPERATION . . . .
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L6-12 L6-12 L6-12 L6-14 L6-20 L6-23
. . L7 . L7-1 . L7-2 . . L7-5 . . L8 . L8-1 . L8-9 . L8-12 . L8-20 . . . . . . . . . . . . . . . . . . L9 L9-1 L9-3 L9-4
HOIST CIRCUIT COMPONENT REPAIR . . . . . HOIST VALVE . . . . . . . . . . . . . . . . HOIST PILOT VALVE . . . . . . . . . . . . . HOIST CYLINDERS . . . . . . . . . . . . . DISABLED TRUCK DUMPING PROCEDURE HIGH PRESSURE FILTERS . . . HOIST CIRCUIT FILTER . . . STEERING CIRCUIT FILTER . Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE . . . . . Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . Steering Control Unit Flow Amplifier Leakage Test . . . . . . . . . . . . . Shock and Suction Valves . . . . . . . . . . . . . . . . . . . . . . . . . . HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . . . . . . . . . .
. L10 L10-1 L10-2 L10-3 L10-5 L10-6 L10-6 L10-7 L10-8 L10-10 L10-13
L1-2
Index
L01033
HYDRAULIC SYSTEM
The following is a general description of the Model 930E hydraulic system. Additional information concerning individual component description and operation can be found under the different system circuits such as the hoist circuit, steering circuit, and hydraulic brake circuit.
FIGURE 2-1. HYDRAULIC SYSTEM COMPONENTS AND PIPING 1. Hoist Cylinders 2. Hoist Valve 3. Hydraulic Tank 4. Bleeddown Manifold 5. Steering Accumulators 6. Hydraulic Components Cabinet 7. Flow Amplifier Valve 8. Heat Exchanger (Brake System Cooling) 9. Steering Cylinders 10. Brake System Auxiliary Accumulators 11. Hoist Circuit Filters 12. Steering Circuit Filter
L02028
Hydraulic System
L2-1
Note: Figure 2-1 illustrates the general location of the hydraulic components on early production models. Refer to Figure 2-2 through 2-5 for components installed on current production trucks. The hoist, steering and brake circuits share a common hydraulic tank (3, Figure 2-1). The tank is located on the left side of the frame, forward of the rear wheels. Service capacity of the tank is 250 gal. (947 l). Type C-4 hydraulic oil is recommended for use in the hydraulic system. NOTE: It is highly recommended that any hydraulic oil to be used for filling or adding to the hydraulic system is routed through a 3 micron filter device prior to use. Oil used in the hoist, steering and brake circuits flows from the bottom of the tank through 100 mesh wire suction strainers.
Hoist Circuit Operation Hydraulic oil from the tank (8, Figure 2-2) is supplied to a gear type hoist circuit pump, rated at 246 GPM (931 l/min.) @ 1900 RPM and 2500 psi (17.2 MPa). Oil from the pump outlet port is directed to high pressure filters (7) and then enters the hoist valve (4). The hoist pump (and steering/brake pump) is driven by a driveshaft (6) off the rear of the traction alternator. The hoist valve directs oil flow to the hoist cylinders (1) when the operator moves the body dump control lever. The body dump lever is connected to the hoist pilot valve located in the hydraulic components cabinet by a flexible control cable. If the control lever is in the float position, oil is returned to the hydraulic tank through the Brake/Hoist Return Oil manifold (2, Figure 2-2) 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.
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before starting truck. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines are capped while the component is removed from the truck.
L2-2
Hydraulic System
L02028
FIGURE 2-2. HOIST PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Valve 5. Bleeddown Manifold 6. Pump Drive Shaft 7. Hoist Circuit Filters 8. Hydraulic Tank 9. Hoist Valve Pilot Circuit Hoses
L02028
Hydraulic System
L2-3
Steering Circuit Operation Hydraulic oil from the tank is supplied to a piston type, pressure compensated steering and brake circuit pump (16, Figure 2-3), rated at 66 GPM (257 l/min.) @ 1900 RPM. An unloader valve (15) maintains system pressure between 2750 psi (18.9 MPa) and 3025 psi (20.9 MPa) . Oil from the pump is directed to a high pressure filter (10, Figure 2-4) before entering the bleed down manifold (4). The bleed down manifold provides several functions in the steering, brake, and hoist systems. It is used to route oil flow to the steering system and hydraulic brake system. (Refer to Section J for brake system operation.)
Steering system oil is directed to the accumulators (5), used to store pressurized oil in the event of loss of pump pressure. Oil is also directed to the flow amplifier valve (3) for use by the cab mounted steering control unit and steering cylinders (1). A relatively small volume of oil is supplied from the flow amplifier to the steering control unit, mounted on the steering column in the cab. When the operator moves the steering wheel, oil is routed from the steering control unit back to the flow amplifier based on the direction and rate of speed of rotation of the steering wheel. The flow amplifier provides a large volume of oil to the steering cylinders to turn the front wheels determined by input from the steering control unit.
FIGURE 2-3. HYDRAULIC PUMP MODULE 1. Hoist Valve Tank Return (To Brake/Hoist Return Manifold) 2. Supply to Pilot Valve 3. Hoist Valve 4. From Pilot Valve 5. To Brake/Hoist Return Manifold 6. Work Port Outlet 7. Supply From Hoist Pump & Filter 8. Counterbalance Valve 9. Needle Valve 10. Overcenter Manifold 11. Hoist Cylinder Supply Tubes 12. Hoist Quick Disconnects 13. Pump Case Drain Line 14. Steering Pump Inlet Port 15. Unloader Valve 16. Steering/Brake Pump 17. Hoist Pump Inlet Hoses 18. Hoist Pump 19. Pump Driveshaft
L2-4
Hydraulic System
L02028
FIGURE 2-4. STEERING SYSTEM COMPONENTS (Bottom View) 1. Steering Cylinders 2. Manifold 3. Flow Amplifier Valve 4. Bleeddown Manifold 5. Steering Circuit Accumulators 6. Hoist Circuit Pump 7. Steering/Brake Pump 8. Hydraulic Tank 9. Shut-off Valve 10. Steering/Brake Circuit Filter
L02028
Hydraulic System
L2-5
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 (10, Figure 2-6) to the Brake/Hoist Return Oil Manifold (8), to the brake assemblies and is then returned to the Brake/Hoist Return Oil Manifold and the hydraulic tank (7). Oil supplied to the front wheel brakes is routed from the hoist valve to an oil/water heat exchanger (1) before entering the brake assemblies. 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. Brake cooling circuit pressure is limited by orificed regulator valves located in the Brake/Hoist Return Oil Manifold. Figure 2-5 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 2-5. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 10. Rear Brake Return 2. Rear Brake Supply Press. 3. Rear Brake Supply Press. 11. Hoist Return Press. 4. Front Brake Supply Press. 12. Front Brake Return 5. Rear Brake Cooling Oil Press (From Hoist Valve) 13. Rear Brake Return 6. Return From Hoist Vlv. 14. Rear Brake Return 7. Return From Hoist Vlv. 15. Hoist Return to Tank 8. Manifold 16. Front Brake Return 9. Front Brake Bypass 17. Front Brake Return 18. Front Brake Return
L2-6
Hydraulic System
L02028
FIGURE 2-6. DISC BRAKE COOLING SYSTEM 1. Heat Exchanger 2. Front Brake Cooling Oil Supply From Hoist Valve 3. Left Front Brake Cooling Outlet Hose 4. Right Front Brake Cooling Inlet Hose 5. Right Front Brake Cooling Outlet Hose 6. Left Front Brake Cooling Inlet Hose 7. Hydraulic Tank 8. Brake/Hoist Return Oil Manifold 9. Rear Brake Cooling Supply & Return Lines 10. Hoist Valve 11. Rear Axle Housing
L02028
Hydraulic System
L2-7
NOTES:
L2-8
Hydraulic System
L02028
HYDRAULIC SYSTEM COMPONENT REPAIR

HOIST PUMP
Removal NOTE: The hoist pump can be removed without removing the steering pump from the truck if desired. 1. Turn keyswitch Off and allow ample time (approximately 90 seconds) for the accumulators to bleed down. 2. If necessary, drain the hydraulic tank by use of the drain valve located on the rear side of the tank. NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valves can be closed and both pump inlet lines can be drained, eliminating the need to completely drain the tank. Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines and components are capped while the component is removed from the truck. 3. Remove the rear axle blower duct to allow the hoist pump to be lowered from the pump module mounting bracket for removal. Remove duct support bracket. 4. Close the pump supply shut-off valves.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Valve 5. Bleeddown Manifold 6. Pump Driveshaft 7. Hoist Circuit Filters 8. Hydraulic Tank 9. Hoist Valve Pilot Circuit Hoses
L03027
Hydraulic Component Repair
L3-1
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.
FIGURE 3-2. HYDRAULIC PUMPS 1. Pump Outlet Hoses 5. Steering/Brake Pump 2. Pump Mount Capscrews 6. Pump Mount Bracket 3. Hoist Pump 7. Outlet Hose 4. Pump Mount Capscrews
The hoist pump weighs approximately 250 lbs (113 kg). The hoist and steering pump together weigh approximately 500 lbs (227 kg). Use a suitable lifting or support device that can handle the load safely.
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL 1. Hoist Pump 2. Nut & Washer 3. Dowel 4. O-ring 5. Capscrew 6. Bearing Plate 7. O-ring 8. Transition Plate 9. Coupling 10. Capscrew 11. Steering & Brake Pump 12. Pump Case Return Fitting (Pump Drain) 13. Inlet Port 14. Compensator Adjustment 15. Unloader Adjustment 16. O-ring 17. Nut
L3-2
L03027
7. Attach a suitable lifting or support device to the hoist pump capable of handling approximately 250 lbs (113 kg). Attach a support to the front end of the steering pump to hold it in place during removal of the hoist pump. 8. Remove the four capscrews (2, Figure 3-2) securing the hoist pump to the front support bracket. Remove the six capscrews holding the 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 remove) the rear support bracket capscrews holding the steering pump. Lower the pumps allowing hoist pump to come down further than steering pump. 10. Remove the four steering/brake pump mounting capscrews (4). Slide hoist pump forward to disengage the splines of drive coupling (9, Figure 3-3) from the steering pump. 11. Move pump to a clean work area for disassembly.
Installation NOTE: The following assumes the steering pump is already in position on the truck. 1. Install O-ring (16, Figure 3-3) to steering pump (11). Install coupler (9) to hoist pump.
The hoist pump weighs approximately 250 lbs (113 kg). The hoist and steering pump together weigh approximately 500 lbs (227 kg). Use a suitable lifting or support device that can handle the load safely. 2. Attach a suitable lifting or support device to the hoist pump capable of handling approximately 250 lbs (113 kg). Move pump into position in truck. 3. Lubricate the steering pump spline shaft and align with coupling (9). Install hoist pump to steering pump and install capscrews (10) with hardened washers and tighten to standard torque. Raise pumps up into position. 4. Attach front support bracket to the pump module support structure and to the pump with capscrews, 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 steering pump support bracket (7, Figure 3-2) capscrews 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 hydraulic 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 capscrews (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.
L03027
L3-3
Disassembly NOTE: As parts are removed they should be laid out in a group in the same order in which they are removed. 1. Clean the exterior of the pump assembly thoroughly. If the steering pump is attached, remove capscrews (10, Figure 3-3) and pull the steering pump free of transition plate (8). Remove O-ring (16). 2. Remove coupling (9). Remove dowels (3) if damaged, or if replacement of the bearing plate is necessary.
3. The pump may be supported by placing on wood blocks with the input drive shaft pointing down. Mark each section nearest the input drive gear to facilitate reassembly 4. Remove nuts (17, Figure 3-3). Remove bearing plate (20, Figure 3-4) with transition plate (22) and O-ring (26). Remove capscrews securing the bearing plate to the transition plate and remove O-ring (23). Remove dowels if damaged, or if replacement of the transition plate is necessary.
FIGURE 3-4. HOIST PUMP 1. Drive Gear & Shaft 2. Seal 3. Idler Gear 4. Stud 5. Steel Ball 6. Flange 7. Dowel 8. Gear Plate 9. O-ring 10. Connector Plate 11. O-ring 12. Bearing Plate 13. Gear Plate 14. Connector Plate 15. Washer 16. Nut 17. Stud 18. Idler Gear 19. Dowel 20. Bearing Plate 21. Dowel 22. Transition Plate 23. O-ring 24. (Not Used) 25. Coupler 26. O-ring 27. Drive Gear (Rear) 28. Snap Ring 29. Coupler 30. Steel Ring 31. Backup Ring 32. O-ring 33. Pressure Plate 34. Isolation Plate 35. Plug 36. Snap Ring
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5. Remove connector plate (9, Figure 3-5). Remove O-ring (8) and steel rings (10) and (14). Remove dowels (6) if damaged, or if connector plate replacement is necessary. NOTE: If the connector plate is stuck, tap lightly with a plastic hammer to loosen.
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). 8. Remove bearing plate (2, Figure 3-5). Remove O-ring (23) and stud O-rings (1). Remove dowels (20) if damaged or replacement of the bearing plate is necessary. 9. Remove coupling (21). Remove snap ring (22) if damaged or replacement is necessary. NOTE: Disassembly of the rear pump section is now complete. Do not remove thru studs at this time as the studs serve as guides for disassembly.
6. Remove backup ring (15), O-ring and retainer (16) and isolation plate (17). Grasp the drive gear (12) and idler gear (11) and pull straight up and out of the gear plate (5) bore. Remove pressure plate (18) from gears.
FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section) 1. O-ring 2. Bearing Plate 3. O-ring 4. O-ring 5. Gear Plate 6. Dowel 7. Stud 8. O-ring 9. Connector Plate 10. Steel Ring 11. Idler Gear 12. Drive Gear (Rear) 13. Bearings 14. Steel Ring 15. Backup Ring 16. O-ring & retainer 17. Isolation plate 18. Pressure Plate 19. Pressure Plate 20. Dowels 21. Coupling 22. Snap Ring 23. O-ring
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L3-5
10. Remove bearing plate (10, Figure 3-6). If the bearing plate is stuck, tap lightly with a plastic hammer to loosen it. Remove O-rings (9) and (11). 11. Remove steel rings (13), backup ring (14), O-ring and retainer (15) and isolation plate (17). Remove dowels (16) if damaged or if replacement of the bearing plate (10) is necessary. 12. Unthread the thru studs (12) and remove. Remove flange (5), if stuck tap flange lightly with a plastic
hammer to loosen. Remove O-ring (8). Remove dowels (6) if damaged or if replacement of the flange (5) or gear plate (7) is necessary. 13. Remove steel rings, backup ring, O-ring and 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 2. Seal 3. Idler Gear 4. Steel Ball 5. Flange 6. Dowel 7. Gear Plate 8. O-ring 9. O-ring 10. Bearing Plate 11. O-ring 12. Thru Studs 13. Steel Rings 14. Backup Ring 15. O-ring & Retainer 16. Dowel 17. Isolation Plate 18. Pressure Plate 19. Plug 20. Seal 21. Snap Ring
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L03027
FIGURE 3-7. PREPARATION FOR SEAL REMOVAL 1. Flange 2. Bearings 3. Wooden Blocks
FIGURE 3-8. SHAFT SEAL REMOVAL 14. Remove outboard shaft seal (2), snap ring (21) and inboard shaft seal (20). 1. Flange 2. Punch 3. Bearings
NOTE: To aid in shaft seal removal place the flange on two small wooden blocks as shown in Figure 3-7.
15. Use a punch and hammer and tap the outboard shaft seal out of the flange bore. (Refer to Figure 3-8.) Use care not to mar, scratch or damage the seal bore surface, or bearings. 16. After the seals and snap ring have been removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number 400 emery paper (only).
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L3-7
INSPECTION OF PARTS
1. Examine the gear bores in both gear plates, reference Figure 3-9. During the initial break-in, the gears cut into the aluminum gear plates. The nominal depth of this cut is 0.008 in (0.203 mm) and should not exceed 0.015 in (0.381 mm). As the gear teeth cut into the gear plates, metal is rolled against the pressure plates. Using a knife or sharp pointed scraper, remove the metal that was rolled against the pressure plates. Remove all metal chips that were broken loose.
NOTE: Replacing new bearing in the flange, connector plates or bearing plate is not recommended due to close tolerances and special tooling required for crimping the bearing in place to prevent bearing spin. 6. Inspect the flange seal bore for scratches or gouges which may interfere with shaft seal installation. 7. For additional pump and system inspection refer to the Troubleshooting Guide. Assembly 1. A suitable seal press ring or plug and two small wood blocks should be available.
When removing the rolled up metal, do not attempt to remove the gear track-in grooves. 2. Examine the pressure plates. They should not show excessive wear on the bronzed side. If deep curved wear marks are visible, discard and replace with new. 3. Examine the gears. If excessive wear is visible on the journals, sides, or face of the gears, or at the point where the drive gear rotates in the lip seal, discard and replace with new. 4. If any of the internal parts show excessive wear, replace with new. Replace all O-rings and seals 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.
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. 3. Open the vise jaws wide enough to accept the combined thickness of the flange, wood blocks and press ring. 4. Place the wood blocks flat against the fixed jaw of the vise. Place the flange plate against the blocks in such a position that the bearing projections are between the blocks and clear of the vise jaw, refer to Figure 3-10. 5. Lubricate the seals with hydraulic oil. Position the inboard shaft seal (3, Figure 3-11) with the metal face toward the outboard end of the flange.
FIGURE 3-9. GEAR BORE INSPECTION 1. Gear Track-in 2. Gear Plate
FIGURE 3-10. SHAFT SEAL INSTALLATION 1. Flange 2. Wood Blocks 3. Bearing Projection
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L03027
6. Position the press ring over the seal. Make sure the seal stays centered and true with the bore, and start applying pressure with the vise. Continue pressing the seal until it just clears the snap ring groove in the bore. 7. Install snap ring (2, Figure 3-11) with the snap ring opening over the weep hole (10). 8. Install the Outboard seal (metal face out), until it just contacts the snap ring. 9. Lubricate the 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 studs. Reference Figure 3-12 for proper stud location. Lubricate and install O-ring (7). Install dowel pins (12), if removed. Install gear plate (13). Make sure the recess in the gear plate will be toward the connector plate, or facing up when the gear plate is installed. 10. Install steel rings (5, Figure 3-12). Lubricate and install backup ring (8), O-ring (7) and ring retainer (6) as shown in Figure 3-12. 11. Install the isolation plate (9) on the suction side of the gear plate. The isolation plate has a relief area
milled on one side; turn that side up or toward the pressure plate. 12. With the bronze side up and the milled slot facing toward the discharge side, slide pressure plate (2, Figure 3-13) down into the gear bores until it rests on the backup ring and O-ring. Do not force the plate down the gear bores. If it hangs up on the way down, work it back and forth until it slides freely into place. 13. Coat the inside of the gear plate and the gears with clean hydraulic oil. NOTE: To ensure the gear pump is correctly timed during reassembly, place a mark on the end of the input shaft to indicate the location of the valley between any two gear teeth. Refer to Figure 3-16 which illustrates gear timing.
14. With the extension end of the drive gear facing toward the shaft seals, install the drive gear. Do not drop the gear in the bore as damage to the bronze face of the pressure plate could result. Use care when pushing the drive gear extension thru the shaft seals. Install the idler gear.
FIGURE 3-11. SHAFT SEAL INSTALLATION 1. Outboard Shaft Seal 2. Snap Ring 3. Inboard Shaft Seal 4. Seal, Metal Face 5. Flange 6. Steel Ball 7. O-ring 8. Bearing 9. Bearing 10. Weep Hole 11. Plug 12. Dowel 13. Gear Plate 14. Thru Studs
FIGURE 3-12. PUMP REASSEMBLY 1. Gear Plate 2. Drive Gear 3. Idler Gear 4. Bearing 5. Steel Ring 6. Retainer 7. O-ring 8. Backup Ring 9. Isolation Plate 10. Relief Area 11. Thru Studs
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L3-9
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 2. Pressure Plate 3. Slot
FIGURE 3-14. HOIST PUMP REASSEMBLY 1. Drive Gear & Shaft 2. Idler Gear 3. Gear Plate 4. Relief 5. O-ring 6. Connector Plate 7. O-ring 8. Snap Ring 9. Coupling 10. Thru Studs 11. Steel Ring 12. Backup Ring 13. O-ring & Retainer 14. Dowel 15. Isolation Plate 16. Pressure Plate 17. Bearings
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18. Lubricate O-ring (3, Figure 3-15) and install in bearing plate (7). Lubricate O-rings (4) and install over studs (12). Replace dowel (2) if removed. Install 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.
20. Lubricate I.D. of bearings (26). Install O-rings (8 & 9) and dowel (25) if removed. Install gear plate (10). Make sure relief in gear plate is toward bearing plate (7).
FIGURE 3-15. HOIST PUMP REASSEMBLY 1. Drive Gear (Rear) 2. Dowel 3. O-ring 4. O-ring 5. Coupling 6. Connector Plate 7. Bearing Plate 8. O-ring 9. O-ring 10. Gear Plate 11. Connector Plate 12. Stud 13. Idler Gear 14. Capscrew 15. Bearing Plate 16. Transition Plate 17. O-ring 18. (Not Used) 19. Coupling 20. Nut 21. O-ring 22. Dowel 23. Dowel 24. O-ring 25. Dowel 26. Bearings
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L3-11
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.
26. Lubricate the thru stud threads and install two opposite stud nuts and hardened washers. Tighten nuts to 240 to 250 ft lbs (325 to 339 N.m) torque. 27. Using an 18 inch (45 cm) adjustable wrench, check pump drive shaft rotation. The drive shaft will be tight but should turn freely with a maximum of 5 to 10 ft lbs (7 to 14 N.m) torque, after the initial surge. (Figure 3-17.)
FIGURE 3-16. PUMP GEAR TIMING
22. Repeat steps 15 and 16 for installation of the remaining pressure plate, steel rings, backup ring, O-ring, and retainer and isolation plate. 23. Lubricate and install O-ring (24, Figure 3-15) in connector plate (11). Install dowel (23) if removed. Lubricate I.D. of bearing in the connector plate (11). Install connector plate (11) with flat washers and nuts. 24. Install dowel (22) if removed. Lubricate and position O-ring (17) in transition plate (16). Assemble bearing plate (15) to transition plate and install capscrews (14). Tighten capscrews to standard torque. 25. Lubricate O-ring (21) and position on bearing plate (15). Install the assembled bearing plate and transition plate (15 & 16) to the connector plate (11) and secure in place with nuts (20). Tighten nuts to standard torque.
FIGURE 3-17. PUMP ROTATION CHECK 1. Wrench 2. Input Shaft 3. Pump
28. If the shaft will not turn properly, disassemble the pump and examine the parts for burrs or foreign material causing buildup or interference between parts. 29. When the input shaft turns properly install the remaining hardened washers and nuts. Tighten nuts to 240 to 250 ft lbs (325 to 339 N.m) torque. 30. Install a new O-ring on steering pump flange and install steering pump to the transition plate (16, Figure 3-15). Install capscrews and tighten to standard torque.
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L03027
TROUBLESHOOTING GUIDE
(HOIST PUMP) TROUBLE POSSIBLE CAUSE SUGGESTED CORRECTIVE ACTION
1. Was clean oil used? 2. Was filter element change period correct? 3. Were correct filter elements used? 4. Hoist cylinder rod wiper and seals in good condition? 5. Cylinder rods dented or scored? 6. Was system flushed properly after previous failure? 1. Was system flushed properly after previous failure? 2. Contaminants generated elsewhere in hydraulic system? 3. Contaminants generated by wearing pump components? 1. Did shaft bottom in mating part? 2. Any interference between pump and machine? 1. Tank oil level correct? 2. Oil viscosity as recommended? 3. Restriction in pump inlet line? 4. Air leak in pump inlet line? 5. Loose hose or tube connection? 1. Was oil level correct? 2. Any leaks in piping inside tank? 1. Metal object left in system during initial assembly or previous repair? 2. Metal object generated by another failure in system? 1. Metal object left in system during initial assembly or previous repair? 2. Was relief valve setting too low? 3. Was oil viscosity correct? 4. Was oil level correct? 1. Relief valve setting correct? 2. Did relief valve function?
1. Sandblasted band around pressure 1. Abrasive wear caused by fine plate bores particles. 2. Angle groove on face of pressure a. Dirt (fine contaminants, not visible plate to the eye) 3. Lube groove enlarged and edges rounded 4. Dull area on shaft at root of tooth 5. Dull finish on shaft in bearing area 6. Sandblasted gear bore in housing 1. Scored pressure plates. 2. Scored shafts 3. Scored gear bore 2. Abrasive wear caused by metal particles a. Metal (coarse)contaminants, visible to the eye
1. Any external damage to pump 2. Damage on rear of drive gear and rear pressure plate only 1. Eroded pump housing 2. Eroded pressure plates
3. Incorrect installation
4. Aeration-Cavitation a. Restricted oil flow to pump inlet b. Aerated Oil
1. Heavy wear on pressure plate 2. Heavy wear on end of gear
5. Lack of oil
1. Housing scored heavily 6. Damage caused by metal object 2. Inlet peened and battered 3. Foreign object caught in gear teeth 1. Pressure plate black 2. O-rings and seals brittle 3. Gear and journals black 7. Excessive Heat
1. Broken shaft 2. Broken housing or flange
8. Over Pressure
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L3-13
HYDRAULIC TANK
Filling Instructions NOTE: If filling is required, use only type C-4 hydraulic oil as specified on the truck Lubrication Chart. Filtering of oil with a 3 micron filtering system is recommended.
5. Continue to repeat steps 1 thru 4 until oil level is maintained in the top sight gauge with the engine stopped, key switch Off, and body down. NOTE: With engine running and oil at operating temperature, the oil should be visible in the lower sight glass. If not, shut down engine and add oil per Filling Instructions. NOTE: Minor adjustments to oil level can be made by using the drain cocks (5) next to 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 key switch Off, wait for at least 90 seconds. 2. Remove the fill cap (1, Figure 3-18) and add clean type C-4 hydraulic oil until oil is at the top sight gauge. 3. Replace fill cap. 4. Start engine, raise and lower the dump body three times. Removal 1. Turn keyswitch Off and allow at least 90 seconds for the steering accumulator 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. Should a component fail in the hydraulic system, an oil analysis should be made before replacing any component. If foreign particles are evident, system must be flushed. Refer to Hydraulic System Flushing instructions.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 5. Attach a lifting device to the hydraulic tank. FIGURE 3-18. HYDRAULIC TANK 1. Fill Cap 2. Sight Gauges 3. Breather Filters (2) 4. Drain Valve 5. Drain Cocks 6. Remove the capscrews and lockwashers securing the hydraulic tank to the frame. 7. Move hydraulic tank to a clean work area for disassembly or repair.
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Installation 1. Install hydraulic tank and secure with capscrews and lockwashers. Tighten to 459 ft. lbs. (622 N.m) torque. 2. Uncap hydraulic lines and attach to the proper connections. 3. Replace breather filters if required. 4. Fill the hydraulic tank with clean, filtered C-4 hydraulic oil. Refer to Filling Instructions. 5. Bleed all air from hydraulic lines. 6. Bleed trapped air inside steering pump. Refer to Pump Pressure Setting, Section L for air bleeding procedure. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.
NOTE: If the oil is to be reused, clean containers must be used with a filtering (3-micron) system available for refill. 2. Be prepared to contain approximately 250 gal. (947 l) of hydraulic oil. Drain hydraulic oil from tank. 3. Disconnect pump suction hoses. (5, Figure 3-19). 4. Remove capscrews and lockwashers (3) securing cover (2) to the hydraulic tank. Remove and discard gasket. 5. Remove capscrews and lockwashers securing suction strainers. Remove suction strainers. Inspect and Clean 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 components in the hydraulic system. 1. Clean the strainers with fresh cleaning solvent from the inside out. 2. Inspect the strainers for cracks or wear. Replace, if necessary.
HYDRAULIC TANK STRAINERS

Removal
Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulators to bleed down after engine shutdown with the key switch Off. 1. Shut down the engine and the key switch Off for at least 90 seconds.
3. Clean any sediment from bottom of hydraulic tank. Installation 1. Install suction strainers and secure in place with capscrews and lockwashers. Tighten capscrews to standard torque. 2. Using new cover gasket move cover (2, Figure 3-19) into place and install capscrews and lockwashers (3). Tighten capscrews to standard torque. 3. Install pump suction hoses. 4. Fill the hydraulic tank; refer to Hydraulic Tank Filling Instructions. Open both suction line shutoff valves (4). 5. Loosen suction line connections at both pumps to bleed any trapped air. Tighten hose connections. 6. Bleed trapped air inside steering pump. Refer to Steering and Brake Pump Installation, this Section, for air bleeding procedure. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.
FIGURE 3-19. STRAINER REMOVAL 1. Hydraulic Tank 2. Cover 3. Capscrews & Lockwashers 4. Shutoff Valve 5. Pump Suction Hoses
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L3-15
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. Keep the area around the breather filters clean and 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. NOTE: Plugged breather filters can cause pressure build up inside the hydraulic tank and can cause the service brakes to drag.
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L03027
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The steering/brake pump (7, Figure 4-1) supplies oil to the bleeddown manifold (4) after passing through a high pressure filter (10). If the filter element becomes restricted, a warning indicator is activated at 40 psi (276 kPa) and oil will bypass the element at 50 psi (345 kPa). System pressure is regulated to between 2750 psi (19.0 MPa) and 3025 psi (20.9 MPa) by an unloader valve located on the bottom of the steering pump case.
FIGURE 4-1. STEERING SYSTEM COMPONENTS (Bottom View) 1. Steering Cylinders 2. Manifold 3. Flow Amplifier Valve 4. Bleeddown Manifold 5. Steering Circuit Accumulators 6. Hoist Circuit Pump 7. Steering/Brake Pump 8. Hydraulic Tank 9. Shut-off Valve 10. Steering/Brake Circuit Filter
L04031
Steering Circuit
L4-1
Oil pressure from the bleeddown manifold is routed 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 (5), the flow amplifier valve (3), and to the brake apply system. 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 operator to steer the truck off the haul road and park in a safe area if a loss of steering circuit oil occurs. A steering circuit bleeddown solenoid mounted on the bleeddown manifold is electrically activated when the key switch is turned OFF and bleed the hydraulic oil back to the tank to release the pressurized oil when the truck is parked.
COMPONENT DESCRIPTION
FIGURE 4-2. STEERING CONTROL UNIT T: Tank Port LS: Load Sense Port L: Left Steer Port 1. Valve Assembly P: Pressure (Supply) Port R: Right Steer Port STEERING CONTROL UNIT
If a loss of steering pressure occurs during operation, the truck must be stopped immediately. The pressure in the accumulators allow the operator to steer the truck for a short period. Do not attempt further operation until the problem is located and corrected.
The steering control unit (Figure 4-2) is mounted inside the cab and is directly coupled to the lower end of the steering column. Operation of the steering control unit is both manual and hydraulic in effect. This component incorporates a hydraulic control valve; steering effort applied to the steering wheel by the operator actuates the valve, which in turn directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the operator with power steering.
The bleeddown manifold and accumulators supply oil to the flow amplifier valve. The flow amplifier directs oil flow to the appropriate ports on the steering cylinders as determined by inputs from the steering control unit as the operator steers the truck (see Figure 4-2). Oil entering the steering control unit is blocked until 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 amplifier, 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 components.)
L4-2
Steering Circuit
L04031
BLEEDDOWN MANIFOLD VALVE The bleeddown manifold valve (4, Figure 4-1) is located on the inside 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 (6) Steering accumulator bleeddown solenoid valve (7) 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 steering/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 cylinders 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 not individually rebuildable. Bleeddown Solenoid Each time the keyswitch is turned OFF, with the truck stopped, it energizes the steering system bleed down solenoid (7, Figure 4-3 & 27, Figure 4-4). When the bleed down solenoid is energized, all hydraulic steering pressure, including the accumulators, is bled back to the hydraulic tank. Brake pressure however, will not bleed down due to internal check valves in the brake manifold and bleeddown manifold check valve (see schematic). After approximately 90 seconds, the solenoid will deenergize to close the return port to tank. By this time all the oil in the accumulators should be returned to tank. At start-up, the steering circuit will be charged, including the brake circuit. The Low Steering Pressure light and buzzer will turn on until steering pressure reaches 2300 psi (15.9 MPa). This is controlled by the steering pressure switch (6, Figure 4-3). During operation, if steering pressure falls below 2300 psi (15.9 MPa), the Low Steering Pressure warning light will illuminate until pressure returns to normal.
FIGURE 4-3. BLEEDDOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. Test Port 5. To Brake System 6. Steering System Pressure Switch 7. Steering Accumulator Bleed Solenoid 8. Supply To Flow Amp 9. Return From Flow Amp 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 600 psi (4.1 MPa) 13. Relief Valve, 4000 psi (28.0 MPa) 14. Autolube Pump Supply Port 15. Hoist Up Solenoid Valve 16. Return From Hoist Pilot Valve 17. Hoist Pilot Valve, Power Down 18. Hoist Pilot Valve, Power Up 19. Return to Tank 20. Feedback Pressure to Unloader valve 21. Supply From Pump
L04031
Steering Circuit
L4-3
FIGURE 4-4. BLEEDDOWN MANIFOLD SCHEMATIC 1. Steering/Brake Pump Inlet 2. Steering Pump Pressure Test Port 3. Steering Accumulator 4. APU Port 5. Pressure Feedback (to Steering Pump) 6. Steering Pressure Switch 7. (Not Used) 8. Radiator Shutters (If installed) 9. Spare Pressure Port 10. Brake Circuit Supply 11. Steering Accumulator 12. Steering Circuit Supply to Flow Amplifier 13. Quick Disconnect, Supply Port 14. Steering Circuit Return From Flow Amplifier 15. Quick Disconnect, Return Port 16. Spare Return Port 17. Autolube Pump Supply 18. Hoist Pilot Return 19. Hoist Pilot Power Down 20. Hoist Pilot Power Up 21. Tank Return Port 22. Hoist Power Up 23. Hoist Power Down 24. Hoist Up Limit Solenoid 25. Relief Valve, 4000 psi (28.0 MPa) 26. (Not installed) 27. Steering Accumulator Bleeddown Solenoid 28. Relief Valve, 600 psi (4.1 MPa) 29. Pilot Operated Check Valve 30. Pilot Operated Check Valve
L4-4
Steering Circuit
L04031
Relief Valves The 4000 psi (28. MPa) relief valve limits maximum steering circuit pressure by returning oil to the hydraulic tank through internal passages in the bleeddown manifold. The 600 psi (4.1 MPa) relief valve provides maximum pressure protection for the oil returning to the hydraulic tank. Hoist Limit Solenoid The body-up limit solenoid is a 3-way valve, activated by the hoist limit switch (refer to Section D for additional information) when the hoist cylinders approach the maximum extension limit. When activated, the 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 (24) for the initial power down operation while the solenoid is activated by the hoist limit switch. Refer to Section "D", Electrical System (24VDC) for adjustment procedure of the hoist limit switches. ACCUMULATORS The steering accumulators (5, Figure 4-1) are a floating piston type. The top side of the accumulators are charged to 1400 psi (9.7 MPa) with pure dry nitrogen with the piston at the bottom. Oil entering the accumulators pushes the piston upward compressing the nitrogen on the top side of the piston. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 3025 psi (20.9 MPa) the unloader valve will unload the pump. The accumulators will contain a quantity of oil under pressure and held by check valves in the bleeddown manifold, available for steering the truck. When system pressure drops to 2750 psi (19.0 MPa) the pump output will again increase, to refill the accumulators and increase steering system pressure. The accumulators also provide oil, for a limited period of time, to be used in case the pump becomes inoperative.
The switches monitor nitrogen pressure when the key switch is turned ON and before the engine is started. If nitrogen pressure is too low, the warning lamp turns on - a latching circuit prevents the warning lamp from turning off when the engine is started and steering system pressure compresses the nitrogen remaining in the accumulator.
Do not operate the truck with less than 1100 psi (7.6 MPa) nitrogen precharge in the accumulator. Low nitrogen pressure may not provide an adequate supply of steering system oil in some emergency conditions. If the low precharge warning light remains ON, check accumulator precharge pressure and recharge if necessary.
HIGH PRESSURE FILTER The high pressure filter (10, Figure 4-1) filters oil for the steering and brake circuits. If the filter element becomes restricted, a warning indicator is activated at 40 psi (276 kPa) and oil will bypass the element at 50 psi (345 kPa). Refer to Section L9 for further information regarding the various system filters and maintenance procedures.
QUICK DISCONNECT PORTS Ports on the bleeddown manifold allow service personnel to connect an external hydraulic supply to allow operation of the truck steering and service 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 feature 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.
Low Precharge Warning Switch Pressure switches located in the top of each accumulator monitor nitrogen pressure and are used to activate the accumulator precharge warning light if the nitrogen pressure drops below 1100 psi (7.6 MPa).
L04031
Steering Circuit
L4-5
FLOW AMPLIFIER The flow amplifier (3, Figure 4-1, & Figure 4-5) is located on the left frame rail forward of the bleed down manifold valve and is used in the steering circuit to provide the high volume of oil required for the steering cylinders. The flow amplifier uses the amount of flow from the steering control unit to determine a proportional amount of flow to send from the bleed down manifold to the steering cylinders.
L4-6
Steering Circuit
L04031
FIGURE 4-5. FLOW AMPLIFIER VALVE
L04031
Steering Circuit
L4-7
FLOW AMPLIFIER SYSTEM OPERATION

Refer to figures 4-6 through 4-9 for oil flow paths during the following conditions: Neutral Steering Left Steering Right External shock load
No Steer (Refer to Figure 4-6): High pressure oil from the steering pump and steering accumulators is available through the steering bleeddown manifold to the HP port on the flow amplifier assembly. 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.
L4-8
Steering Circuit
L04031
FIGURE 4-6. FLOW AMPLIFIER - NO STEER
L04031
Steering Circuit
L4-9
Steering Left (Refer to Figure 4-7): When the operator turns the steering wheel left, the steering control unit is opened to allow oil coming in port P to pass to the gerotor section of the control unit to turn the rotor. Oil in the other side of the gerotor flows through other passages in the control unit valve and out steering control unit port L. This oil enters port L of the flow amplifier assembly and goes to a closed area B in the directional valve. As pressure in this area builds, it also passes into the spool through orifice C to the spring area on the end of the directional valve. The pressure then moves the spool compressing the springs on the opposite end. This movement allows the oil entering area B to pass through the directional valve to area D of the amplifier valve through sleeve E holes to a passage between sleeve E and valve F, through hole G in sleeve E where it initially is blocked by the valve body. 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 steering 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 proportion 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 cylinders to steer the front wheels to the left. As the cylinders 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. At the steering control unit, when the operator turned the steering wheel, supply oil from port P was also delivered through the control unit valve to port LS. This oil enters the flow amplifier assembly through its LS port and builds pressure in the spring area of the priority valve. This additional force on the spring end of the priority valve causes area A to open and allow the necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders. The flow amplifier valve includes a relief valve in the priority valve spring area that is used to control maximum steering working pressure to 2750 psi (19.0 MPa) even though supply pressure coming in to port HP is higher. When 2750 psi (19.0 MPa) is obtained, the relief valve prevents the LS pressure from increasing and thereby allows the priority valve to compress the spring enough to close off the area A when 2750 psi (19.0 MPa) is present.
L4-10
Steering Circuit
L04031
FIGURE 4-7. FLOW AMPLIFIER - LEFT STEER
L04031
Steering Circuit
L4-11
Steering Right (Refer to Figure 4-8): Only a few differences occur between steer left and steer right. When the operator turns the steering wheel right, oil is supplied out ports R and LS of the steering control unit.
The oil enters the flow amplifier assembly at port R and shifts the directional valve the opposite direction. The oils flow through the amplifier valve exactly the 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.
L4-12
Steering Circuit
L04031
FIGURE 4-8. FLOW AMPLIFIER - RIGHT STEER
L04031
Steering Circuit
L4-13
No Steer, External Shock Load (Refer to Figure 4-9): When the operator is not turning the steering wheel, the steering control unit valve supply is closed. The directional valve remains centered by its springs thus closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction to cause a large shock load to force the wheels to the left, increased pressure will occur in the ends of the cylinders connected 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.
As the cylinders are allowed to move, the other ends will have less than atmospheric pressure on port CL. This low pressure permits oil that is escaping through the CR port relief valve to flow through the check valve portion of the shock and suction relief valve connected to port CL. The oil then flows to the low pressure ends of the cylinders to keep the cylinders full of oil and prevent cavitation. A shock load in the opposite direction merely reverses the above procedure.
L4-14
Steering Circuit
L04031
FIGURE 4-9. FLOW AMPLIFIER NO STEER - EXTERNAL SHOCK LOAD
L04031
Steering Circuit
L4-15
STEERING PUMP The steering/brake pump is mounted on the rear of the hoist system pump. The drive shaft mates with an internally splined coupling inside the hoist pump when the pump is bolted in place. The pump is a pressure compensated piston type with system operating pressure controlled by an unloader valve. The pressure compensator is adjusted to 3325 psi (22.9 MPa). The pump mounted unloader valve maintains system pressure between 2750 psi (19.0 MPa) and 3025 psi (20.9 MPa). Oil flow from the pump is routed through a high pressure filter then to the bleeddown manifold valve where the flow is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake apply system components mounted in the hydraulic components cabinet behind the cab.
Operation The driveshaft (35, Figure 4-10) runs through the centerline of pump housing (37) and valve plate (48). The cylinder barrel (45) is splined to the drive shaft. A ball bearing (33) supports the outboard end of the driveshaft and a bushing type bearing (47) supports the inboard end. The pump cylinder barrel is carried in a polymerous (journal type) bearing (41). The valve plate has two crescent shaped ports (inlet and outlet). Pumping pistons (44) in the cylinder barrel are held against a swashblock (28) by a shoe retainer (17). The shoe retainer is held in position by the fulcrum ball (40) which is forced outward by retainer springs (13). The springs act against the pump cylinder barrel (45) forcing it against the valve plate while also forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in arc shaped saddle bearings (21). The cradle is swiveled by the control piston (14).
High Altitude Operation The steering pump on later model trucks incorporates an adjustable stroke control device (25, Figure 4-10). If the truck is operating at high altitude locations (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.
L4-16
Steering Circuit
L04031
FIGURE 4-10. STEERING PUMP 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 52. Seal 53 Cap
L04031
Steering Circuit
L4-17
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 pumping 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 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 its 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. FIGURE 4-11. PUMP AT FULL VOLUME 1. Control Piston 2. Housing 3. Piston 4. Swashblock
Half Pump Volume: Figure 4-12 shows that the position of the control piston (1) is near the center of its travel. The swashblock 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. FIGURE 4-12. PUMP AT HALF VOLUME 1. Control Piston 2. Housing 3. Piston 4. Swashblock
Neutral Position: Neutral position (Figure 4-13) results when the control 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 piston 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 crescents in the valve plate and subsequently no delivery from pump ports. FIGURE 4-13. PUMP IN NEUTRAL POSITION 1. Control Piston 2. Housing 3. Piston 4. Swashblock
L4-18
Steering Circuit
L04031
Steering Pump Figure 4-14 shows the steering pump and the location of the pressure control adjustments and stroke (flow) adjuster. Note: The 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 the Komatsu Factory Representative for adjustment procedures.
Figure 4-15 shows the schematic of the pump and the pressure control valves.
FIGURE 4-14. STEERING PUMP ASSEMBLY 1. Outlet Port 2. Case Drain 3. Stroke Adjuster 4. Unloader Valve Press. Adjust 5. Compensator Press. Adjust 6. 4-Way Valve 7. GPA Port 8. GP2 Port
FIGURE 4-15. STEERING PUMP PRESSURE CONTROL SCHEMATIC 1. 4-Way Valve 2. Unloader Control Block 3. ACC Port 4. Pressure Compensator Control Block 5. Case Drain 6. GP2 Port 7. GP4 Port 8. GPA Port
L04031
Steering Circuit
L4-19
NOTES
L4-20
Steering Circuit
L04031
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 down 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.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 3. Remove capscrews (3, Figure 5-1) from steering unit mounting bracket and remove valve assembly. Installation 1. Align steering control unit assembly with drive coupling (6, Figure 5-1) and holes in mounting bracket (2). 2. Install capscrews (3) and lockwashers (4). Tighten capscrews to standard torque. 3. Turn steering wheel to several different positioins and release to assure that springs in control valve FREELY return the steering wheel to neutral. If wheel is tight, loosen control unit mounting capscrews and realin valve. 4. Grease drive coupling through grease fitting (7) with a molybdenum disulphide or multi-purpose NLGI grease. 5. Remove plugs from four hydraulic lines. Be certain that the previously tagged hydraulic lines are connected to their respective ports according to the markings on the steering control valve assembly. (See Figure 5-2 & 5-3) Serious personal injury to the Operator or to anyone positioned near the front wheels may occur if a truck is operated with the hydraulic steering lines improperly installed. Improperly installed lines can result in uncontrolled steering and/or 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. After servicing the steering control assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine.
FIGURE 5-1. STEERING CONTROL UNIT INSTALLATION 1. Steering Column 4. Lockwasher 2. Mounting Bracket 5. Steering Control Unit 3. Capscrew 6. Coupling 7. Grease Fitting
L05021
Steering Control Unit
L5-1
STEERING CONTROL UNIT REBUILD

Disassembly The steering control unit is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the valve assembly. Work in a clean area and use lint free wiping materials or dry compressed air. Clean type C-4 hydraulic oil should be used during reassembly to insure initial lubrication.
1. Allow oil to drain from valve ports. 2. Match mark gear wheel set and end cover to insure proper relocation during reassembly. Refer to Figure 5-4.
FIGURE 5-2. STEERING CONTROL UNIT 1. Brake valve 2. Steering Control Unit 3. LS Port Hose 4. L Port Hose 5. T Port Hose 6. P Port Hose 7. R Port Hose
FIGURE 5-4. MARKING VALVE COMPONENTS 1. Valve Assembly 2. Match Marks 3. Capscrew With Rolled Pin 4. End Cover
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.
FIGURE 5-3. VALVE PORT IDENTIFICATION 1. Steering Control Valve T - Return to Tank P - Supply from Pump L - Left Steering R - Right Steering LS - Load Sensing
L5-2
L05021
4. Remove end cover (4) and O-ring (2, Figure 5-5).
13. Remove the dust seal (2, Figure 5-6) using a screwdriver. Take care not to scratch or damage the dust seal bore.
FIGURE 5-5. END COVER REMOVAL 1. Gear Wheel Set 2. O-ring FIGURE 5-6. DUST SEAL REMOVAL 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), distribution 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. 1. Screwdriver 2. Dust Seal 3. Housing
Cleaning and Inspection Note: If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore. 1. Clean all parts carefully with fresh cleaning solvent. 2. Inspect all parts carefully and make any replacements necessary. 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 hydraulic oil.
10. Remove O-ring (5), kin ring (6) and bearing 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.
L05021
L5-3
FIGURE 5-7. STEERING CONTROL VALVE 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring 7. Bearing Assembly 8. Ring 9. Pin 10. Neutral Position Springs 11. Cardan Shaft 12. Spacer 13. Tube 14. O- ring 15. Distribution Plate 16. Gear Wheel Set 17. O-ring 18. O-ring 19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Pin 23. Capscrews
L5-4
L05021
Assembly 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 Figure 5-9. 2. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove screwdriver. 3. Push two curved neutral position springs in between one side of the screwdriver blade and 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 5-8. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole 3. Spool 4. Sleeve
FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION
L05021
L5-5
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 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer) 5. Thrust Bearing 6. Bearing race 7. Neutral Position Springs
NOTE: Cross pin must remain horizontal when spool 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 horizontal. Slowly guide the (lubricated) spool and sleeve with fitted parts, into the bore using light turning movements. Refer to Figure 5-11.
L5-6
L05021
10. Install the check ball in the hole shown in Figure 5-12. Install threaded bushing and lightly tighten.
11. Grease the housing O-ring (3) with Vaseline and install in the housing groove. 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 alignment 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 reference and install using capscrews (23) and washers (20).
FIGURE 5-12. CHECK BALL INSTALLATION 1. Check Ball hole 2. Check Ball 3. O-Ring 4. Housing
18. Install capscrew with pin (22) into proper hole. 19. Tighten cover capscrews in a criss-cross pattern to 2 0.4 ft. lbs. (3 0.5 N.m) torque.
L05021
L5-7
NOTES
L5-8
L05021
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 seconds. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 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 located in hydraulic components cabinet. 2. Disconnect wires at the solenoids (7 & 15, Figure 6-1) and presssure switch (6). 3. Disconnect, identify and plug each hydraulic line to prevent contamination. 4. Remove mounting capscrews and remove the bleed down manifold. Clean exterior of manifold before starting disassembly. Installation 1. Install bleeddown manifold. Tighten mounting capscrews to standard torque. 2. Unplug lines and attach. Tighten connections securely. Install new O-rings at flange fittings. 3. Attach electrical leads to solenoids and pressure switch. If check valves or relief valves were removed, replace using new O-ring seals. 4. Start the engine and check for proper operation and leaks. Check steering and brake application. NOTE: Adjustment of the relief valves is not necessary or recommended. Relief valves are factory preset. Do not attempt to rebuild or repair if relief valves are defective. Replace as a unit. The check valves are also replaced only as units. FIGURE 4-1. BLEEDDOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. Test Port 5. To Brake System 6. Steering System Pressure Switch 7. Steering Accumulator Bleed Solenoid 8. Supply To Flow Amp 9. Return From Flow Amp 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 600 psi (4.1 MPa) 13. Relief Valve, 4000 psi (28.0 MPa) 14. Autolube Pump Supply Port 15. Hoist Up Solenoid Valve 16. Return From Hoist Pilot Valve 17. Hoist Pilot Valve, Power Down 18. Hoist Pilot Valve, Power Up 19. Return to Tank 20. Feedback Pressure to Unloader valve 21. Supply From Pump
L06021
Steering Circuit Component Repair
L6-1
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 6-2. CHARGING VALVES 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 discharging 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) capscrews and remove the mounting bands. 6. Raise the accumulator until clear of mounting bracket and move to a clean work area for disassembly. Installation 1. Lift accumulator into position on the mounting bracket. Accumulator should be positioned with the antirotation 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 overtighten nuts, as this could distort the accumulator. 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 Charging Procedure. FIGURE 6-3. ACCUMULATOR INSTALLATION 1. Accumulator 2. Pressure Switch 3. Mounting Band 1. Accumulator 2. Pressure Switch Cover 3. Charging Valve Guard 4. Charging Valve
L6-2
L06021
Disassembly 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 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 otherwise damaged, replace with a new part. 3. Minor defects in the housing bore may be corrected by honing. a. Measure the bore at several places along the length of the housing. Make two measurements, 90 apart at each point to verify tube is not out-of-round.
FIGURE 6-4. ACCUMULATOR ASSEMBLY 1. Capscrew 2. Cover 3. Charging Valve 4. Gland 5. O-ring & Backup Ring 6. Piston 7. Bearing 8. T Ring Seal 9. Housing 10. Plug (or Adaptor) 11. Plug
FIGURE 6-5. GLAND REMOVAL TOOL (Fabricate Locally)
L06021
L6-3
b. Verify housing I.D. does not exceed 8.002 in. (203.25 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.
TESTING To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 5000 psi (35 MPa) hydraulic pressure and nitrogen pressure of 1400 psi (9.65 MPa) will be required. A small water tank with the necessary 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. These procedures may weaken the housing and result in serious injury to personnel when pressurized. 5. Clean parts thoroughly to remove abrasive residue after honing.
Do not stand near gland during test procedure. A box enclosure made of heavy steel plate is recommended to contain the accumulator during oil pressurization test. 1. Fill each end of the accumulator with approximately 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. 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. 3. Drain oil. Leave port open.
Assembly
Assemble the accumulators in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. Install a new seal (8, Figure 6-4) on piston. Install new bearings (7). Coat seal and bearings with a small amount of petroleum jelly. 2. Install the piston with the concave side toward gas end (gland end) of accumulator cylinder housing (9). Push the piston to the center of of the housing. 3. Install new O-rings and backup rings (5) on gland (4). Coat seals with a small quantity of type C-4 hydraulic oil. 4. Install gland and tighten to 850 ft. lbs. (1152 N.m) torque using tool as shown in Figure 6-5. 5. Install charging valve (3) with new O-ring. Tighten charging valve large hex nut to 16.5 ft.lbs. (22.3 N.m) torque. 6. Install pressure switch. Install pressure test fittings in bottom of housing. (See Testing below.)
4. Pressurize gas end of accumulator with approximately 100 psi (690 kPa) nitrogen pressure to move piston to bottom of housing. 5. Submerge oil end of assembly in water. 6. Apply 1400 psi (9.65 MPa) nitrogen pressure to gas end and observe for 20 minutes. No leakage (bubbles) is permitted. 7. Release nitrogen pressure and remove assembly from water. 8. Drain any remaining oil or water. 9. If the accumulator is to be placed in storage, add 3 pints (1.5 L) of rust preventive oil in the nitrogen side of the accumulator. Add 1 pint (0.5 L) in the oil side. If the accumulator will be used immediately, type C-4 hydraulic oil may be used instead of rust preventive oil. Plug all open ports. 10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).
L6-4
L06021
STEERING ACCUMULATOR CHARGING PROCEDURE
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 compartment 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 understood. 1. With engine shut down and key switch in the Off position, allow at least 90 seconds for accumulators to bleed down. Turn steering wheel to be certain no oil remains in accumulators. 2. Remove charging valve guards.
FIGURE 6-6. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer 6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
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. NOTE: When charging the accumulators, allow 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 (9.65 MPa) continue charging procedure until pressure is stabilized. 8. Remove the charging kit and tighten small hex nut on charging valve to 4 ft.lbs. (5.4 N.m) torque. 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. b. Loosen swivel nut. c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m) torque. 9. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft.lbs. (33.9 N.m) torque. 10. Operate truck and check steering.
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 3. Remove charging valve cap (1, Figure 6-6). Turn small swivel hex nut (4) three complete turns counterclockwise. 4. Depress the valve stem and hold down until all nitrogen has been released. 5. If a loss in nitrogen pressure is the reason for recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before charging procedure. 6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.65 MPa). NOTE: If a loss in nitrogen pressure occurred during operation, oil may still be present in the accumulator below the piston. This oil can be bled off during the
L06021
L6-5
FLOW AMPLIFIER
Removal
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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.
1. Perform normal truck shutdown procedures. Turn key switch Off and allow 90 seconds for the accumulators to bleed down. Disconnect, plug, identify, and tag each hydraulic line. 2. Support the flow amplifier valve and remove the mounting capscrews. Remove valve. 3. Move valve to a clean work area for disassembly.
Installation 1. Support the flow amplifier and move into position. 2. Install mounting capscrews and tighten to standard torque. 3. Identify hydraulic line location, unplug lines and connect at proper location. Tighten fittings securely. Use new O-rings on the flange fittings.
FLOW AMPLIFIER REBUILD The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the valve. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around the exterior of the valve before disassembly. Clean solvent and type C-4 hydraulic oil should be used to insure cleanliness and initial lubrication.
FIGURE 6-7. FLOW AMPLIFIER VALVE 1. Capscrew 2. Lockwasher 3. Capscrews 4. Lockwasher 5. Cover 6. O-ring 7. O-ring 8. O-ring 9. (Not Used) 10. O-ring 11. O-ring 12. Shock/Suction Valve (Complete) 13. Orifice Screw 14. Valve Housing 15. Counterpressure Valve (Complete) 16. O-ring 17. Plug 18. Plug 19. Seal 20. Stop 21. Spring 22. Spring 23. Spring Control 24. Orifice Screw 25. O-ring 26. Shock/Suction Valve (Complete) 27. Main Spool 28. O-ring 29. Spring Control 30. Spring 31. Spring 32. Spring Stop 33. Orifice Screw 34. Capscrews 35. Capscrew 36. Lockwasher 37. Lockwasher 38. O-rings 39. Cover 40. O-rings 41. (Not Used) 42. Stop 43. Spring 44. Spool 45. Orifice Screw 46. Name Plate 47. Check Valve 48. Orifice Plug 49. Spring 50. Pins 51. O-ring 52. Spring 53. Amplifier Spool Assembly (Complete) 54. Relief Valve Assembly 55. Seal
L6-6
L06021
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L6-7
Disassembly 1. Remove counterpressure valve plug (17, Figure 6-7), 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 (27). Remove priority valve spool (44). Remove spring control (23), springs (21 & 22) and spring stop (20). 6. Remove amplifier valve spool assembly (53). Set amplifier valve spool assembly aside for further disassembly, if required. 7. Remove shock and suction valve (26). Set shock and suction valve aside for further disassembly, if required. 8. Remove capscrews (1 & 3) using a 10 mm and 13 mm hex head allen wrench. Remove lockwashers (2 & 4). Remove end cover (5). 9. Remove O-rings (6, 7 & 8). Remove spring (52). 10. Remove shock and suction valve assembly (12). Set the shock and suction valve aside for further disassembly, if required. Remove orifice screw (13). 11. Remove orifice screw (45). Remove check valve (47). NOTE: If further disassembly is required for the shock and suction valves refer to Figure 6-8. 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 6-8 are replaceable. The check valve (47) and counterpressure valve (15) are also serviced only as assemblies. FIGURE 6-9. AMPLIFIER SPOOL ASSEMBLY 1. Check Valve 2. O-Ring 3. Spool 4. Pin 5. Pin 6. Retaining Ring 7. Retaining Ring 8. Inner Spool 9. Spring 10. Plug 11. Orifice Plug FIGURE 6-8. SHOCK AND & SUCTION VALVE ASSEMBLY 1. O-Ring 2. Pilot Section 3. O-Ring
NOTE: Disassembly of the amplifier spool assembly is only necessary should O-ring (2, Figure 6-9), spring (9) or orifice plug (11) require replacement. Otherwise, replace the amplifier spool assembly as a complete unit. For complete disassembly refer to steps 12 & 13. 12. Remove retaining ring (7, Figure 6-9), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8). 13. Unthread check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Make any replacements necessary.
L6-8
L06021
Assembly 1. Thoroughly lubricate each part prior to installation using clean, type C-3 hydraulic oil. 2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure 6-9 under disassembly. 3. Install orifice screw (13, Figure 6-7). Tighten orifice 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 priority valve spool (44) and spring (43). Install spring (52). 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 lockwashers (4). Tighten capscrews to 2 ft. lbs. (2.7 N.m) torque. Install capscrew (1) and lockwasher (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 lockwashers (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. 13. To prevent contamination, fit plastic plugs to each open valve port.
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L6-9
STEERING CYLINDERS
Figure 6-10 illustrates details of the steering cylinder mounting. Refer to Section G for removal and installation instructions. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 6-10. STEERING CYLINDER MOUNTING 1. Steering Cylinder 2. Tie Rod 3. Capscrew 4. Locknut 5. Bearing Retainer 6. Capscrew 7. Lockwashers 8. Retainer 9. Mount Bracket (Frame) 10. Bearing Spacer 11. Bearing 12. Pin 13. Hardened Washer
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L06021
1. Housing 2. Locknut 3. Piston Disassembly
FIGURE 6-11. STEERING CYLINDER ASSEMBLY 4. Piston Bearing 7. Backup Ring 5. Piston Seal Assembly 8. Gland 6. O-Ring 9. Capscrew Cylinder Assembly
10. Rod Structure 11. Rod Wiper 12. Rod Seal 13. Bearing
1. Remove capscrews (9, Figure 6-11) and pull rod (10) and gland (8) out of cylinder housing (1). 2. Remove locknut (2) and piston (3). Remove piston bearing (4) and piston seal (5) from piston. 3. Pull rod (10) free of gland (8). Remove O-ring (6) and backup ring (7). Remove rod seal (12) and rod wiper (11). Remove Bearing (13). 4. Inspect cylinder housing, gland, piston and rod for signs of pitting, scoring or excessive wear. Clean all parts with fresh cleaning solvent and lubricate with clean Type C-4 hydraulic oil. Piston Seal & Bearing Installation 1. Install new piston seal (5, Figure 6-11) on piston (3) as follows: a. Heat piston seal assembly (5) in boiling water for 3 to 4 minutes. b. Remove piston seal from water and assemble on piston. DO NOT take longer than 5 seconds to complete as seal will take a permanent set. The piston bearing (4) may be used to position seal assembly in groove. Apply pressure evenly to avoid cocking seal. c. If seal has taken a slightly larger set (loose on piston) a belt type wrench or similar tool can be used to compress O.D. of seal until it fits tightly on piston. 2. Install bearing (4) in piston groove.
1. Install new bearing (13, Figure 6-11), rod seal (12), rod wiper (11), backup ring (7) and O-ring (6) in gland (8). 2. Push rod (10) through top of gland, slowly advancing rod over rod seal and rod wiper. 3. Install piston assembly (3) on rod. Secure piston to rod with locknut (2). Tighten locknut to 2000 ft. lbs. (2712 N.m) torque. 4. Carefully install rod and gland assembly into cylinder (1). Insure backup ring and O-ring are not damaged during installation of gland. 5. Install capscrews (9). Tighten capscrews evenly to 310 ft. lbs. (420 N.m) torque.
Test After cylinder assembly rebuild, perform the following tests to verify performance is within acceptable limits. 1. Piston leakage must not exceed 1 in3/min. (1.6 cm3/min.) at 2500 psi (17.5 MPa), port to port. 2. Rod seal leakage must not exceed 1 drop in 8 cycles of operation. 3. Piston break-away force should not exceed 100 psi. (69 kPa).
L06021
L6-11
STEERING AND BRAKE PUMP

Removal
steering pump can be closed, eliminating the need to completely drain the tank. 2. Drain the hydraulic tank by use of the drain located on the bottom side of the tank. 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 3 micron filtering system available for refill. 3. Disconnect the suction line and outlet (7, Figure 6-12) at the steering pump (5). Disconnect and cap pump case drain line from fitting at top of pump housing. Plug all lines to prevent oil contamination.
NOTE: Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. 1. Perform normal truck shutdown procedure. Turn keyswitch Off and allow 90 seconds for the accumulators to bleed down. Turn the steering wheel to be sure no oil remains under pressure. NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valve between the tank and
The steering pump weighs approximately 250 lbs (113 kg). Use a suitable lifting device capable of handling the load safely. 4. Support the steering pump and the rear section of the hoist pump. Remove mounting capscrews and rear support bracket (6). Remove the four pump mounting capscrews (4). 5. Move the steering pump rearward to disengage the drive coupler splines from the hoist pump (3) and remove pump. 6. Clean exterior of steering pump. 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.
FIGURE 6-12. STEERING PUMP REMOVAL 1. Hoist Pump Outlet Hoses 2. Pump Mount Capscrews 3. Hoist Pump 4. Pump Mount Capscrews 5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet To Filter
The steering pump weighs approximately 250 lbs (113 kg). Use a suitable lifting device capable of handling the load safely.
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L06021
3. Move the steering pump into position. Engage steering pump shaft with hoist pump spline coupler. 4. Install rear support bracket with capscrews (6, Figure 6-12). Do not tighten capscrews at this time. 5. Align capscrew holes and install steering pump mounting capscrews (4). Tighten mounting capscrews to standard torque. Tighten rear support capscrews to standard torque. 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). 7. Remove case drain fitting from top of pump housing and add clean C-4 oil to pump through opening until steering pump housing is full. This may require 2 - 3 qt. (2 - 3 L) of oil. 8. Uncap the case drain line, connect to steering pump fitting and tighten case drain line. 9. Replace hydraulic filter elements. Refer to Hydraulic Filters, Section L9. If trapped air is not bled from steering pump, possible pump damage and no output may result.
13. If required, top-off the oil level in the hydraulic tank, to the level of the upper sight glass. 14. In the hydraulic components cabinet, open both brake accumulator needle valves completely to allow the steering pump to start under a reduced load. 15. Move the hoist pilot control valve to the Float position. 16. Start the truck engine and operate at low idle for one (1) to two (2) minutes.
Do not allow the engine to run with the needle valves in the open position for longer than this recommendation: excessive hydraulic system heating will occur. DO NOT start any hydraulic pump for the first time after an oil change, or pump replacement, with the truck dump body raised. Oil level in the hydraulic tank may be below the level of the 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 components cabinet. 18. Verify that the oil level in the hydraulic tank is at the upper sight glass when the engine is off and the body is resting on the frame. If the hydraulic oil level is not at the upper sight glass, follow service manual instructions for filling/adding oil. 19. Start engine and check for proper pump operation. If necessary, refer to Steering Circuit Checkout Procedure, Pressure Check and Adjustment Procedure in Section L10, or the Trouble Shooting Chart at the end of this section.
NOTE: Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200. 10. Open shut-off valve in steering pump suction line completely. 11. With the body down and the engine shut-off, fill the hydraulic tank with clean C-4 hydraulic fluid (as specified on the truck Lubrication Chart) to the upper sight glass level. 12. With suction line shut-off valve open, loosen suction (inlet) hose capscrews (at the pump) to bleed any trapped air. Tighten hose connection capscrews to standard torque.
L06021
L6-13
DISASSEMBLY
When disassembling or assembling pump, choose a work area where no traces of dust, sand or other abrasive particles which could damage the unit are in the air. Do not work near welding, sand-blasting, grinding benches and the like. Place all parts on a CLEAN surface. To clean parts which have been disassembled, it is important CLEAN solvents are used. All tools and gauges should be clean prior to working with these units and new, CLEAN and threadless rags used to handle and dry parts. 1. Drain off excess hydraulic oil from pump inlet and discharge ports. It may be necessary to loosen the four valve plate capscrews (8, Figure 6-15) pull back on valve plate to allow fluid to seep out of the case. 2. Thoroughly clean and dry the outside surface of the pump housing. NOTE: Depending upon what part or parts are to be inspected, it may not be necessary to completely disassemble all components.
Stroke adjuster assembly (items 12, 13, 14, 15 and 16, Figure 6-13) MUST be removed BEFORE further disassembly of control piston. 8. Without disturbing jam nut (16), unscrew gland (15) and remove stroke adjuster as a complete assembly. 9. Back out capscrews (1, Figure 6-15), then remove cap (4). 10. Remove bias control spring (1, Figure 6-14). Valve Plate Group NOTE: Valve plate (11, Figure 6-15) is a slight press fit in the pump housing. 11. Support valve plate (11) from an overhead hoist (lifting lug holes are provided) and remove four capscrews (8) from valve plate. 12. Remove valve plate from pump housing by tapping away from the housing with a mallet until valve plate pilot diameter disengages from the case 0.25 in (6.35 mm). 13. With the weight of the valve plate still suspended from the overhead hoist, slide valve plate back until it disengages from driveshaft and set valve plate aside. Care must be taken not to damage the wear face of the valve plate. 14. To further disassemble control piston assembly, move control piston (11, Figure 6-14) into sleeve (4) until control piston maximum stop pin (8) contacts the sleeve. Use a large mallet to drive piston and sleeve assembly outward from the valve plate. 15. When all sleeve seals (5, 6, & 7, Figure 6-14) are clear of the valve plate, re-extend control piston. While tipping the assembly enough to clear the hole, pull the assembly from the valve plate. 16. Remove pin (18) from control piston by pressing or tapping it out through the hole on opposite side. Control stop pin (8) can be removed and control piston (11) slipped out of sleeve (4). 17. Remove capscrews (12, Figure 6-16) and remove compensator block (10). 18. Remove capscrews (7, Figure 6-15) and cover plate (9).
Control Piston Group 3. Remove the two large plugs (24, Figure 6-13) with O-rings (25) from both sides of pump. 4. Control piston (11, Figure 6-14) must be in the neutral position. Control link pin (16) should be centered in the plug opening. 5. Using appropriate snap ring pliers, remove retaining rings (14) from both sides of the pin and remove control link washers (15). 6. For handling purposes, insert a 1/4-20 UNC capscrew into the threaded end of the control link pin (16). 7. Using a brass rod and hammer, tap on end opposite the capscrew to remove control link pin.
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L06021
FIGURE 6-13. PUMP, FRONT HOUSING 1. Shaft 2. Bearing 3. Snap Ring 4. Retainer Ring 5. Lifting Eyes 6. Name Plate 7. Screw, Drive 8. Name Plate 9. Plug 10. O-Ring 11. Plate 12. O-Ring 13. Stem 14. O-Ring 15. Gland 16. Jam Nut 17. Pin 18. O-Ring 19. Pin 20. O-Ring 21. Housing 22. Seal Retainer 23. Elbow Fitting 24. Plug 25. O-Ring 26. Seal
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L6-15
FIGURE 6-14. PUMP, ROTATING GROUP 1. Springs 2. Seal 3. Piston Ring 4. Sleeve 5. Back-Up Ring 6. O-Ring 7. O-Ring 8. Pin 9. Back-Up Ring 10. Cylinder Barrel 11. Control Piston 12. Ball 13. Piston Shoe Assembly 14. Retainer Ring 15. Washer 16. Pin 17. Link 18. Pin 19. Dowel Pin 20. Saddle 21. O-Ring 22. Roll Pin 23. Roll Pin 24. Saddle Bearing 25. Swash Block 26. Cylinder Bearing 27. Retainer 28. Spring
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L06021
Rotating Group
Driveshaft Group 28. Remove bearing retaining ring (3, Figure 6-13). Use a mallet on the tail shaft and tap driveshaft (1) out from the front of the pump housing.
The rotating group weighs approximately 30 lbs. Extreme care must be taken not to damage cylinder wear face or cylinder wear plate face, bearing diameters or piston shoes. Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury.
29. Remove seal retainer (22) from pump housing. Use a mallet and tap saddle (20, Figure 6-14) out from the inside of the pump housing. Saddle bearings (24) can then be easily removed and saddle O-ring (21) may also be removed at this time. INSPECTION
19. To remove rotating group, firmly grasp the cylinder barrel (10, Figure 6-14) 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 face. 20. Slide rotating group off the driveshaft and out of the pump housing and place it on a clean, protective surface with piston shoes facing upward. 21. Mark each piston, its cylinder bore and location in shoe retainer for ease of inspection and assembly. 22. Piston/shoe assemblies can be removed individually or as a group by pulling upward on shoe retainer (27). 23. Remove fulcrum ball (12). 24. If shoe retainer springs (28) are removed, mark which spring came from which bore as they must be returned to that individual bore on assembly. 25. Remove the two pins (14, Figure 6-13) and pull the cylinder bearing (26, Figure 6-14) straight out of the pump housing. Swashblock Group 26. Remove the two swashblock retaining pins (19, Figure 6-13), tilt the bottom of the swashblock (25, Figure 6-14) outward and remove the swashblock from the pump case. 27. Saddle bearings (24) can be removed by using a very short screwdriver or back hammer to pry them loose; or continue to the next step for further disassembly which will make their removal easier.
Always wear safety goggles when using solvents or compressed air. Failure to wear safety goggles could result in serious personal injury. 1. Clean all parts thoroughly. 2. Replace all seals and O-rings with new parts. 3. Check all locating pins for damage and all springs for cracking or signs of fatigue. Control Piston Group 4. Control piston (11, Figure 6-14) must slide smoothly in sleeve (4). 5. Linkage to cradle should operate smoothly but not loosely (with slop). Check piston and bore in sleeve for signs of scratching or galling. Polish with fine emery if needed. Valve Plate Group 6. Closely examine mating faces of valve plate (11, Figure 6-15) and cylinder barrel (10, Figure 6-14) for flatness, scratches or grooves. If faces are not flat and smooth, the cylinder side will lift off from the port plate (valve plate) resulting in delivery loss and damage to the pump. Replace if necessary. Rotating Group 7. Check all pump piston assemblies (13, figure 6-14) for smooth action in their bores. 8. Check piston walls and bores for scratches or other signs of excessive wear (pistons should not have more than a few thousandths clearance). Replace if necessary. 9. Piston shoes must pivot smoothly, but end play must not exceed 0.003 in (0.076 mm). 10. Check end play as follows:
L06021
L6-17
a. Place square end of piston on bench and hold down firmly. Pull on end of shoe with other hand and note end play. A good piston/shoe fit will have no end play, but the shoe may rotate and pivot on the piston ball. Inspect each shoe face for nicks or scratches.
b. Measure shoe thickness (the part held between retainer (27, Figure 6-14) and cradle. All shoes must be equal within 0.0001 in. (0.003 mm). If one or more piston/shoe assemblies (13) needs to be replaced, all piston/shoes assemblies must be replaced. c. Inspect cylinder bearing (26) and matching cylinder barrel bearing mating surface for galling, pitting or roughness. Replace if necessary.
FIGURE 6-15. PUMP, REAR HOUSING 1. Capscrew 2. O-Ring 3. Plug 4. Cap 5. Back-Up Ring 6. O-Ring 7. Capscrew 8. Capscrew 9. Cover Plate 10. O-Ring 11. Valve Plate 12. Gasket 13. Bearing
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Swashblock Group 11. Inspect swashblock (25, Figure 6-14) for scratches, grooves, cracks or uneven surface. Replace if defective. NOTE: The wear face is coated with a gray colored epoxy based dry film lubricant for break-in purposes. Scratching or wear of this coating is not detrimental as long as the metal surface underneath the coating is not scored or picked-up.
12. Compare saddle bearing (24) thickness in wear area to thickness in a non-wear area. Replace saddle bearings if difference is greater than 0.004 in (0.102 mm). 13. Check mating surface of swashblock for cracks or excessive wear. Replace if necessary. 14. Swashblock movement in saddle and saddle bearing must be smooth.
FIGURE 6-16. UNLOADER & COMPENSATOR CONTROLS 1. Valve Plate 2. O-Ring 3. O-Ring 4. O-Ring 5. Plug 6. O-Ring 7. Plug 8. O-Ring 9. Orifice (0.062 in.) 10. Compensator Control Block 11. 4-Way Valve 12. Screw 13. Plug 14. O-Ring 15. Orifice (0.032 in.) 16. Compensator 17. Screw 18. Unloader Module 19. O-Ring
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L6-19
Driveshaft Group 15. Remove shaft seal (26, Figure 6-13). 16. Check shaft bearing (2) for galling, pitting, binding or roughness. Replace if necessary. 17. Check shaft and its splines for wear. Replace any parts necessary.
ASSEMBLY The procedures for assembling the pump are basically the reverse order of disassembly procedures. During assembly, install new gaskets, seals, and O-rings. 1. Apply a thin film of CLEAN grease or hydraulic fluid to sealing components to ease assembly. If a new rotating group is used, lubricate thoroughly with CLEAN hydraulic fluid. Apply fluid generously to all wear surfaces.
Compensator Block and Unloader Module 18. Remove screws (17, Figure 6-16) and separate unloader module (18) from compensator block (10). 19. Remove 4-way valve (11) and compensator (16) from compensator block. Remove all plugs and orifices (9 & 15). Clean block in solvent; inspect all passages and orifices for obstructions. 20. Remove unloader valve from block (18). Remove plugs and clean block passages. If unloader is inoperative, replace entire module. Swashblock Group 2. Press or tap roll pin (22, Figure 6-14) into pump housing (18, Figure 6-13). 3. Press new shaft seal (26) into saddle (20, Figure 6-14) using an arbor press. Install O-ring (21) into the groove in the saddle. 4. Press four roll pins (23) into saddle (20) until they bottom, then press saddle bearing (24) onto the pins to locate the bearing in the saddle.
Stroke Adjuster Assembly 21. Measure and record dimension A on stroke adjuster assembly as shown in Figure 6-17. 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. 24. Install new O-ring on stem and reassemble to gland. Adjust stem to gland to dimension A recorded in step 21. Tighten Jam Nut. Extreme care should be used not to damage saddle bearing surfaces while installing the saddle into the pump housing. 5. Use a long brass bar and a mallet (or an arbor 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 surfaces). Saddle is fully seated when a distinct metallic sound is heard when installing saddle into pump housing. 6. Fasten control link (17, Figure 6-14) to swashblock (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 swashblock to settle to its lowest natural position. 9. Retain by installing two swashblock retaining pins (19, Figure 6-13) and O-rings (20). Once pinned, make certain swashblock strokes SMOOTHLY in the saddle by pulling firmly on the free end of control link.
FIGURE 6-17. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-Ring 3. Gland 4. Jam Nut
L6-20
L06021
Driveshaft Group NOTE: Be sure punch marks on cylinder bearing (26, Figure 6-14) will face toward shaft end of pump. 10. Insert cylinder bearing (26) straight into pump housing. Be sure bearing is positioned so bearing retainer pins (14, Figure 6-13) can be inserted in the case and into the bearing. 11. Install O-rings (18) on pins (17) and install pins. 12. An arbor press is required to install shaft bearing (2, Figure 6-13) onto driveshaft (1). IMPORTANT - press ONLY on the inner race of the bearing. Press bearing until it contacts the shoulder on driveshaft. 13. Use a long 6 in (153 mm) sleeve with an I.D. slightly larger than the retaining ring I.D. and press retaining ring (4) towards bearing until it seats in the groove. 14. Place seal retainer (22) over seal (26) inside the pump housing (21). Lubricate shaft seal with clean hydraulic oil. 15. Install entire driveshaft assembly through front of pump housing. A mallet will be required to install the driveshaft through shaft seal. 16. Once the driveshaft assembly is fully seated in the pump housing, install snap ring (3). The assembled rotating group weighs approximately (30 lbs.). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 21. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing. 22. When installing the rotating group, support the weight of the cylinder barrel (10, Figure 6-14) as cylinder spline is passed over the end of driveshaft to avoid scratching or damage. 23. Push cylinder barrel forward until the cylinder spline reaches the driveshaft spline. Rotate the cylinder slightly to engage shaft splines. 24. Continue to slide cylinder barrel forward until it encounters the cylinder bearing (26). Lifting the driveshaft slightly helps cylinder barrel and cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact swashblock (25). 25. At this point, the back of the cylinder barrel should be located approximately 0.25 in (6.3 mm) inside the back of the pump housing.
Rotating Group 17. Mating surfaces should be greased. Place cylinder assembly on clean table with the valve plate side down. 18. During disassembly, shoe retainer springs were referenced to individual bores. Assemble rotating group by inserting shoe retainer springs (28, Figure 6-14) into the same spring bores located in cylinder barrel (10) that they came from. 19. Slide fulcrum ball (12) over the nose of the cylinder barrel (10). 20. Place shoe retainer (27) over fulcrum ball and align holes in retainer with corresponding holes (marked during disassembly) in the cylinder barrel. Once aligned, insert piston/shoe assemblies (13) into corresponding (marked during disassembly) holes completing the rotating group.
Control Piston Group 26. Install seal and piston ring (2 & 3, Figure 6-14) into their respective grooves on control piston (11) using care to assure they are in proper location. 27. Insert control piston assembly into sleeve (4). 28. While supporting the control piston, press or slip in pin (8) and secure with cotter or roll pin (18). 29. Order of piston sleeve seal installation starts at widest end of sleeve. 30. Install backup ring (1, Figure 6-18) and O-ring (2) and back-up ring (3) in rear most groove on piston sleeve. Install O-ring (4) and back-up ring (5) in remaining groove. 31. Insert piston and sleeve assembly into valve plate (11, Figure 6-15). Install O-ring (6) with back-up ring (5) in seal groove of control cover cap (4).
L06021
L6-21
39. Carefully maneuver valve plate assembly, supported by overhead hoist, over driveshaft and into pump housing so slot on control piston (11) engages control link (17). 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 prevent the washer and retaining ring from falling into pump housing. 41. Install second control link washer (15) and control link retaining ring (14) onto pin. FIGURE 6-18. O-RING LOCATION ON PISTON SLEEVE 1. Back-Up Ring 2. O-Ring 3. Back-Up Ring 4. O-Ring 5. Back-Up Ring 42. Once assembled, remove capscrew from pin. NOTE: The valve plate is a slight press fit into pump housing. Make sure pilot diameter on valve plate is aligned with mating diameter on the pump housing prior to assembly. 43. Insert four capscrews (8, Figure 6-15) and alternately tighten until valve plate is drawn up to the pump housing. Tighten capscrews evenly to 244 ft.lbs. (330 N.m) torque. 44. Install cover plate (9) with new O-ring (10) and capscrews (7). 45. Install O-rings (2, 3 and 4, Figure 6-16) in proper location on top of valve plate. Install block (10) to valve plate with socket head capscrews (12) and tighten to 183 in lbs (20.7 N.m) torque. 46. Install 4-way valve (11), and compensator valve (16). 47. Install 0.062 in (1.575 mm) diameter orifice (9) and plug (7) with new O-ring (8) in side of compensator block as shown in Figure 6-15. Install 0.032 in (0.813 mm) diameter orifice (15), plug (7) and O-ring (8) in top of block. 48. Install remaining plugs with new O-rings. 49. Install unloader module (18) on compensator block with new O-rings (19) and socket head capscrews (17). Tighten capscrews to 87 in lbs (9.8 N.m) torque. 50. Install plugs (9 & 24, Figure 6-13) and O-rings (10 & 25) in pump housing. 51. Measure pump rotation torque. Rotation torque should be approximately 15 ft. lbs. (20.4 N.m).
32. Insert bias control piston springs (1, Figure 6-14) into control piston (11). Use four capscrews (1, Figure 6-15) to fasten control cover cap to back of valve plate. Tighten capscrews evenly to 138 ft.lbs. (187 N.m) torque. 33. Install O-ring (10) in rear of valve plate. Use four capscrews (7) to fasten cover plate (9) over opening in valve plate. 34. Pull free end of control link (17, Figure 6-14) toward back of pump housing until the open hole in the link lines up with open ports on sides of pump case. 35. Install stroke adjuster assembly (Figure 6-17) to hold swashblock in place. Valve Plate Group 36. Be sure driveshaft bearing (13, Figure 6-15) is in place. Using assembly grease (to hold desired position), place valve plate gasket (12) in position on valve plate (11). 37. Support valve plate assembly from an overhead hoist (lifting lug holes are provided) in preparation for mating to the pump housing. 38. Assemble one control link retainer ring (14, Figure 6-14) 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.
L6-22
L06021
TROUBLESHOOTING CHART (Steering Circuit)

POSSIBLE CAUSES TROUBLE: Slow steering, hard steering or loss of power assist Overloaded Steering Axle Malfunctioning relief valve preventing adequate system pressure build-up Worn or malfunctioning pump Restricted high pressure filter or suction strainer Reduce Axle Loading Check system pressure. Adjust or replace relief valve. Replace pump. Replace filter element or clean strainer. SUGGESTED CORRECTIVE ACTION
TROUBLE: Drift - truck veers slowly in one direction. Rod end of cylinder slowly extends without turning the steering wheel Worn or damaged steering linkage A small rate of extension may be normal on a closed center system. Inspect and replace linkage if necessary. Check alignment or toe-in of the front wheels.
TROUBLE: Wander - truck will not stay in straight line Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses, etc. Loose cylinder piston Broken centering springs (spool valve, steering valve) Worn mechanical linkage Bent linkage or cylinder rod Severe wear in steering control unit Correct oil supply problem or bleed air. Repair or replace steering cylinder. Repair or replace steering control unit. Repair or replace. Repair or replace defective components. Repair or replace steering control unit.
TROUBLE: Slip - a slow movement of steering wheel fails to steer front wheels Leakage of steering cylinder piston seals Worn steering control unit meter Repair or replace steering cylinder Replace steering control unit.
TROUBLE: Spongy or soft steering Low oil level Air in hydraulic system. Probably air trapped in cylinders or lines. Service hydraulic tank and check for leakage. Bleed air from system.
L06021
L6-23
POSSIBLE CAUSES TROUBLE: Erratic steering Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc. Loose steering cylinder piston
Correct condition and add oil as necessary. Repair or Replace steering cylinder.
TROUBLE: Free wheeling - steering wheel turns freely with no back pressure. Front wheels do not steer. Splines of steering column/steering control unit coupling may be disengaged or damaged No flow to steering control unit; can be caused by: 1. Low oil level 2. Ruptured hose 3. Broken steering control unit gerotor drive pin 1. Add oil and check for leakage. 2. Replace hose. 3. Repair or replace steering control unit. Repair or replace steering column or coupling.
TROUBLE: Excessive free play at steered wheels Broken or worn linkage between steering cylinder and steered wheels Leaky steering cylinder seals Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels. Repair or Replace steering cylinder.
TROUBLE: Binding or poor centering of steered wheels Binding or misalignment in steering column or splined coupling and steering control unit High back pressure in tank can cause slow return to center. Should not exceed 300 psi (2068 kPa) Large particles can cause binding between the spool and sleeve in the steering control unit Align column to steering control unit. Remove restriction in the lines or circuit. Check for obstruction or pinched lines, etc. Clean the steering control unit and filter the oil. If another component has malfunctioned generating contaminating materials, flush the entire hydraulic system.
TROUBLE: steering control unit locks up Large particles in meter section Insufficient hydraulic power Severe wear and/or broken pin Clean the steering control unit. Check hydraulic system pressure. Repair or replace steering control unit.
L6-24
L06021
POSSIBLE CAUSES
TROUBLE: Steering wheel oscillates or turns by itself Lines connected to wrong ports Parts assembled wrong. steering control unit improperly timed. Check line routing and connections. Reassemble correctly and retime control valve.
TROUBLE: Steered wheels turn in opposite direction when operator turns steering wheel Lines connected to wrong cylinder ports Inspect and correct line connections.
(Steering Pump)
TROUBLE: No pump output Air trapped inside steering pump Broken pump drive shaft Excessive circuit leakage No oil to pump inlet Bleed air from pump and/or system. Inspect hoist and steering pump, replace drive shaft. Check for external leaks, internal system pressure loss. Check hydraulic tank oil level. Make certain pump inlet shut-off valve is open.
TROUBLE: Low pump output Low pump pressure Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves. Repair or replace steering pump. Make certain shut-off valve is open. Check suction hose. Clean tank strainers. Check hydraulic tank oil level. Make certain shut-off valve is open. Replace filter element.
Internal pump wear Restricted inlet Insufficient oil supply High pressure filter restricted
L06021
L6-25
POSSIBLE CAUSES TROUBLE: Loss of pressure Defective pressure control
Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves. Repair or replace pump. Inspect brake system and check pressures.
Internal steering pump wear Excessive leakage in brake system
TROUBLE: Excessive or high peak pressure Defective or improperly adjusted pressure control(s) Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves and replace if necessary.
TROUBLE: Noise or squeal Low compensator or unloader valve setting Fluid too cold or viscosity too high Air leak at pump inlet Insufficient inlet oil supply Internal pump damage Check pressure and adjust pressure controls. Warm oil before starting or install proper viscosity oil. Inspect inlet hose, connections and shut-off valve. Check hydraulic tank level. Clean suction strainer. Make certain shut-off valve is open. Repair or replace pump.
TROUBLE: Erratic pump (load/unload) cycle Pressure compensator adjusted incorrectly or defective Excessive internal leakage in steering circuit Unloader valve pilot seat damaged Adjust pressure compensator or repair if necessary. Check unloader pressure settings. Measure component leakage rates and replace defective components. Replace unloader valve module.
TROUBLE: Excessive heat Excessive system pressure Low hydraulic fluid level Worn steering or hoist pump Adjust system pressures Service hydraulic tank Repair or replace pump(s).
L6-26
L06021
(Flow Amplifier)
POSSIBLE CAUSES TROUBLE: Slow or hard steer Stuck amplifier spool Obstruction in orifice, directional spool Disassemble valve, check amplifier spool for damage or obstruction. Disassemble valve, check directional spool and orifices for damage or obstruction. SUGGESTED CORRECTIVE ACTION
Incorrect relief valve pressure setting
Check and correct relief valve setting.
TROUBLE: Free wheeling (no end stop) Leaking shock and suction relief valve Pressure setting of shock valve too low Disassemble valve, check and clean shock and suction valves. Replace valves if necessary. Adjust pressure settings.
TROUBLE: Inability to steer (no pressure build-up) Defective steering control unit Repair or replace steering control unit.
TROUBLE: Resistance when initially turning steering wheel Air in LS line Priority valve spring compression weak Obstruction in orifice in LS or PP port Bleed air from LS line. Disassemble flow amplifier. Replace priority valve spring. Disassemble flow amplifier. Inspect and clean orifice.
L06021
L6-27
NOTES
L6-28
L06021
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist system circuit as shown in Figure 7-1. Detailed component operation is outlined under the individual component descriptions. Hydraulic fluid is supplied by a tank (1) located on the left frame rail. The tanks service capacity is approximately 250 gal. (947 l). Hydraulic oil is routed to a tandem gear type pump (2). A second pump, coupled to the rear of the hoist pump, supplies oil for the steering and brake systems. The pumps are driven by an accessory drive at the end of the traction alternator. Hoist pump output is directed to a pair of high pressure filters (3), mounted to the inboard side of the fuel tank. Hydraulic oil from the hoist filters is directed to the hoist valve (7), mounted above the pumps. The hoist valve directs oil to the body hoist cylinders (10) for raising and lowering of the dump body. Hoist valve functions are controlled by the operator through the lever connected to the hoist pilot valve (4) located in the hydraulic components cabinet. A hoist limit solenoid (5) located in the bleeddown manifold shifts the hoist valve out of POWER UP before the hoist cylinders extend to their maximum physical limit. When the hoist valve is in the HOLD or FLOAT position, hoist circuit oil flows to the front (8) and rear (9) service brakes, cooling the wet disc brakes during truck operation.
Hydraulic hoses deteriorate with age and use. Prevent possible malfunctions by inspecting all hoses periodically. Replace any hose showing wear, damage or deterioration.
1. Hydraulic Tank 2. Hoist Pump 3. High Pressure Filter 4. Hoist Pilot Valve 5. Hoist Limit Solenoid
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC 6. Pilot Operated Check Valve 11. Quick Disconnect 7. Hoist Valve 12. Overcenter Manifold 8. Brake Cooling Oil Supply (Front) 13. Check Valve 9. Brake Cooling Oil Supply (Rear) 14. Counterbalance Valve 10. Hoist Cylinder 15. Bleeddown Manifold
L07023
Hoist Circuit
L7-1
COMPONENT DESCRIPTION
HYDRAULIC TANK 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 and brake apply system. Hoist pressure is limited to 2500 psi (17,235 kPa) by internal relief valves located in the hoist control valve inlet sections. FIGURE 7-2. HOIST VALVE 1. Inlet Section 2. Work Ports Spool Section 3. Tank Ports Spool Section HOIST VALVE The hoist valve (Figure 7-2) is mounted on a modular assembly containing the hoist valve, overcenter manifold, and both hydraulic pumps. This assembly is 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 follows differential pressure input signals generated by the hoist pilot valve as the operator moves the hoist control lever while raising and lowering the dump body. Inlet Sections Each of the front and rear inlet sections of the hoist valve contains of the following components: Flow control valve and main relief valve Secondary Low pressure relief valve Anti-void check valve Load check valve The flow control portion of the flow control and main relief valves allow pump flow to the service brake cooling circuit unless the body is being raised or lowered. The relief portion of the valve is direct acting and has the capacity to limit the working pressure at full pump flow. 5. Inlet Port 6. Outlet Port 7. Spool Section Cover 8. Separator Plate
HIGH PRESSURE FILTERS 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 becomes excessively restricted. Flow restriction through the filter element is sensed by an indicator switch. This switch will turn on a cab mounted red warning light to indicate filter service is required. The indicator light will illuminate when restriction reaches approximately 40 psi (276 kPa). Actual filter bypass will result when the filter element restriction reaches approximately 50 psi (345 kPa).
L7-2
Hoist Circuit
L07023
The secondary low pressure relief is located between the low pressure core and the outlet to the brake cooling circuit. It provides for pressure relief if pressure spikes occur in the low pressure passage area. The load check allows free flow from the inlet to the high pressure core and prevents flow from the high pressure core to the inlet. The anti-void check valve allows free flow from the low pressure core to the high pressure core and prevents flow from the high pressure core to the low pressure core.
Tank Ports (Front) Spool Section The primary low pressure valves are located in the front spool section of the hoist valve. These valves maintain back pressure on the low pressure passage and direct the hoist cylinder return oil back to the hydraulic tank. HOIST PILOT VALVE The hoist pilot valve (Figure 7-3) is mounted in the hydraulic components cabinet behind the operators cab. The hoist pilot valve spool is spring centered to the neutral position and is controlled directly by the operator through a lever mounted on the console between the operator and passenger seat. A cable connects the cab mounted lever to the hoist pilot valve in the hydraulic components cabinet. When the operator moves the lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve. The pilot flow causes the main spool to direct oil flow to the hoist cylinders. The hoist pilot valve is equipped with a one way load check valve which allows free flow from the center passage to bridge core and prevents reverse flow. The valve also contains the power down relief valve (2), used to limit power down pressure to 1500 psi (10.4 MPa).
Spool Sections Work Ports (Rear) Spool Section The rear spool section of the hoist valve consists of the following components: Pilot ports Main spools Work ports Check poppets The pilot ports are located in the spool section cover. These ports provide connections for a pilot line to the hoist pilot valve. Each work port has a corresponding 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 ends 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 differential pressure at the bottom of the spool will overcome 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 permit 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 2. Relief Valve 3. Supply Port 4. To Hoist Valve (Rod End) 5. To Hoist Valve (Base End)
L07023
Hoist Circuit
L7-3
BLEEDDOWN MANIFOLD The pilot valve/hoist valve hydraulic circuit is routed through the bleeddown manifold, located on the left frame rail. The hoist-up solenoid and pilot operated check valve described below are contained in the manifold. Refer to Section L4 for additional information concerning these components. Hoist-up Limit Solenoid The hoist-up limit solenoid (5, Figure 7-1), located on the the bottom of the bleeddown manifold, is used in the hydraulic circuit to prevent maximum hoist cylinder extension. The solenoid valve is a 3-way valve, and is controlled by a proximity switch (hoist limit switch) located near the body pivot and the right rear suspension upper mount. When the body is nearly fully raised, the body activates 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
OVERCENTER MANIFOLD The overcenter manifold (4, Figure 7-4), located on the pump module at the rear of the hoist valve (1) contains the counterbalance valve (2). This valve controls the pressure of the cushion of oil in the annulus area of the hoist cylinder when the body approaches the maximum dump angle. The valve limits the maximum pressure build-up by relieving pressure in excess of 3000 psi (20, 400 kPa), preventing possible seal damage. Quick Disconnect fittings (5) mounted on the bottom of the manifold allow service personnel to dump the load in a disabled truck by connecting jumper hoses from an operational truck, utilizing its hydraulic system.
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 2. Counterbalance Valve 3.Needle Valve 4. Overcenter Manifold 5. Quick Disconnects 6. Steering/Brake Pump 7. Hoist Pump
L7-4
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
L7-5
FLOAT POSITION OF PILOT VALVE WITH TRUCK BODY ON FRAME Figure 7-5 shows the position of the hoist pilot valve when the truck body is resting on the frame. However, the hoist valve internal valves and spools will be in the position shown in Figure 7-7. Oil from the hoist pump enters the inlet sections of the hoist valve in port (11), passes through check valve (18), and stops at the closed high pressure passage (19) at the two main spools (7 & 8) as shown in Figure 7-4.
Pressure builds to approximately 60 psi (414 kPa) on the pilot of the flow control valve (2) causing the valve to compress the spring and open, allowing the oil to flow the through hoist valve port (23) to the service brakes for brake disc cooling and eventually back to the tank. Between the hoist valve port (23) and the brakes or heat exchanger, the cooling supply tees to orificed regulator valves. If supply pressure attempts to increase above 35 psi (240 kPa), the regulator 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.
L7-6
Hoist Circuit
L07023
FIGURE 7-5. FLOAT POSITION 1. Hoist Relief Valve (2500 psi) 10. Tank Return Port 2. Flow Control Valve 11. Supply Port 3. Secondary Low Press. Valve (250 psi) 12. Pilot Supply Port 4. Snubber Valve 13. Hoist Limit Solenoid 5. Rod End Work Port 14. Raise Pilot Port 6. Hoist Cylinders 15. Down Pilot Port 7. Rod End Spool 16. Power Down Relief 8. Head End Spool Valve (1500 psi) 9. Head End Work Port 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Primary Low Pressure Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
L07023
Hoist Circuit
L7-7
POWER UP OPERATION (Figure 7-6) The hoist pilot valve spool is moved to the Power Up position when the operator moves the lever rearward in the cab. The pilot supply oil coming in port (12) is prevented from returning to the tank and, instead, is directed out port (14) through hoist limit solenoid (13) in the bleeddown manifold and into port (14) of the hoist valve. From there it goes to the top of the head end spool (8), builds pressure on the end of the spool, causes the spool to move down compressing the bottom spring, and connects the high pressure passage (19) to head end port (9). Working oil flow in the high pressure passage is now allowed to flow through the spool (8) and out port (9) to extend the hoist cylinders. Even though a small amount of oil flows through the check poppet in the top of Spool (8), raise pilot pressure at ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a result, the pilot supply pressure in ports (12) also increases causing back pressure to occur in the spring area of the flow control valve (2). This overcomes the pilot pressure on the other end of the flow control valve causing it to close and direct the incoming pump oil through the head end spool (8) to the hoist cylinders to extend them. At this time, oil flow to the brake cooling circuit is stopped. If at any time the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 2500 psi (17,238 kPa), the pilot pressure against hoist relief valve (1) causes it to open and allow flow to exit out port (23) to the brake cooling 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 cylinders. 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). Cylinder 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). Approximately 26 psi (179 kPa) causes this valve to open, allowing the oil to flow out port (10) to the tank. If the load passing over the tail of the body during dumping attempts to cause the body to raise faster than the oil being supplied by the pump, the oil returning from the annulus area of the hoist cylinders passing through the conterbalance valve manifold controls how fast the hoist cylinders can extend due to the external force of the load. The speed is controlled by counterbalance valve. During the normal raise process, the raise pilot pressure supplied to the counterbalance valve (24) will open the cylinder return ports fully any time raise pressure is above 666 psi (4,600 kPa). As the load shifts toward the tail of the body, the raise pressure decreases. As it drops below 666 psi (4,600 kPa), the valve starts restricting oil flow causing a backpressure to the annulus area. If raise pressure were to drop to 0 psi (kPa), return pressure would increase to 3000 psi (20,400 kPa) maximum. When the operator releases the hoist lever, the valves change to the HOLD position. If the body raises to the position that activates the hoist limit switch located above the right rear suspension before the operator releases the lever, the hoist limit solenoid (13) is energized. The solenoid valve closes the raise pilot Port (14) on the hoist and releases the hoist pilot valve raise pilot pressure at port (14) to tank, allowing the head end spool (8) to center and shut off supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.
L7-8
Hoist Circuit
L07023
FIGURE 7-6. POWER UP POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Press. Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Primary Low Pressure Valve (26 psi) 23. Brake Cooling Port 24. Overcenter Manifold
L07023
Hoist Circuit
L7-9
HOLD OPERATION (Figure 7-7) The pilot valve spool is positioned to allow the pilot supply oil entering port (12) to return to the tank through Port (10). Pilot supply pressure in ports (12) then decreases to no pressure allowing flow control valve (2) to open and route the incoming pump oil to the brake cooling circuit through port (23) and back to the tank.
Both pilot ports (14 & 15) in the pilot valve are closed by the pilot valve spool. In this condition pressure is equalized on each end of each main spool (7 & 8) allowing the springs to center the spools and close all ports to trap the oil in the cylinders and hold the body in its current position.
L7-10
Hoist Circuit
L07023
FIGURE 7-7. HOLD POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Press. Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Primary Low Pressure Valve (26 psi) 23. Brake Cooling Port 24. Overcenter Manifold
L07023
Hoist Circuit
L7-11
POWER DOWN OPERATION (Figure 7-8) When the operator moves the lever to lower the body, the hoist pilot valve is positioned to direct the pilot supply oil in ports (12) through ports (15) to the top of the rod end spool (7). Pilot pressure increases to move the spool down compressing the bottom spring. Movement of the spool connects the high pressure passage (19) to the rod end (annulus area) of the hoist cylinders. At the same time, the flow control valve (2) is forced to close as pilot pressure increases thus directing the incoming pump oil to the hoist cylinders through 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 pressure in ports (14) is open to tank through the Pilot valve spool.
As oil attempts to return from the head end of the hoist cylinders, it initially encounters the closed head end spool (8). Pressure increases on the bottom end of the spool causing it to move upward. This allows the returning oil to go into the low pressure passage (20), build up 26 psi (179 kPa) to open the primary low pressure relief (3), and exit the hoist valve through Port (10) to the tank. As the body descends and the hoist limit solenoid is no longer activated, the pilot operated check valve is no longer necessary.
L7-12
Hoist Circuit
L07023
FIGURE 7-8. POWER DOWN POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Press. Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Primary Low Pressure Valve (26 psi) 23. Brake Cooling Port 24. Overcenter Manifold
L07023
Hoist Circuit
L7-13
FLOAT OPERATION (Figure 7-9) When the operator releases the lever as the body travels down, the hoist pilot valve spool returns to the FLOAT position. In this position all ports (10, 12, 14, & 15) are common with each other. Therefore, the pilot supply oil is returning to tank with no pressure build-up thus allowing the flow control valve (2) to remain open to allow the pump oil to flow through 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 transfer to the low pressure passage (20). The back pressure in the low pressure passage created by the primary low pressure relief valve (22) causes pressure 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.
The 26 psi (179 kPa) in the low pressure passage causes oil to flow to the rod end of the cylinders to keep them full of oil as they retract . When the body reaches the frame and there is no more oil flow from the cylinders, the main spools center themselves and close the cylinder ports and the high and low pressure passages.
L7-14
Hoist Circuit
L07023
FIGURE 7-9. FLOAT POSITION 1. Hoist Relief Valve (2500 psi) 10. Tank Return Port 2. Flow Control Valve 11. Supply Port 3. Secondary Low Press. Valve (250 psi) 12. Pilot Supply Port 4. Snubber Valve 13. Hoist Limit Solenoid 5. Rod End Work Port 14. Raise Pilot Port 6. Hoist Cylinders 15. Down Pilot Port 7. Rod End Spool 16. Power Down Relief 8. Head End Spool Valve (1500 psi) 9. Head End Work Port 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Primary Low Pressure Valve (26 psi) 23. Brake Cooling Port 24. Overcenter Manifold
L07023
Hoist Circuit
L7-15
NOTES
L7-16
Hoist Circuit
L07023
HOIST CIRCUIT COMPONENT REPAIR

HOIST VALVE
Removal 3. Thoroughly clean the exterior of the hoist valve. 4. Mark, disconnect and cap or plug all line connections to help prevent hydraulic oil contamination, refer to Figure 8-1. 5. Remove capscrews and lockwashers securing the hoist valve to its mounting bracket.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 not received immediately. 1. Ensure adequate overhead clearance and raise truck body. Secure body in raised position with safety cable. 2. Using standard procedure, shut down engine and turn key switch to the off position. Slowly move hoist lever to LOWER position to allow body to lower against safety cable and relieve hoist cylinder pressure. FIGURE 8-1. HOIST VALVE AND PIPING 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist valve 5. Bleeddown Manifold 6. Pump Driveshaft 7. Hoist Circuit Filters 8. Hydraulic Tank 9. Hoist Valve Pilot Circuit Hoses
The hoist valve weighs approximately 425 lbs. (193 Kg). Use a suitable lifting device that can handle the load safely. 6. Attach a lifting device to the hoist valve and remove valve from truck. 7. Move the hoist valve to a clean work area for disassembly.
L08024
Hoist Circuit Component Repair
L8-1
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 (7, Figure 8-2) from one end of the valve. Slide the tie rods from the valve and separate the sections. 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. 3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together making sure O-rings between the sections are properly positioned. 4. Install the four tie rods with the dished washer between the nut and housing (Figure 8-3). 5. A torque wrench should be used to tighten the nuts in the pattern shown in Figure 8-4. The tie rods should be tightened evenly to 105 ft. lbs. (142 N.m) torque in the following sequence: a. Tighten nuts evenly to 15 ft. lbs. (20 N.m) torque in order 1, 4, 2, 3. b. Tighten nuts evenly to 32 ft. lbs. (43 N.m) torque in order 1, 4, 2, 3. c. Tighten nuts evenly to 105 ft. lbs. (142 N.m) torque in order 1, 4, 2, 3.
FIGURE 8-2. HOIST VALVE ASSEMBLY 1. Inlet Section (Rear) 2. Spool Section (Work Ports) 3. Spool Section (Tank Ports) 4. Inlet Section (Front) Installation 1. Attach a suitable lifting device that can handle the load safely to the hoist valve. Move the hoist valve into position and secure in place with capscrews, nuts and lockwashers. Tighten capscrews to standard torque. Note: Valve should be positioned with separator plate (8, Figure 8-2) toward front of truck. 2. Using new O-rings at the flange fittings, connect hydraulic lines. Tighten flange capscrews to standard torque. Refer to Figure 8-1 for hydraulic 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. 5. Nuts and Washers 6. Tie Rods 7. Tube 8. Separator Plate
FIGURE 8-4. TIGHTENING SEQUENCE FIGURE 8-3. TIE ROD INSTALLATION
L8-2
L08024
FIGURE 8-5. INLET SECTION DISASSEMBLY 1. Capscrew 5. Spring 2. Inlet Cover 6. Sleeve 3. Spring (Orange) 7. Secondary Low Pressure Relief 4. Flow Control & Main 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 8-6. RESTRICTOR POPPET REMOVAL (Inlet Cover) 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring 6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve 8. O-Rings 9. Inlet Valve Body 10. O-Rings 11. Check Valves 12. Springs 13. Cover 14. Capscrews
L08024
L8-3
Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and dry with compressed air. 2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks. 3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear. 4. Inspect poppets in their respective bore for fit. Poppets should move freely, through a complete revolution, without binding. 5. Inspect fit and movement between sleeve and low pressure relief valve. Assembly 1. Coat all parts including housing bores with clean type C-4 hydraulic oil. Lubricate O-rings lightly with a multipurpose grease. 2. If restrictor poppet (2, Figure 8-6) was removed, reassemble in the order shown. 3. Install check valves (11, Figure 8-5) in their respective bores. Install springs (12). 4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 60 ft. lbs. (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 capscrews (1). Tighten capscrews to 60 ft. lbs. (81 N.m) torque. Connect external tube, tighten nuts to 25 ft. lbs. (34 N.m) torque.
REAR SPOOL SECTION (Work Ports) Disassembly NOTE: It is not necessary to remove the inlet sections (1 or 4, Figure 8-2) to accomplish spool section (2 or 3) 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. Remove capscrews and lift spool section cover (1, Figure 8-9) from housing. 3. Remove poppet (1, Figure 8-7) from spool cover. Remove and discard O-ring (3). NOTE: The poppet (1) contains a small steel ball. Do not misplace. 4. Remove and discard O-rings (4 & 5, Figure 8-8). 5. Remove restrictor poppet (1). Remove and discard O-ring (2) and backup ring (3), if used. Note the position of the restrictor when removed to insure correct reassembly. 6. Remove spool assembly (20, Figure 8-9). Note the color of the lower spring (blue) to insure proper location during reassembly. Also note the V groove on top end of spool.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 4. O-Ring 2. O-ring * 5. O-Ring 3. Backup Ring * * NOTE: Items 2 and 3 not used on all valves.
FIGURE 8-7. POPPET AND BALL 1. Poppet 2. Steel Ball 3. O-Ring
L8-4
L08024
FIGURE 8-9. WORK PORTS SPOOL SECTION ASSEMBLY 1. Spool Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Ball 8. O-Ring 9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Red) 13. Spool Housing 14. Spool Assembly 15. Spool End 16. Spring (Blue) 17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly 21. Restrictor Poppet (Green) 22. Restrictor Poppet (White)
L08024
L8-5
POPPET COLOR Red Green White
ORIFICE DIAMETER .140 in. (3.556 mm) .093 in. (2.362 mm) .063 in. (1.6 mm)
Assembly
DRILL SIZE #28 #42 #52
1. Lubricate O-rings (4, 5 & 10, Figure 8-9) with clean hydraulic oil. Install O-rings in spool housing. Install poppet (18). Install cover (19) and secure in place with capscrews. Tighten capscrews to 60 ft. lbs. (81 N.m) torque. 2. Install spring (11, Figure 8-9) in spool (20). Install spring seat (2). Apply Loctite to the 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 threads of plug (3). Install plug and tighten to 15 ft. lbs. (20 N.m) torque. NOTE: Poppets 12, 21 and 22 may be color coded and must be installed in their original location.
FIGURE 8-10. POPPET IDENTIFICATION
7. Remove plug (3) from end of spool. Remove spring seat (2) and spring (11). Remove poppet (21) and spool end (15). NOTE: Pay special attention to poppets (12, 21 and 22 Figure 8-9) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot (Red, Green or white). If poppets are not color coded, use the chart in Figure 8-10 and the specified drill bit to measure orifice diameter for identification. 8. Repeat step 7 to disassemble opposite end of spool (20). Note there is no plug or restrictor poppet in opposite end and the spring is blue. 9. Remove spool assembly (14). At top end of spool, remove plug (3). Remove spring seat (2) and spring (11). Remove poppet (12) and spool end (15). 10. At opposite end, remove plug (3), spring seat (2) and spring (16). Remove restrictor poppet (22) and spool end (15). 11. Remove cover (19), remove O-rings (4, 5 & 10). Remove poppet (18).
3. Repeat step 2 for the opposite end of spool (20) to install spring, spring seat, and spool end. Make certain spring (16) is blue in color. (A poppet and plug are not installed in lower end.) 4. Lubricate spool assembly and carefully install in spool housing as shown in Figure 8-11. Make certain the V groove (1) in spool assembly (2) is positioned up as noted. 5. Install spring (11, Figure 8-9) in top (grooved) end of remaining spool (14). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install spool end and tighten to 25 ft. lbs. (34 N.m) torque. Install Red poppet (12). Apply Driloc #204 to the threads of plug (3). Install plug and tighten to 15 ft. lbs. (20 N.m) torque. 6. Repeat step 5 for the bottom end of spool (14). Install spring (16) which is blue in color, spring 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 threads of plug (3). Install plug and tighten to 15 ft. lbs. (20 N.m) torque. 7. Lubricate the assembled spool and install in spool housing as shown in Figure 8-11. Make certain the V groove is in the up position. NOTE: Spools (14, Figure 8-9) and (20) are physically interchangeable. Make sure spool (14) is installed toward the base port of the spool housing.
Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks. 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 complete revolution without binding .
L8-6
L08024
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 Orings. 5. Remove springs (8). Push spools (7) out of housing bores.
FIGURE 8-11. SPOOL INSTALLATION 1. V Groove 2. Spool Assembly 3. Work Ports Spool Section
8. If used, install O-ring (2, Figure 8-8) and backup ring (3) on restrictor poppet (1). Install poppet in spool housing as shown in Figure 8-9. 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 steel ball (7) is installed in poppet. Install poppet in cover (1). 11. With new O-rings (4, 5 & 10) installed, position cover (1) over spool housing. Secure cover in place with capscrews. Tighten capscrews to 60 ft. lbs. (81 N.m) torque. Note: Cover must be positioned according to match marks made during disassembly. Do not reverse cover position.
Cleaning and Inspection 1. Discard all O-rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect springs for breaks or distortion. 3. Inspect housing bores and surfaces of spools for nicks, scoring or excessive wear.
Assembly 1. Lubricate spools (7, Figure 8-12) with clean hydraulic oil and re-install in their original bores. Install springs (8). 2. Lubricate O-rings (5 & 6) with clean hydraulic oil. Install O-rings in bottom of spool housing. Install bottom cover (9) and secure in place with capscrews. Tighten capscrews to 60 ft. lbs. (81 N.m) torque. 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).
L08024
L8-7
FIGURE 8-12. TANK PORTS SPOOL SECTION ASSEMBLY
1. Spool Housing 2. Plug 3. O-RIng
4. Spool Cover 5. O-Ring 6. O-Ring
7. Spool 8. Spring 9. Spool Cover
L8-8
L08024
HOIST PILOT VALVE

Removal 1. Place the hoist control lever in the body down position. Make certain the body is in the full down position and resting on the frame. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 2. Disconnect hydraulic lines (3, Figure 8-13) at the hoist pilot valve (1) located in the hydraulic components cabinet at the rear of the cab. Remove capscrews (5). 3. Loosen and unthread jam nut (8). Unthread sleeve (9) until cotter pin (6) and pin (10) are exposed. 4. Remove cotter pin and pin. 5. Remove the hoist pilot valve mounting hardware (2) and remove valve from cabinet. Refer to hoist pilot valve disassembly for repair instructions.
Installation 1. Place the hoist pilot valve (1, Figure 8-13) into position on the mounting bracket. Secure valve in place with mounting hardware (2). 2. Position hydraulic lines (3) over valve ports and assemble fittings. Tighten hydraulic line connections securely. 3. Place hoist control lever in spring-centered position. Adjust pilot valve spool until the centerline of the cable attachment hole extends 1.16 in. (29.5 mm) from the face of the valve body. 4. Align control cable eye with pilot valve spool hole and insert pin (10). Secure pin in place with cotter pin (6). 5. Thread sleeve (9) upward until contact is made with valve body. Move flange (4) into position and secure in place with capscrews (5). 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 8-13. HOIST PILOT VALVE & PIPING (Located in Hydraulic Components Cabinet) 1. Hoist Pilot Valve 2. Mounting Hardware 3. Hydraulic Tubes 4. Flange 5. Capscrew 6. Cotter Pin 7. Control Cable 8. Jam Nut 9. Sleeve 10. Pin
L08024
L8-9
Disassembly 1. Thoroughly clean the exterior of the valve. Match mark components to assure proper reassembly.
2. Remove machine screw (15, Figure 8-14) seal plate (16), wiper (13) and O-ring (12). 3. Remove snap ring (1), capscrews (6), cap (24), 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 pressure 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 relationship 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 8-14. HOIST PILOT VALVE 1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Capscrew 7. Outlet Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring 13. Wiper 14. Spool 15. Machine Screw 16. Seal Plate 17. Spool Housing 18. Inlet Housing 19. Spring Seat 20. Spring 21. Ball (1) 22. Detent Sleeve 23. Spacer 24. Cap 25. Seal Retainer 26. Wiper 27. O-Ring
FIGURE 8-15. RELIEF VALVE 1. Spool Housing 2. Relief Valve 3. Supply Port 4. To Hoist Valve (Rod End) 5. To Hoist Valve (Base End) 6. Return to Tank
L8-10
L08024
Cleaning and Inspection 1. Clean all parts including housings in solvent and blow dry with compressed air. 2. Inspect seal counter bores, they must be free of nicks or grooves. 3. Examine springs for breaks or distortion. 4. Inspect spool (14, Figure 8-14). The spool must be free of longitudinal score marks, nicks or grooves. 5. Test spool (14) in spool housing for fit. Spool must fit freely and rotate through a complete revolution without binding. NOTE: The spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. Should any of these parts require replacement, the entire control valve must be replaced.
5. Install tie rods. Install tie rod nuts. Tighten tie rod nuts to the torques shown in Figure 8-16. 6. Install a new O-ring (27, Figure 8-14) and wiper (26). Install seal retainer (25). 7. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Slight pressure will be required to compress the detent spring. Tighten detent pin to 84-96 in. lbs. (9-11 N.m) torque. Install spring (20). Carefully install spool into spool housing. 8. Apply grease to the cross holes of the detent pin (3) to hold balls (21) and (2). 9. Slide detent sleeve (22) into cap (24) and place over a punch. Using this punch, depress ball (21) and insert balls (2) in detent pin cross holes. 10. While holding down on ball (21), slide detent sleeve (22) and cap (24) as an assembly over the detent pin (3). Continue to insert detent sleeve (22) until it contacts spring seat (19). 11. Secure cap (24) in place with capscrews (6). Tighten capscrews (6) to 5 ft. lbs. (7 N.m) torque. Install spacer (23) and snap ring (1). 12. Install a new O-ring (12) and wiper (13). Install seal plate (16). Install machine screws (15). 13. Using new O-rings, install relief valve (2, Figure 8-15) in spool housing.
Assembly 1. Thoroughly coat all parts including housing bores with clean type C-4 hydraulic oil. 2. If the inlet and outlet housings were removed follow steps 3 through 5 for reassembly. 3. Install check poppet (2, Figure 8-16) and spring (3) in spool housing (1). 4. Install new O-ring (4) in spool housing. Place the inlet and outlet housings on the spool housing.
FIGURE 8-16. HOIST PILOT VALVE REASSEMBLY 1. Spool Housing 2. Check Poppet 3. Spring 4. O-ring 5. Outlet Housing
FIGURE 8-17. TIE ROD NUT TORQUE 1. Nut 2. Tie Rod 3. Nut 4. Tie Rod 5. Outlet Housing
L08024
L8-11
HOIST CYLINDERS
Removal
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. 5. Carefully lower cylinder until it lays against the 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 cylinder from extending during handling. 7. At the lower mount, straighten lock plate tabs to allow capscrew removal. Remove all capscrews (1, Figure 8-19), locking plate (2) and retainer plate (3). 8. Carefully remove cylinder from frame pivot by pulling outward. Move cylinder to a clean area for disassembly. NOTE: Do not lose spacer (6, Figure 8-19) between cylinder bearing and frame. 9. Clean exterior of the cylinder thoroughly.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 not received immediately. 1. Insure engine and key switch have been Off for at least 90 seconds to allow accumulator to 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 prevent 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 necessary to prevent it from falling or causing injury when removing from the truck. Use a suitable lifting device that can handle the load safely.
FIGURE 8-18. HOIST CYLINDER UPPER MOUNT 1. Pin 4. Locknut 2. Retainer Ring 5. Capscrew 3. Bearing
L8-12
L08024
Installation 7. Start engine, raise and lower body several times to bleed air from cylinder. Check for proper operation and inspect for leaks. 8. Service hydraulic tank if necessary. 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 positioned 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 capscrew (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 capscrews to standard torque. 6. Reconnect lubrication lines for the upper and lower hoist cylinder bearings. FIGURE 8-19. HOIST CYLINDER LOWER MOUNT 1. Capscrew 2. Lock Plate 3. Retainer 4. Retainer Ring 5. Bearing 6. Spacer
L08024
L8-13
FIGURE 8-20. HOIST CYLINDER
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. Bearing
L8-14
L08024
Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retainer ring (4, Figure 8-19) and press out bearing (5). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180o. 3. Position cylinder with the cover (10, Figure 8-20) mounting eye at the top. Remove capscrews (11) and lockwashers retaining the cover to the housing (4). 4. Install two 0.88 in. dia. x 9 in. long, threaded capscrews into the two threaded holes in the cover (10). Screw the capscrews in evenly until the cover can be removed. Lift cover straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove capscrews (7) and plate (5) attaching the rod bearing retainer (6) to the rod (1). Remove the seal (8). 6. Fabricate a retainer bar using a 1/4" x 1" x 18" (6 x 25 x 460 mm) steel flat. Drill holes in the bar to align with a pair of tapped holes spaced 180 apart in the housing. Attach bar to housing using capscrews (11). NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted. 7. Rotate the cylinder assembly 180 , to position the lower mounting eye at the top. Hook a lifting device to the eye on the rod (1) and lift the rod and third stage cylinder assembly out of the cylinder housing.
o
NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks. 8. Rotate the cylinder housing 180o. Remove the retainer installed in step 6. 9. Fabricate a round disc 12.5 in. (318 mm) in diameter .38 in. (10 mm) thick with a .56 in. (14 mm) hole in the center. Align the disc over the second (2) and first (3) stage cylinders at the bottom of the cylinder housing. 10. Insert a .50 in. (13 mm) dia. x 53 in. (1350 mm) threaded rod through the top and through the hole in the disc. Thread a nut on the bottom end of the threaded rod below the disc. 11. Screw a lifting eye on the top end of the rod. Attach it to a lifting device and lift the second and first stage cylinders out of the housing. 12. Remove lifting tools from the second and first stage cylinder assembly. 13. Slide the second stage cylinder (2) down inside the first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder. 14. Remove second stage cylinder from first stage cylinder by sliding it out the top. 15. Remove all old bearings, O-rings, and seals from the hoist cylinder parts.
L08024
L8-15
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 excessive wear. 3. If cylinder bores or plated surfaces are excessively 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 Installation. 5. When a cylinder assembly is dismantled, the capscrews (7, Figure 8-20) should be checked carefully for distress and, if in doubt, replace them. FIGURE 8-21. QUILL INSTALLATION 1. Cap Assembly 2. Quill Assembly 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.
L8-16
L08024
ASSEMBLY OF 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 Installation 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 mating threads of both cap assembly (1) and quill assembly (2). Allow primer to dry 3 to 5 minutes. 4. Apply Loctite Sealant #277 (Komatsu part number 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 8-22. PLUG and CHECK BALL INSTALLATION 1. Cap Assembly 2. Quill Assembly 3. Plug 4. Check Ball
L08024
L8-17
Installation Of Check Balls And Plugs In Quill The check balls (4, Figure 8-22) in the side of the quill assembly (2) are held in place with threaded plugs (3). If a plug is missing and the check ball is not found in the cylinder, the opposite side hoist cylinder and the plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be checked to see if the ball or plug has caused internal damage to the spool. Peening of the necked down sections of the spool may result. Spool sticking may also occur under these circumstances. Refer to Figure 8-23 for SS1158 tool that can be made for installing or removing the check ball plugs. Plugs should be checked during any cylinder repair to be sure they are tight. If found to have any movement, they should be removed and the ball seat in the quill checked to see if it is deformed. If deformation of the ball seat has occurred, the quill should be replaced. If the ball seat area is not deformed, measure the plug thickness as shown in Figure 8-21: Older Plug is 0.25 0.02 in. thick. Newer plug is 0.38 0.02 in. thick.
1. Use the newer plugs and make certain threads in quill tube and on plugs are clean and dry (free of oil and solvent). 2. Use Loctite LOCQUIC Primer T (TL8753, or equivalent), and spray mating threads of both plugs (3, Figure 8-22) and quill assembly (2). Allow primer to dry 3 to 5 minutes. 3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill assembly. 4. Place check balls (4) in quill tube (2) and install plugs (3) with concave side facing ball. Using SS1158 tool, tighten plugs to 70 ft.lbs. (95 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. 5. Stake plug threads in two places (between holes) as shown in Figure 8-22 to prevent loosening of plug. If removal of the plug is necessary in a later rebuild, it will be necessary to carefully drill out the stake marks and destroy the plug. A new plug should be installed and staked as previously detailed.
FIGURE 8-23. SS1158 TOOL PLUG INSTALLATION/REMOVAL
L8-18
L08024
Assembly of Cylinder 1. Install seals (15, Figure 8-20) and bearing (14) 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 second stage to protrude far enough to install the snap ring (9) on the inside of the first stage cylinder. 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 cylinder (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 180o to position the lower mounting eye at the top. 7. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) in the second stage cylinder (2). Note the proper orientation of the rod seal (20) backup ring; install with radiused corner toward seal and white dot away from seal. 8. Attach a lifting device to the rod eye (1) and align it over the housing (4). Lower the rod into the housing. Lubricate the rod with hydraulic oil. 9. Rotate housing 180 to position the cover end at the top. Remove retainer installed in Step 5. Install bearings (17) and seal (16) on the rod bearing retainer (6). 10. Thread two guide bolts 4 in. (100 mm) long in the end of the rod (1). Install seal (8) on the end 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.
12. Lubricate capscrews (1, Figure 8-24) with a lithium base grease. Install capscrews and plate (2) and tighten to 575 ft. lbs. (780 N.m) torque.
FIGURE 8-24. 3rd STAGE PISTON 1. 12 Pt. Capscrew 2. Plate 3. Piston
13. Install O-ring (12, Figure 8-20) and backup ring (23) on cover (10). Align and lower cover onto housing (4). Lubricate capscrews (11), install capscrews and lockwashers. Tighten capscrews to 500 ft. lbs. (678 N.m) torque. 14. Install hoist cylinder eye bearing (5, Figure 8-19) and retainer rings (4) if removed.
L08024
L8-19
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 8-25 illustrates a typical hookup from the good truck. The disabled truck may be another Model 930E-2, or a different Komatsu model. HOOKUP Be certain there is an adequate, clear area to dump the loaded box. When the good truck is in position, shut down the engine and allow the hydraulic system to bleed down. Be certain pressure has bled off before connecting hoses. 1. With the good truck parked as close as possible to the disabled truck, attach a hose from the power up quick disconnect (4, Figure 8-25) to the power down circuit of the disabled truck. (Hose must be rated to withstand 2500 psi (17 MPa) or greater pressure. NOTE: The power down circuit will use a smaller diameter hose (tube) than the power up circuit. 2. Connect another hose from the power down quick disconnect (3) to the power up circuit of the disabled truck. NOTE: If both trucks are a Model 930E-2, the hoses will be installed at the quick disconnects shown in Figure 8-25 and will be crossed when connected. DUMPING PROCEDURE Raising the Body: 3. On the disabled truck, move the hoist control lever to power up and then release it to place the hoist pilot valve in the HOLD position (leave in this position during entire procedure). 4. Start the engine on the good truck, place the hoist control in the power down position and increase engine RPM to high idle to dump the disabled truck. If the body of the disabled truck fails to raise, increase the good truck power down relief pressure as follows: a. Shut down engine and allow the hydraulic system to bleed down.
FIGURE 8-25. PUMP MODULE, HOSE HOOKUP (Model 930E-2 shown) 1. Hoist Valve 2. Tubes to LH Hoist Cylinder 3. Power Down Quick Disconnect; Connect to power up circuit of disabled truck 4. Power Up Quick Disconnect; Connect to power down circuit of disabled truck
b. Remove the cap from the Hoist Pilot Valve relief valve (2, Figure 8-15) located in the hydraulics components cabinet behind the cab. While counting the number of turns, slowly screw the relief valve adjustment screw clockwise until it bottoms. 5. Repeat step 4 to dump the disabled truck. Lowering the Body: 6. Place the hoist lever of the good truck in FLOAT to lower the body. If necessary, momentarily place the hoist control in POWER UP until the body is able to descend in FLOAT. Do not accelerate the engine. 7. After body is lowered, shut down the truck, bleed the hydraulic system and disconnect the hoses. 8. Reduce power down relief valve pressure to normal on good truck by turning the adjustment counterclockwise the same number of turns as required in step 4 b. 9. Check power down relief pressure per instructions in Section L10. 10. Check hydraulic tank oil level.
L8-20
L08024
HYDRAULIC SYSTEM FILTERS

HOIST CIRCUIT FILTER
The hoist circuit filter (Figure 9-1) is located on the fuel tank below the right frame rail. The filter provides secondary filtering protection for hydraulic oil flowing to the hoist valve and hoist circuit components. An indicator switch (5) is designed to alert the operator 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 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 recommended normal filter element replacement interval. 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 elment.
FILTER ELEMENT REPLACEMENT
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 9-1. HOIST CIRCUIT FILTER 1. O-Ring 2. Plug 3. Filter Head 4. O-Ring 5. Indicator Switch 6. O-Ring 7. Backup Ring 8. Set Screw 9. Filter Element 10. Bowl 11. Bleed Plug 12. O-Ring 13. Bottom Plug
L09008
Hydraulic System Filters
L9-1
Removal 1. With the key switch Off allow at least 90 seconds for the accumulators to bleed down. 2. Remove bleed plug (11, Figure 9-1). Remove bottom plug (13) and drain oil from the housing into a suitable container.
Installation 1. Install new element (9). Install new O-ring (6) and backup ring (7). 2. Install bowl on filter head and tighten. Lock in place with setscrew (8). 3. Install bottom plug (13), and bleed plug (11).
INDICATOR SWITCH Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! The indicator switch (5, Figure 9-1) is factory preset to actuate at 35 psid (240 kPa). The switch and warning light should be routinely tested as a part of the regular vehicle maintenance program. Refer to Indicator Switch Test Procedure in this Section.
3. Loosen setscrew (8). Remove bowl (10). 4. Remove filter element (9). 5. Remove and discard backup ring (7) and O-ring (6). 6. Clean bowl in solvent and dry thoroughly.
L9-2
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 operator 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 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 recommended normal filter element replacement interval. 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 elment.
FILTER ELEMENT REPLACEMENT
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 9-2. STEERING CIRCUIT FILTER 1. Indicator Switch 2. Setscrew 3. Head 4. Bleed Plug 5. O-Ring 6. O-Ring 7. Filter Element 8. Bowl 9. O-Ring 10. Drain Plug
L09008
L9-3
Removal 1. With the key switch Off allow at least 90 seconds for the accumulators to bleed down. 2. Remove plug (10, Figure 9-2), loosen bleed plug (4) and drain oil from the housing into a suitable container.
INDICATOR SWITCH
The hydraulic filter indicator switch is factory preset to actuate at 35 psid (240 kPa). Switch adjustment is not necessary or recommended, however 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 9-4 shows a test block to accept the switch during testing. The test block may be fabricated as shown.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 3. Remove bowl (8) and element (7). 4. Remove and discard O-ring (6) on filter bowl. 5. Clean bowl in solvent and dry thoroughly. Installation 1. Install new element (7). Install new O-ring (6) on bowl. 2. Install bowl on filter head and tighten. 3. Install drain plug (10), and O-ring (9). Tighten bleed plug (4). INDICATOR SWITCH The indicator switch (1, Figure 9-2) is factory preset to actuate at 35 psid (240 kPa). The switch and warning light should be routinely tested as a part of the regular vehicle maintenance program. Refer to Indicator Switch Test Procedure .
Test Procedure 1. With the key switch Off allow at least 90 seconds for the accumulators to bleed down. 2. Disconnect wiring harness and remove switch from filter head. 3. Install switch in test block. Connect pressure tester to pipe nipple. Reconnect wires to switch. 4. Turn key switch on. Pump up pressure to test block while observing tester gauge and hydraulic oil filter warning light in cab. Light should turn on at 35 5 psi (240 34.5 kPa). If not, test bulb and switch as follows: a. If lamp fails to light, remove wire (circuit # 39) from switch and short to ground. If warning 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 psi (240kPa). 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 switch.
L9-4
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
L9-5
NOTES
L9-6
L09008
HYDRAULIC CHECK-OUT PROCEDURE

GENERAL INFORMATION
The hydraulic check-out procedure is intended to help the technician check, adjust, and diagnose problems in the steering and hoist circuits. The technician should read the entire check-out procedure prior to performing any steps to become familiar with the procedures and all the warnings and cautions. The check-out procedure begins by checking the basic system before checking individual components. Included on the last page is a data sheet to record the information observed during the hydraulic system check-out procedure. The data sheet is designed to be removed, copied, and used during the check-out procedure. * Steps indicated in this manner should be recorded on the data sheet for reference.
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE

The steering circuit hydraulic pressure is supplied from the piston pump and steering accumulators. Some steering system problems, such as spongy or slow steering or abnormal operation of the Low Steering Pressure warning light can sometimes be traced to internal leakage of steering components. If internal leakage is suspected, refer to Steering Circuit Component Leakage Test. NOTE: Excessive internal leakage within the brake circuit may contribute to problems within the steering circuit. Be certain that brake circuit leakage is not excessive before troubleshooting steering circuit. For Brake Circuit Test Procedure, refer to Section J, Brake System.
Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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 not received immediately. Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering accumulator. The steering accumulators can be bled down by shutting down the engine, turning key switch Off, and waiting 90 seconds. Confirm the steering 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.
The steering circuit can be isolated from the brake circuit by releasing all steering system pressure and then releasing all pressure from the brake accumulators and removing the brake system supply line (4, Figure 10-2) from the bleeddown manifold (see WARNING). Plug the brake supply hose and cap the fitting at the bleeddown manifold to prevent high pressure leakage.
Prior to checking the steering system, the hydraulic steering and brake systems must have the correct accumulator precharge and be up to normal operating temperatures. Refer to Steering Circuit Component Repair, Steering Accumulator Charging Procedure in this section of the manual for accumulator charging instructions.
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 E3-2, Propulsion System, for GF switch location.)
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 instructions.
L10012
Hydraulic Check-out Procedure
L10-1
Equipment Requirements The following equipment will be necessary to properly 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.
Be sure steering accumulator oil pressure has been bled down. Turn the steering wheel; the wheels should not move if all oil pressure has been relieved. 2. Check hydraulic oil level in tank and add oil if required. Be certain suction line shut-off valves are open.
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 5. Steering System Pressure Switch 6. Accumulator Bleeddown Solenoid 7. Pressure Test Port (TP3) 8. Supply To Flow Amp 9. Return From Flow Amp 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 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, Figure 10-1) clockwise until it bottoms out. FIGURE 10-1. PUMP PRESSURE CONTROLS 1. Stroke Adjustment 3. Compensator Adjustment 2. Unloader Adjustment 4. GPA Port 5. Back out the pressure compensator adjustment screw (3), by turning counterclockwise.
L10-2
L10012
6. Start engine and adjust pressure compensator (3) to obtain 3325 psi (22,923 kPa) on the pressure gauge at the GPA pump port. Tighten compensator jam nut. * Record on Data Sheet 7. Shut down the engine and allow the accumulators to bleed down. 8. Back out unloader valve adjustment screw (2, Figure 10-1) completely. 9. Start engine and allow pump pressure to build until the pump unloads. NOTE: When the steering pump unloads, pump output pressure at the GPA pressure test port will drop to approximately 200 to 400 psi (1380 to 2760 kPa). 10. Steer the truck to cause the accumulator pressure to drop until the pump loads. 11. Observe increasing pressure readings on the gauge installed at the bleeddown manifold test port TP2 (3, Figure 10-2). When pressure increases to 3000 to 3050 psi (20,680 to 21,025 kPa), adjust unloader valve by turning adjustment screw clockwise until the pump unloads and pressure begins to decrease. * Record on Data Sheet 12. Steer the truck slowly again while observing 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 correct, repeat unloader valve adjustment, steps 11. and 12. NOTE: The critical pressure setting is the 2750 psi (18,960 kPa) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 3025 psi (20,855 kPa). 14. Tighten jam nut to lock pressure adjustment. 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.
Steering Control Unit and Flow Amplifier Leakage Test 1. Disconnect the flow amplifier return hose (9, Figure 10-2) at the bleeddown manifold. Plug the port on the bleeddown manifold. 2. Disconnect steering control unit return hose at the flow amplifier. Install a plug in the open flow amplifier port. Do not turn steering wheel with hoses disconnected! 3. Start engine and allow steering system to reach normal operating pressure. 4. Measure leakage from flow amplifier return hose removed in step 1.: Maximum permissible leakage is 50 cubic inches (820 ml) per minute. If leakage is excessive, the flow amplifier should be repaired or replaced. * Record on Data Sheet 5. Measure leakage from steering control unit return hose removed in step 2.: Maximum permissible leakage is 10 cubic inches (164 ml) per minute. If leakage is excessive, the steering control valve should be repaired or replaced. * Record on Data Sheet 6. Shut down engine and allow accumulators to bleed down completely. Steer the truck to verify all pressure has bled off.
Bleeddown Manifold Leakage Test 1. With hoses disconnected in Steering Control Unit and Flow Amplifier Leakage Test still disconnected, disconnect the hoist pilot valve return hose (14, Figure 10-2) located on the side of the bleeddown manifold. 2. Before performing the next step, it will be necessary to draw a vacuum on the hydraulic tank to prevent oil loss when the bleeddown manifold tank return line is disconnected.
L10012
L10-3
STEERING/BRAKE PUMP STROKE ADJUSTMENT Later model trucks are equipped with an adjustable pump stroke control (1, Figure 10-1) to control the volume of oil produced by the steering/brake pump. Use of this feature is required only if the truck is operated at high altitude locations (greater than 10,000 ft. (3,050 meters) above sea level). If the truck is operating at high altitudes, contact the Komatsu Area Service Representative for instructions regarding stroke control adjustment procedures. For trucks operating at lower altitudes, this adjustment should not be changed from the factory setting (adjusted fully counterclockwise). The factory setting provides full pump flow for maximum performance.
Hydraulic tank oil level is above the level of this return line. It is necessary to draw a vacuum on the hydraulic tank to prevent a large amount of oil draining from the tank with the return line disconnected from the bleeddown manifold. 3. Disconnect tank return line (15, Figure 10-2) from bleeddown manifold. Connect hoist pilot valve return hose removed in step 1 to the tank return line. 4. Remove the vacuum on the hydraulic tank. 5. Start the engine and allow the system to build pressure until the unloader valve unloads the 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 bottom 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 console. 7. Re-attach vacuum source to hydraulic tank and draw a vacuum before disconnecting tank return hose from pilot valve return hose. Attach tank return hose to bleeddown manifold. Attach hoist pilot return hose to fitting on manifold. 8. Remove vacuum source. Remove test equipment and reinstall all remaining hoses to their proper location. 9. Turn key switch to OFF position to allow steering accumulators to bleed down. FIGURE 10-3. STEERING RELIEF VALVE ADJUSTMENT 1. Flow Amplifier Valve 2. Plug 3. O-Ring 4. Relief Valve Adjustment
L10-4
L10012
SHOCK AND SUCTION VALVES Equipment Requirements The following equipment will be necessary to properly test the steering circuit shock and suction valves: Hydraulic schematic, refer to Section R. Three 0-5000 psi (0-35,000 kPa) range calibrated pressure gauges and hoses.
The other gauge should read 3100 psi (21,370 kPa). * Record on Data Sheet 8. If pressure is incorrect during step 6 or 7, the shock and suction valves must be replaced. NOTE: The shock and suction valves are only serviced as complete units, and cannot be adjusted while installed in the flow amplifier valve. 9. After the above test is complete, lower the steering relief pressure to 2750 psi (18,960 kPa) as follows: a. Steer full left or right and maintain a slight pressure against the steering wheel. b. Adjust steering relief valve, using the 5 mm allen wrench to obtain 2750 psi (18,960 kPa) on the gauge showing pressure. * Record on Data Sheet 10. After adjustment is complete, install plug (2, Figure 10-3) with O-ring (3) on valve body. 11. Reset unloader valve to specified unload pressure; back out the unloader valve adjustment screw completely counterclockwise. 12. Steer the truck to reduce pressure in the steering circuit and cause the pump to load. a. Observe increasing pressure readings on the gauge installed at the steering pressure, TP2 test port (3, Figure 10-2). When pressure increases to 3000 to 3050 psi (20,680 to 21,025 kPa), adjust unloader valve by turning adjustment screw clockwise until the pump unloads and feedback pressure begins to decrease. b. Steer the truck again while observing the steering pressure feedback 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 correct, repeat unloader valve adjustment. * Record on Data Sheet NOTE: The critical pressure setting is the 2750 psi (18,960 kPa) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 3025 psi (20,855 kPa).
Before the shock and suction valves in the steering circuit can be tested, steering system pressure must be increased to obtain sufficient pressure for testing. In addition, the steering relief valve pressure must be raised above the pressure required to actuate the shock and suction valves.
1. Install a 5000 psi (0-35,000 kPa) pressure gauge at TP2 (3, Figure 10-2) in the steering bleeddown manifold. 2. Install a 5000 psi (0-35,000 kPa) gauge in each steering cylinder manifold test port. (Located on frame crossmember, under engine.) 3. Raise steering relief valve pressure as follows: a. Remove external plug (2, Figure 10-3) on flow amplifier valve, using an 8 mm allen wrench. b. Insert a 5 mm allen wrench into opening and gently bottom out adjustment (4) by turning clockwise. 4. Start the engine and allow steering system to build pressure. 5. While observing gauge at the TP2 steering pressure test port, turn unloader valve adjustment (2, Figure 10-1) clockwise until approximately 3300 psi (22,750 kPa) is obtained. NOTE: This pressure is near the pump compensator pressure setting and the pump may not unload, however it is not necessary for the pump to unload during this test. 6. While observing the two gauges installed on the steering manifold, steer the truck against the left stop. Pressure on one of the gauges should read 3100 psi (21,370 kPa). * Record on Data Sheet 7. Steer the truck to the opposite stop.
L10012
L10-5
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.
Hydraulic oil temperature should be approximately 70F (21C) during test. Pressure Checks 1. Install a 0-100 psi (0-1000 kPa) low pressure gauge at the brake cooling circuit manifold block (2, Figure 10-4) at the front of the hoist valve (1) to monitor front brake cooling oil pressure. 2. Install a 0-3500 PSI (0-25,000 kPa) gauge in the overcenter manifold (4) power down test port marked TPD located on front face of manifold.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Equipment Requirements The following equipment will be necessary to properly check-out the hoist relief and brake cooling circuit pressures: Hydraulic schematics, refer to Section R. Three 0-3500 psi (0-25,000 kPa) range calibrated pressure gauges and hoses for hoist circuit pressure readings. Two 0-100 psi (0-1000 kPa) low pressure gauges and hoses for brake cooling circuit pressure readings.
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in each hoist pump filter pressure test port. 4. Install a 0-100 psi (0-1000 kPa) low pressure gauge at the upper left test port in the brake/hoist return manifold (3) to monitor rear brake cooling supply pressure. Brake Cooling Circuit Test 1. Start engine and run at low idle. Place hoist control lever in the FLOAT position. Hoist pump outlet pressures at the filters should be approximately 80 psi (550 kPa). * Record on Data Sheet Pressure at front and rear brake cooling circuits (3 & 4, Figure 10-7) should be approximately 25 psi (172 kPa) or less. * Record on Data Sheet 2. With engine at low idle, move the hoist control lever to POWER UP. Pressure at front and rear brake cooling circuits (3 & 4) should drop to 0 psi (0 kPa) while body raises. * Record on Data Sheet 3. Increase engine speed to 1500 RPM. Place hoist control lever in HOLD or FLOAT. Pressure at front and rear brake cooling circuits (3 & 4) should be approximately 50 psi (344 kPa) or less. * Record on Data Sheet 4. With engine at 1500 RPM, move the hoist control lever to POWER UP.
FIGURE 10-4. PUMP PRESSURE TAPS 1. Hoist Valve 3. Brake/Hoist Return Manifold 2. Front Brake Cooling 4. Overcenter Manifold Supply
Pressure at front and rear brake cooling circuits (3 & 4) should drop to 0 psi (0 kPa) while body raises. * Record on Data Sheet
L10-6
L10012
Power Up Relief Pressure Test The hoist valve contains two relief valves. The rear inlet section (toward rear of truck) contains the relief valve for the rear section of the hoist pump. The front inlet section (toward front of truck) contains the relief valve for the front section of the hoist pump. 1. To allow full extension of the hoist cylinders, disconnect the hoist up limit solenoid, located on the bottom of the bleeddown manifold from the wiring harness.
FIGURE 10-5. INLET SECTION (Front and Rear Inlet Sections are Identical) Be sure there is adequate (safe) overhead clearance before raising body to full up position. 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring 6. Sleeve 7. Secondary Low Pressure Valve 8. O-Rings 9. Inlet Valve body
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
d. Disconnect tube from inlet section cover (2, Figure 10-5). Disconnect hose(s) at top port. e. Remove capscrews (1) from cover (2). Remove cover (1) and spring (3) from relief valve (4). f. Loosen jam nut on relief valve (4) and turn screw in (clockwise) to increase pressure or out (counter-clockwise) to decrease pressure. NOTE: Each 1/4 turn of the adjustment screw will 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 top port. 2. Check pressure again, repeating step 2. If necessary, repeat adjustment procedure until correct pressure is attained.
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 the front or rear inlet section, adjust pressure as follows: a. Lower body until it is resting on frame rails and shut down engine. Wait at least 90 seconds until accumulators bleed down. b. Relieve all hydraulic pressure from hoist system. c. Move hoist control lever to the power down position and allow body to completely rest on frame rails.
L10012
L10-7
Power Down Relief Pressure Test NOTE: The hoist system power down relief valve is located on the hoist pilot valve, located in the hydraulic components cabinet, behind the cab. 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 manifold. 2. Start engine and run at low idle. Allow the accumulators 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 specifications, 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 out (counter-clockwise). 2. Recheck power down relief pressure (step 3) after valve adjustment. Install cap on relief valve. 3. Shut down engine, allow accumulators to bleed down. Remove gauges, hoses etc.
FIGURE 10-7. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 10. Rear Brake Return 2. Rear Brake Supply Press. 3. Rear Brake Supply Press. 11. Hoist Return Press. 4. Front Brake Supply 12. Front Brake Return Press. Press 5. Rear Brake Cooling Oil 13. Rear Brake Return (From Hoist Valve) 14. Rear Brake Return 6. Return From Hoist Vlv. 15. Hoist Return to Tank 7. Return From Hoist Vlv. 16. Front Brake Return 8. Brake/Hoist Return Oil 17. Front Brake Return Manifold 18. Front Brake Return
FIGURE 10-6. POWER DOWN RELIEF VALVE 1. Spool Housing 2. Relief Valve
L10-8
L10012
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 measure rod end pressure; the pressure controlled by the counterbalance valve.)
FIGURE 10-8. COUNTERBALANCE VALVE ADJUSTMENT 1. Hoist Valve 2. Counterbalance Valve 3. Needle Valve 4. Pilot Vent Port Plug 5. TPD Pressure Test Port 6. Overcenter Manifold
Counterbalance Valve Pressure Check Only: 1. Start the engine. At low idle, raise the body and as it extends to the third stage, read the pressure on the gauge connected to the TR port. (All counterbalance valve pressures are read/adjusted while hoist cylinders are in third stage.) a. If pressure is 3000 psi (20.7 MPa) or above, stop hoisting immediately. Pressure is adjusted too high and must be lowered. Go to Counterbalance Valve Adjustment and perform adjustment procedure. b. If pressure is below 3000 psi (20.7 MPa), increase engine speed by approximately 300 rpm and observe pressure on gauge. 1.) If pressure is still below 3000 psi (20.7 MPa), continue increasing engine speed in steps of 300 rpm, while in third stage and observing pressure gauge. 2.) Continue monitoring pressure gauge until engine high idle is attained. c. If gauge indicates 3000 psi (20.7 MPa) while at high idle, in POWER UP and in third stage, counterbalance valve adjustment is correct. d. If gauge does not indicate 3000 psi (20.7 MPa) while in third stage and at high idle (or a lesser rpm during step 1b, 1.) perform Counterbalance Valve Adjustment procedure.
Counterbalance Valve Adjustment 1. Loosen locknut on adjustment stem of counterbalance valve (2, FIGURE 10-8) (Labeled CBV on manifold). Turn adjustment stem fully clockwise to start adjustment procedure so counterbalance valve pressure is as low as possible. Note: Turning adjustment stem in (clockwise) decreases the pressure. Turning the stem out (counterclockwise) increases the pressure. Complete valve adjustment range is 3 turns. 2. Start the engine and operate at high idle. Raise the body while observing the pressure gauge. Slowly adjust counterbalance valve to obtain 3000 psi (20.7 MPa) as the hoist cylinder 3rd stage extends while in POWER UP. When adjustment is complete, secure locknut on adjustment stem. 3. Repeat Counterbalance Valve Pressure Check, step 1. to verify proper adjustment. * Record on Data Sheet 4. Replace plug in PILOT VENT port. Remove pressure gauge. 5. Turn needle valve adjustment stem fully out and secure locknut.
L10012
L10-9
HYDRAULIC SYSTEM FLUSHING PROCEDURE

The following instructions outline the procedure for flushing the hydraulic system. Flushing Procedure Preparation 1. Verify and correct if necessary, the various relief valves and adjustable hydraulic system components. (Refer to Hydraulic Checkout procedure.) 2. Place selector switch in NEUTRAL, apply the parking brake and place the Rest switch in the ON position. (Leave Rest switch ON for all the following procedures.) a. Shut down engine and turn key switch OFF. Be certain the Link Voltage warning lamps turn off. b. Allow at least 90 seconds for the steering accumulators to bleed down. c. Open the brake accumulator bleed down valves on the brake manifold. (This will return contaminants in the brake accumulators to the hydraulic tank.) 3. Thoroughly clean the exterior of the hydraulic tank. Drain the hydraulic tank and flush the interior with a cleaning solvent. Inspect all hydraulic hoses for deterioration or damage. NOTE: If a system component fails, all flexible hoses should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside the hose. 1. Set all controls in the Neutral position. Do not steer the truck or operate controls until the next step is completed. 2. Start the engine and run at 1000 RPM for five minutes. This will circulate oil with all valves in the neutral position. 3. To increase flow and turbulence in the system, increase engine speed to full throttle and maintain for four minutes. This will carry contaminates to the hydraulic tank. 4. Shut down engine and turn key switch OFF. Allow at least 90 seconds for the accumulators to bleed down. 5. Close the brake accumulator bleed down valves on the brake manifold (opened in step 2.c., Preparation) 6. To enable full extension of the hoist cylinders, disconnect hoist limit solenoid on bottom of bleeddown manifold. 7. Start engine and run at 1000 RPM while performing the following: a. Steer truck full left then full right - repeat ten (10) times. b. Steer full left (keeping pressure against the steering wheel) and hold for 10 seconds. c. Steer full right (keeping pressure against the steering wheel) and hold for 10 seconds. 4. Remove, clean and reinstall the hydraulic tank strainers. Change all high pressure filter elements. 5. Fill hydraulic tank with clean, Type C-4 hydraulic 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.) NOTE: Hydraulic tank oil temperature should be 110 - 130F (43 - 54C) after accomplishing Step 6. If not, repeat Step 3 to increase oil temperature to the proper operating range. 8. Increase engine speed to full throttle and steer full left and full right. 9. Return all controls to Neutral.
L10-10
L10012
Filter Element Replacement After the hydraulic system flushing procedure has been completed, all system high pressure filter elements must be replaced. 1. Close both hoist pump suction line shut-off valves. Close the steering pump suction line shut-off valve. 2. Remove hoist, steering, and brake circuit hydraulic filters, clean housings and install new filter elements. (Detailed instructions may be found in Section L9.) 3. Check hydraulic tank oil level and refill if necessary. 4. Open all (three) suction line shut-off valves.
The following procedures involve raising and lowering the dump body. Be certain adequate clearance is available before raising body to the full up position. 10. Reduce engine speed to 1000 RPM and perform the following:
In all of the following UP exercises, as the second stage starts out of the hoist cylinder in the POWER UP mode, slowly decrease engine speed to prevent sudden bottoming of the cylinders. Severe damage to the hoist cylinders may occur if this precaution is not followed. a. Extend hoist cylinders fully and FLOAT down - repeat ten (10) times. b. Extend hoist cylinders to full extension and hold hoist lever in UP position for 10 seconds. c. Lower hoist cylinders and hold lever in DOWN position for 10 seconds after cylinders are fully retracted. 11. Increase engine speed to full throttle and perform the following: a. Hoist up to full extension, then allow cylinders to float down. b. Return hoist control to Float. 12. Operate the truck (on a typical haul cycle if possible) to exercise the braking functions a minimum of 30 times. Insure the braking is also exercised in Reverse, as would be seen in a typical 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.
L10012
L10-11
NOTES
L10-12
L10012
930E CHECK-OUT PROCEDURE STEERING SYSTEM DATA SHEET

__________ 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
L10012
L10-13
930E CHECK-OUT PROCEDURE BRAKE COOLING & HOIST SYSTEM DATA SHEET
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Procedures.
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
L10-14
L10012
SECTION M OPTIONS AND SPECIAL TOOLS INDEX

FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKFIRE ELECTRIC DETECTION & ACTUATION SYSTEM - SERIES 1 ANSULFIRE CONTROL SYSTEM, MANUAL . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . WIGGINS QUICK FILL FUEL SYSTEM Fuel Receiver . . . . . . . . . . . Tank Breather Valve . . . . . . . . Left Side Fill . . . . . . . . . . . . SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2 M2.3-1 . M2-1 . M2-1 . M2-1 . M2-2 . . . . M5-1 M5-1 M5-2 M5-3
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HEATER/AIR CONDITIONING SYSTEM -134a REFRIGERANT Environmental Impact . . . . . . . . . . . . . . . . . . . . Operator Cab Conditioning . . . . . . . . . . . . . . . . . Principles of Refrigeration . . . . . . . . . . . . . . . . . Major System Components . . . . . . . . . . . . . . . . . System Servicing . . . . . . . . . . . . . . . . . . . . . . Evacuating the System . . . . . . . . . . . . . . . . . . . System Troubleshooting . . . . . . . . . . . . . . . . . .
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M9-1 M9-1 M9-2 M9-2 M9-4 M9-7 M9-18 M9-19 M13-1 M13-1 M13-1 M13-3 M13-3 M13-3
24 VDC ELECTRIC SUPPLY SYSTEM NIEHOFF 240 amp. ALTERNATOR (M13002) Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . Battery Charging System (Niehoff 240 amp. Alternator) . . . . . . . . . . . . . . General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Procedures (On Truck) . . . . . . . . . . . . . . . . . . . .
NIEHOFF 240 amp. ALTERNATOR OVERHAUL MANUAL (M13003) . . . . . . . . . . . . . M13-1 PAYLOAD METER II ON - BOARD WEIGHING SYSTEM Table Of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
M01034 03/01
Index
M1-1
NOTES
M1-2
Index
M01034 03/01
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1

The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2.3- 1) uses linear detection wire. This is a two conductor heat rated thermo cable. When the detection cable is subjected to 221F (105C) the insulating coating of the cable melts allowing the conductors to short together closing the electric circuit to the squib which detonates to depress the puncture pin and actuate the expellant cartridge.
Components of the Checkfire Electric Detection and Actuation System are shown in Figure 2.3-1.
Control Module (Figure 2.3-2): 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 button will illuminate the green indicator light if electrical power is available in the system.
FIGURE 2.3-2. CONTROL MODULE
FIGURE 2.3-1. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYS. 1. Control Module 3. Linear Detection Wire 5. (Not Shown) Test Kit 2. Manual/Automatic Actuator 4. Power Wire
M02003
Ansul "Checkfire" Electric Detection and Actuation System
M2.3-1
Actuator (Figure 2.3-3): Provides automatic and manual means of fire suppression 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 2.3-5. POWER WIRE
FIGURE 2.3-3. MANUAL/AUTOMATIC ACTUATOR Linear Detection Wire (Figure 2.3-4): Consists of a two conductor heat rated thermo cable. The temperature rating of the cable is 221F 105C) black wire or 356F (180C) using red wire. When the cable is subjected to temperatures in excess of this rating the insulating coating melts allowing the conductors to short together, closing the actuating circuit to fire the squib.
FIGURE 2.3-6. TEST KIT 1. Indicator Light Assembly 2. End-of-Line Detection Wire Jumper Assembly Test Kit (Figure 2.3-6): Provides for checking of electrical continuity and consists of an indicator light assembly and an End-of-Line linear detection wire jumper assembly.
FIGURE 2.3-7. SQUIB FIGURE 2.3-4. LINEAR DETECTION WIRE Power Wire (Figure 2.3-5): Consists of a battery connector and conductor lead wires to connect the actuation system to the truck electrical system (battery circuit). The battery connector is equipped with a 5 ampere in line fuse (replaceable). Squib (Figure 2.3-7): Is an electrically detonated component containing a small exact charge of powder. When the actuation circuit is closed by the linear detection wire melting, an internal wiring bridge in the squib heats up causing the power charge to detonate, forcing the puncture pin to rupture the cartridge disc to release the nitrogen gas charge.
M2.3-2
M02003
Securing the Detection Wire After the linear detection wire has been loosely installed, secure it to the equipment being protected as follows: 1. Begin at the control module with the first section of detection wire. If this section is sufficient to cover the total hazard area, no additional lengths are required. If additional lengths are 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 2.3-8). Plugs and receptacles are keyed to allow insertion only in one direction. After "click" is noted, apply a small amount of back pull to confirm connection has been made.
1. The Power Wire a. Depress the button on top of the control module and note green indicator light (Figure 2.3-9). With button, depressed, light should be on. This indicates the power wire is installed correctly to the control module. If light does not appear, check all connections to insure they are snapped together. Retest by depressing button. If light is not "On" refer to "Troubleshooting Section" covered in this section. b. If battery power is correct, proceed to checking total system power.
FIGURE 2.3-9. POWER CHECK
Do Not install squib to power lead at this time (Figure 2.3-10). FIGURE 2.3-8. LINEAR DETECTION WIRE CONNECTOR 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 equipment. Always keep the previously mentioned guidelines in mind when installing the wire. Preliminary Test Before Final Hook-Up All necesssary linear detection and power wire installation is now completed . Before arming the actuator with the squib, it is necessary to check to insure all connections are made properly.
FIGURE 2.3-10. DO NOT CONNECT SQUIB
M02003
M2.3-3
c. Proceed to the end of the last length of detection wire and remove the jumper assembly (Figure 2.3-12). 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 "Troubleshooting". d. Remove the test kit from the system by, first, disconnecting the squib connector from the test module (Figure 2.3-14). NOTE: Retain these components for possible later use.
! CAUTION !
Remove jumper assembly. Otherwise, fire suppression system will discharge when squib is installed in Electric Detection And Actuation System. FIGURE 2.3-11. INSTALL JUMPER 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 (Figure 2.3.11) 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 2.3-12). Test module light should immediately illuminate. This test confirms that the wire is properly installed and will function as designed. If test module light does not illuminate on test module, refer to the "Troubleshooting" section.
FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY
FIGURE 2.3-12. INSTALL TEST MODULE ASSEMBLY
FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSY
M2.3-4
M02003
Installation Procedure for Squib After all testing has been completed and all test kit components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole on actuator body and firmly tighten (Figure 2.3-15). After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge (Figure 2.3-16).
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 2.3-17). Handtighten as firmly as possible. FIGURE 2.3-15. Placing the Electric Detection & Actuation System Into Service 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 manual puncture lever several times to insure smooth operation. 3. Insert ring pin in hole and attach lead wire seal (See Figure 2.3-18).
FIGURE 2.3-16.
FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE 4. Insert LT-5-R cartridge (PB0674) into lower actuator body and handtighten firmly. FIGURE 2.3-17. INSTALL SQUIB 5. Record date that system was placed in service.
M02003
M2.3-5
INSPECTION AND MAINTENANCE SCHEDULES FOR ELECTRIC DETECTION AND ACTUATION SYSTEM
Proper inspection and maintenance procedures must be performed at the specified intervals to be sure that the Electric Detection and Actuation System will operate as intended. Daily The machine operator should manually test system power by pushing the button and noting illumination of indicator light. This confirms battery power is available. If light is not illuminated, refer to "Troubleshooting" 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 maintenance 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 assembly to end of linear detection wire assembly. 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. Record date of installation of new squib. 1. Check all mounting bolts for tightness. 2. Check all wiring connectors for tightness and possible evidence of corrosion. 3. Inspect detection and power wire as follows: a. Check for wear due to abrasion (at wall penetrations, around corners, etc.). b. Check for damage from direct impact or other abuse. c. Check mounting locations for tightness. d. Insure mounting hardware has not come loose or been broken, either of which would allow the wire to sag.
4. Weigh the actuation cartridge on the Electric Detection and Actuation System. Replace cartridge 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 bottom of Electric Detection and Actuation System for elasticity. If the temperature is below freezing, warm the gasket with body heat to insure a good seal. Clean and coat lightly with a high heat resistant silicone grease.
FIGURE 2.3-19. REMOVE CARTRIDGE AND DISCONNECT SQUIB
Do Not reinstall cartridge at this time. 5. Test system power by depressing button on control module. Note illumination of light while button is depressed. 6. Remove squib connector before proceeding with next series of checks (Figure 2.3-19). 7. Using the furnished test kit assembly, proceed to the end of the last length of detection wire. Remove the plugged blank connector and install the jumper assembly (retain plugged blank connector to be reinstalled after testing is completed). 8. With jumper in place, screw the squib connector into receptacle on test module (Figure 2.3-20). Light on the test module should immediately illuminate. This test confirms that the detection wire is properly installed and will function as intended.
M2.3-6
M02003
10. Remove the test kit from the system by disconnecting the squib connector from the test module (Figure 2.3-21).
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 2.3-20. ATTACH INDICATOR LIGHT ASSY. (Test Module) If test module light does not illuminate, refer to "Troubleshooting" covered in this section. 9. Proceed to the end of the last length of detection wire and remove the jumper assembly. Put original plugged blank connector back on detection wire. Test module light should immediately go out. If light does not go out, refer to "Troubleshooting" covered in this section. 14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the event of a fire, the following steps should be taken: 1. Turn the machine "Off". 2. Manually activate fire suppression system, if possible. 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 suppression 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 2.3-21. REMOVE TEST MODULE
M02003
M2.3-7
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 Electric Detection and Actuation System cannot be recharged immediately, at least recharge the remainder 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 installing and placing the automatic detection system into service. Follow these procedures as outlined previously 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 important 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 upmost position. To clean actuator (See Figure 2.3-22): 1. Remove squib. 2. Remove actuator from bracket and loosen upper portion of body. 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 buttom manually several times to insure free movement of puncture 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 2.3-22).
FIGURE 2.3-22. ACTUATOR ASSEMBLY
M2.3-8
M02003
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM

TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed. POSSIBLE CAUSES Blown fuse in battery connector assembly Battery connection loose Connector between power wiring unsnapped or wire broken Dead battery Bulb burned out SUGGESTED CORRECTIVE ACTION Look for possible short in external power wiring and change fuse Clean and tighten Reconnect/install new length Charge battery or install new one Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate. POSSIBLE CAUSES Jumper assembly not in place on end of detection zone wiring Connector apart on either power or detection zone wiring Bulb burned out Blown fuse in battery connector assembly Wire broken Dead battery Battery connection loose SUGGESTED CORRECTIVE ACTION Install jumper assembly Reconnect Loosen green lens, install new bulb Look for possible short in external power wiring and change fuse Install new length Charge battery or install new one Clean and tighten
TROUBLE: Test Module Light Will Not Go Out POSSIBLE CAUSES Jumper assembly left in place on end of detection wire Damaged section at detection wire SUGGESTED CORRECTIVE ACTION Remove jumper. Reinstall plugged blank connector Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib POSSIBLE CAUSES Check for previous fire condition Detection wire too close to heat source Test jumper assembly left in place after testing SUGGESTED CORRECTIVE ACTION Replace length(s) of detection zone wire. Replace squib and recharge Check for broken points of securement, move away from heat source and recharge Remove jumper, reinstall plugged end of line connector and recharge
M02003
M2.3-9
NOTES
M2.3-10
M02003
FIRE CONTROL SYSTEM (MANUAL)

The fire control system aids in protecting the machine in the event of a fire. The system consists of: Actuators Pneumatic Actuator/Cartridge Receivers Pressure Relief Valve Check Valves Dry Chemical Tanks Hoses And Nozzles. When either actuator is depressed, a nitrogen cartridge will pressurize the dry chemical tank. Once the dry chemical tank has pressurized to a sufficient pressure, a bursting disc in the tank outlet will break, allowing the fluidized chemical to flow to the nozzles. The nozzles will direct the agent at the fire and extinguish the flames.
Operation
To actuate the fire control system, pull the safety ring on either of the actuators and depress the lever. One actuator is located in the cab near the operator. Another actuator is located on the left fender structure near the bumper. NOTE: Operating either actuator will activate fire control system.
Inspection and Maintenance It is imperative that the fire control system is inspected at least every six months. To insure that it will operate effectively: 1. Check the system for general appearance, mechanical damage and corrosion. 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 necessary. Install cartridge hand tight.
91461
FIGURE 2-1. FIRE CONTROL SYSTEM 1. Cab Actuator 2. Remote Actuator 3. Safety Relief Valve 4. Check Valves 5. Actuator Receiver 6. Cartridge 7. Bursting Disc Union 8. Dry Chemical Tank
91462
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
M02004
Fire Control System
M2-1
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 necessary clean threads.
91463
7. Install the fill cap and tighten the cap hand tight. 8. Remove the cartridge guard from the dry chemical tank and remove the cartridge. 9. Insure that the cartridge puncture pin is fully retracted. 10. Weigh the new cartridge. The weight must be within 0.25 ounce (7.0 grams) of the weight stamped on the cartridge. 11. Screw the new cartridge onto the actuator assembly, hand tight. 12. Replace the cartridge guard and install the dry chemical tank into its bracket. 13. Connect line at the bursting union, and line at the tank actuator. 14. Remove the cartridge guard from the remote actuators and replace the cartridges. 15. Replace the cartridge guards, and install ring pins on the push buttons. 16. Inspect hose, fittings and nozzles for mechanical damage. Replace all hose that has been exposed to fire areas. 17. Clean the nozzles and repack the openings with silicone grease or install blow-off caps. Use caps for new designed nozzles shown in Figure 2.1-2.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechanical damage and cuts. 7. Check nozzle openings. The openings should be packed with silicone grease or equipped with plastic blow-off caps if equipped with nozzles as shown in Figure 2-2. Nozzles of the type shown in Figure 2-3 are not to be packed with grease. Only the protective caps shown are to be used on this type of nozzle. 8. Remove and inspect the cartridge of the remote actuators. Replace if ruptured. Check operation of puncture pin. 9. Replace any broken or missing lead and wire seals. Recharging Procedures After actuating the fire control system, the system should be recharged. Follow the procedure below for each dry chemical tank and actuator installed: 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.
M2-2
Fire Control System
M02004
WIGGINS QUICK FILL FUEL SYSTEM

FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally mounted on the fuel tank (1). Optional locations are the left hand frame rail (Figure 5-3) or at the Service Center in front. Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.
FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION 1. Fuel Tank 3. Fuel Receiver 2. Breather Valve 4. Fuel Level Gauge NOTE: This Illustration Represents a Typical Installation. Fuel tank may vary in size, shape and location depending on truck model.
M05002 10/96
Wiggins Quick Fill Fuel System
M5-1
TANK BREATHER VALVE

Removal Unscrew breather valve (2, Figure 5-1) from tank (1). Installation Screw breather valve into tank. Disassembly 1. Remove spring clamp (4, Figure 5-2) from outlet. 2. Pull off rubber cover and screen (3). 3. Unscrew nut (5) from top of breather valve. Remove cover (6), spring (7), and steel ball (8). 4. Slide valve assembly (9) from housing. 5. Disengage tapered spring (1) containing three balls (2) from valve stem. Assembly 1. Clean and inspect all parts. If valve, body, or springs are damaged, replace complete breather valve. 2. Install in order; tapered spring, one steel ball, one cork ball and one hollow aluminum ball. 3. Engage three coils of spring on small end of valve stem with hollow aluminum ball. 4. Install valve into housing. 5. Place steel ball (8) on top of valve. Install spring (7). 6. Place cover (6) over spring. Screw on large nut (5). 7. Install screen and rubber cover (3) over outlet. 8. Install spring clamp (4).
FIGURE 5-2. BREATHER VALVE 1. Tapered Spring 2. Float Balls 3. Cover and Screen 4. Spring Clamp 5. Nut 6. Cover 7. Spring 8. Steel Ball 9. Valve Assembly
M5-2
M05002 10/96
LEFT SIDE FILL

This location permits fueling the truck from the left side. Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.
1. Hydraulic Tank 2. Filler Hose
7. Refueling Box 8. Capscrew 9. Tapped Bar NOTE: This Illustration Represents a Typical Installation. Installation may vary depending on truck model.
3. Frame Rails 4. Fuel Tank
FIGURE 5-3. LEFT SIDE FILL 5. Filler Cap 6. Receiver Assembly
M05002 10/96
M5-3
NOTES
M5-4
M05002 10/96
SPECIAL TOOLS
PART NO. EB1759
DESCRIPTION NItrogen Charging Kit
USE Suspension & Accumulator Nitrogen Charging
PART NO. EF4875
DESCRIPTION Roll-Out Assembly
USE Power Module Removal & Installation
PART NO. TG1106 WA4826
DESCRIPTION Eye Bolt, 0.7510 UNC Eye Bolt, 1.257 UNC
USE Misc. lifting requirements
M08012 9/99
Special Tools
M8-1
PART NO. PB8326
DESCRIPTION Offset Box End Wrench, 1 7/16"
USE Miscellaneous & Cab Mounting
PART NO. TZ2734
DESCRIPTION 3/4" Female Adapter
USE Torque Wrench Extension
PART NO. TZ2733
DESCRIPTION Tubular Handle
USE Use with PB8326 & TZ2734
PART NO. BF4117
DESCRIPTION Seal Installation Tool
USE Front & Rear Disc Brake FLoating Ring Seal Installation Rear Axle/Hub Adaptor Floating Ring Seal Installation
ED3447
Seal Installation Tool
M8-2
Special Tools
M08012 9/99
PART NO.
DESCRIPTION
USE Steering Linkage & Tie Rod Assembly. Refer to Section G.
EH4638
Alignment Sleeve
PART NO. EF9302
DESCRIPTION
USE Measure Brake Disc Wear Refer to Section J.
Indicator Assembly
PART NO.
DESCRIPTION
USE Payload Meter II Download Refer to Section M, Payload Meter.
EF9160
Electrical Harness
M08012 9/99
Special Tools
M8-3
PART NO. ED8860*
DESCRIPTION
USE
Engine Turning To Rotate Tool Engine Crankshaft (MTU Engine Only)
NOTE: To use this tool for the MTU/DDC 4000 Series Engine, it must be used with the locally made Adapter Plate. * This tool may also be acquired as MTU Part Number F6 555 766. PART NO. DESCRIPTION USE
Engine Turn-over ED8860 Tool for MTU/DDC To Rotate w/Adapter 4000 Series Engine Crankshaft Plate Engine NOTE: To use the MTU engine turn-over tool for the MTU/DDC 4000 Series Engine, it must be used with the locally made Adapter Plate as shown here. Remove screen/cover plate on the bottom of the engine flywheel housing at the 5 or 7 oclock position. Install assembly and use 1/2" drive wrench in driver socket (4) to turn engine. 1. Adapter Plate 3. ED8860 Turn-over Tool
PART NO. DESCRIPTION Make Locally Adapter Plate
USE Use with ED8860 Engine Turning Tool as shown above.
M8-4
Special Tools
M08012 9/99
FRONT HYDRAIR/SPINDLE REMOVAL

The contact area of the front Hydrair suspension tapered piston-to-spindle may become seized after a long period of time. In order to remove the front spindle from the tapered pistons for service work, it will be necessary to apply force, and occasionally heat, to the spindle to break it loose. To remove the spindle from the tapered piston, a pusher plate structure with capscrews and washers should be used. This structure can be made locally (Refer to Figure 8-3). Refer to the appropriate truck shop/service manual (Section "G") for "Spindle Removal" for all preliminary and precautionary procedures. Front Spindle Removal Using Pusher Structure
FIGURE 8-1. PISTON/SPINDLE/STEERING ARM 1. Capscrew 5. Steering Arm 2. Washer 6. Spindle 3. Retainer Plate 7. Tapered Piston 4. Capscrew
Heavy structures and high forces are involved in this work. Use caution at all times in applying force to these parts. Sudden release of the spindle could cause parts to move forcefully and unexpectedly. 1. Remove the Hydrair retainer plate capscrews & washers (1 & 2, Figure 8-1) and retainer plate (3) from the underside of the spindle. 2. Carefully remove 15 of the 24 steering arm attachment capscrews (4) as follows: a. The 15 bolts should be removed from the "X" hole positions (Figure 8-3). Note the bolt pattern marked "X" on pusher plate structure when removing the capscrews from the spindle. b. Capscrews may be seized in place. To minimize possible damage to threads in spindle, remove the capscrews in a circular pattern, using at least 2 steps of lower torque after the capscrews have started to move. (This is the opposite procedure as used during installation of the steering arm.) Do Not remove capscrews in one sequence with air wrench until they turn easily. Threads may be damaged. 3. Run a tap of the correct size into the threaded holes to insure good quality threads. FIGURE 8-2. INSTALLING PUSHER STRUCTURE 1. Capscrew 5. Steering Arm 2. Washer 6. Spindle 3. Pusher Plate Structure 7. Tapered Piston 4. Not Used
4. Using several of the pusher capscrews (1, Figure 8-2) and hardened washers (2), put the pusher structure (3) into position under the spindle (6). NOTE: Multiple washers may be required to allow the pusher capscrews to be effective. One (1) or two (2) can be installed with the pusher structure in place to gauge the washer height required (to prevent the capscrews from bottoming-out). The recommended minimum capscrew thread engagement is 1.62 in. (41 mm).
M08012 9/99
Special Tools
M8-5
PUSHER STRUCTURE HARDWARE (FIGURE 8-2) Quantity 24** 72 DESCRIPTION Pusher Structure Capscrews KC7095 (1.25" UNF x 8", Grade 8) Flat Washers (Hardened) WA0366 (1.25")
** 15 capscrews are normally used, if steering arm is not completely removed. NOTE Use the Hardened Flat Washers under heads of Pusher Structure Capscrews to prevent galling. Lubricant such as chassis lube on the washers and threads is recommended.
5. Install the remaining capscrews, and progressively increase the torque in a circular pattern until the tapered piston breaks loose, or the specified 1580 ft. lbs. torque on the 1.25" capscrew is reached. 6. If the specified torque is reached and the tapered piston is still not loose, apply heat at 2 places (180 opposite) to the spindle. Do not exceed 850F saturated temperature of the spindle. 7. Tighten capscrews again to the maximum specified torque, and using a large hammer and heat at the specified locations, carefully tap the spindle on the top surface.
NOTE: In extreme cases, it may be necessary to remove additional steering arm retaining capscrews and use additional pusher capscrews to apply more force.
M8-6
Special Tools
M08012 9/99
FIGURE 8-3. 930E PISTON/SPINDLE PUSHER STRUCTURE DIMENSION A = 1.37 in. - Plate Bolt Hole Diameter DIMENSION F = 5.25 in. - Pusher Cylinder Height DIMENSION B = 21.62 in. - Plate Outside Diameter (O.D.) DIMENSION G = 12.37 in. - Pusher Cylinder O.D. DIMENSION C = 19.25 in. - Bolt Circle Diameter (B.C.) DIMENSION H = 9.00 in. - Pusher Cylinder I.D. DIMENSION D = 2.00 in. - Plate Inside Diameter (I.D.) DIMENSION I = 1.75 in.- Cylinder Wall Thickness DIMENSION E = 1.37 in. - Plate Thickness NOTE: Surface A-A must be parallel to B-B
M08012 9/99
Special Tools
M8-7
NOTES
M8-8
Special Tools
M08012 9/99
AIR CONDITIONING SYSTEM

Environmental Impact Environmental studies have indicated a weakening of the earths protective Ozone (O3) layer in the outer stratosphere. Chloro-flouro-carbon compounds (CFCs), such as R-12 refrigerant (Freon ), commonly used in mobile equipment air conditioning systems, has been identified as a possible contributing factor to 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 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL) 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit breaker 5. Blower 6. Temperature Sensor 7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test gauges & Manifold 11. Compressor 12. Refrigerant Container 13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver/Dryer 16. Discharge Line 17. Condenser
M09010 6/97
Air Conditioning System for HFC 134a Refrigerant
M9-1
(HFC) refrigerant, commonly identified as HFC-134a, is being used in most current mobile air conditioning systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/recharging procedure is now prohibited. These new restrictions require the use of new equipment and new procedures which are significantly different from those traditionally 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 re-cycling of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING

Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation problems for Air Conditioning systems. Off-highway equipment, in general, is unique enough that normal automotive or highway truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered. The cab tightness, insulation, and isolation from heat sources is very important to the efficiency of the system. It is advisable to close all vents, even the intakes of pressurization systems, when there are high humidity conditions. The general cleanliness of the system and components is important. Dust or dirt collected in the condenser, evaporator, or air filters decreases the systems cooling capacity. The compressor, condenser, evaporator units, hoses and fittings must be installed clean and tight and be capable of withstanding the strain and abuse they are subjected to on off-highway vehicles. Equipment downtime costs are high enough to encourage service areas to perform preventative maintenance at regular intervals on vehicle air-conditioning systems. (Cleaning, checking belt tightness, and operation of electrical components).
PRINCIPLES OF REFRIGERATION
A brief review of the principles of air conditioning is necessary to relate the function of the components, the technique of trouble shooting and the corrective action necessary to put the A/C unit into top operating efficiency. Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained for cleanliness, dust, and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil. AIR CONDITIONING Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In the broad sense, a heating unit is as much an air conditioner as is a cooling unit. The term Air Conditioner is commonly used to identify an air cooling unit. To be consistent with common usage, the term Air Conditioner will refer to the cooling unit utilizing the principles of refrigeration; sometimes referred to as the evaporator unit.
M9-2
M09010 6/97
REFRIGERATION THE ACT OF COOLING

There is no process for producing cold; there is only heat removal. Heat is always drawn toward cold objects. This principle is the basis for the operation of a cooling unit. As long as one object has a temperature lower than another, this heat transfer will occur. Temperature is the measurement of the intensity of heat in degrees. The most common measuring device is the thermometer. All objects have a point at which they will turn to vapor. Water boiling is the most common example of heating until vapor is formed. Boiling is a rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not increase in temperature once brought to a boil. The heat energy is used in the vaporization process. The boiling point of a liquid is directly affected by pressure. By changing pressure, we can control the boiling point and temperature at which a vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat without changing pressure. This gas is in a superheated condition. Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air is attracted to a cooler object. Usually the moisture in the cooled air will condense on the cooler object. Refrigerant - Only R-134a should be used in the new mobile systems which are designed for this refrigerant.
THE REFRIGERATION CYCLE In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes. The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes the heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the filter-receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for the liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator. This causes the refrigerant to become cold. The hot, humid air of the cab is pulled through the evaporator by the evaporator blower. Since the refrigerant is colder than the air, it 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 evaporator and drops into the drain pan from which it drains out of the cab. The cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side. This simplified explanation of the principles of refrigeration does not call attention to the fine points of refrigeration technology. Some of these will be covered in the following discussions of the components, controls, and techniques involved in preparing the unit for efficient operation.
M09010 6/97
M9-3
AIR CONDITIONER SYSTEM COMPONENTS

COMPRESSOR (Refrigerant Pump) The compressor separates the low pressure and the high pressure sides of the system. It concentrates the refrigerant returning from the evaporator (low side) creating a temperature much higher than the outside air temperature. The high temperature differential between the refrigerant and the outside air is necessary to aid rapid heat flow in the condenser from the hot refrigerant gas to much cooler outside air. To create high pressure concentration, the compressor draws in refrigerant from the evaporator through the suction valve and during compression strokes, forces it out through the discharge valve to the condenser. The pressure from the compressor action moves the refrigerant through the condenser, receiverdrier and connecting hoses to the expansion valve. The compressor is driven by the engine through a v-belt driving an electrically operated clutch mounted on the compressor drive shaft.
Condensing of the refrigerant is the change of state of the refrigerant from a vapor to a liquid. The action is affected by the pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure in an A/C system is the controlled pressure of the refrigerant which affects the temperature at which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.
RECEIVER-DRIER The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture and foreign matter present which may have entered the system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve. A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in place within the receiver between two screens, which also act as strainers. Sometimes it is simply placed in a metal mesh or wool felt bag. Filtering is accomplished by a separate strainer screen on the pickup tube. Some sytems may utilize an accumulator instead of a receiver-drier. If an accumulator is used, an expansion (fixed-orifice) tube is used instead of the thermostatic expansion valve described below. When used, the expansion tube is located inside the inlet tube of the evaporator and is used to restrict, but still allow a continuous flow of refrigerant to the evaporator coil.
SERVICE VALVES Quick-connect hose end fittings with integral service valves attach to system service ports for servicing the unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.
CONDENSER The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling can be with ram air provided by vehicle movement and sometimes aided by electric or hydraulic fans or by using the air movement provided by the radiator fan. Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and tubes of the condenser. The condenser is usually located in front of the radiator or on the roof of the truck.
THERMOSTATIC EXPANSION VALVE The thermostatic expansion valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used. The expansion valve is located near the inlet of the evaporator and provides the functions of throttling, modulating, and controlling the liquid refrigerant to the evaporator coil. The refrigerant flows through a restriction creating a pressure drop across the valve. Since the expansion valve also separates the high side of the system from the low side, the state of the refrigerant entering the
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valve is warm to hot high pressure liquid; exiting it is low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately begin changing to gas as it moves toward the evaporator. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant. As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressure and temperature control in the evaporator. The externally equalized expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. Some systems may use an internally equalized, block type expansion valve. With this type valve, the refrigerant leaving the evaporator coil is also directed back through the valve so the temperature of the refrigerant is monitored internally rather than by a remote sensing bulb. NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.
All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss from the air to the evaporator coil surface is taking place, any moisture (humidity) in the air condenses on the cool outside surface of the evaporator coil and is drained off as water. At atmospheric pressure, refrigerant boils at a point lower than water freezes. Therefore, the temperature in the evaporator must be controlled so that the water collecting on the coil surface does not freeze on and between the fins and restrict air flow. The evaporator temperature is controlled through pressure inside the evaporator, and temperature and pressure at the outlet of the evaporator.
EVAPORATOR The evaporator cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower becomes a vital part of the evaporator assembly. It not only draws heat laden air into the evaporator, but also forces this air over the evaporator fins and coils where the heat is surrendered to the refrigerant. The blower forces the cooled air out of the evaporator into the cab. Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going through the evaporator coil is as important as that of the air flow over the coil.
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ELECTRICAL CIRCUIT
The air conditioners electrical circuit is fed from an accessory circuit and is fused with a 30-ampere fuse or circuit breaker. The blower control is a switch which provides a range of blower speeds from fast to slow. When the blower switch is turned on, current is fed to the thermostat. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the crankshaft to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes.
COMPRESSOR CLUTCH An electromagnetic clutch is used in conjunction with the thermostat to disengage the compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system is turned off. The stationary field clutch is the most desirable type since it has fewer parts to wear out. The field is mounted to the compressor by mechanical means depending on the type field and compressor. The rotor is held on the armature by a bearing and snap rings. The armature is mounted on the compressor crankshaft. When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to rotate on the armature, which remains stationary on the crankshaft. When the thermostat or switch is closed, current is fed to the field. This sets up a magnetic force between the field and armature, pulling it into the rotor. When the armature becomes engaged with the rotor, the complete unit rotates while the field remains stationary. This causes the compressor crankshaft to turn, starting the refrigeration cycle. When the switch or thermostat is opened, current is 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 compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are abnormal. SAFETY SWITCHES Trinary Switch The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in the system. This switch is installed between the condenser and expansion valve, usually on the receiver-drier. The switch functions are: The low-pressure switch prevents compressor operation if the refrigerant has been lost or the ambient temperature is too low. Low ambient temperature results in very low system pressure. The mid-range function actuates the engine fan clutch if installed. The high-range pressure function disengages the compressor clutch if system pressure is too high. The switch functions will automatically reset when system pressure returns to normal.
THERMOSTAT An electromagnetic clutch is used on the compressor to provide a means of constant temperature control of the cab. The clutch is controlled by a thermostat in the evaporator which is set initially by the driver to a predetermined point. Coil temperature is then maintained by the cycling action of the clutch. The thermostat is simply a thermal device which controls 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 connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in turn closes the contacts at a predetermined temperature.
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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 involved in the R-134a refrigerant quality and quantity in an air conditioning system. Because the refrigerant in an air conditioning system must remain pressurized and sealed within the unit to function properly, safety is a major consideration when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their importance BEFORE learning the correct procedures. Read, remember, and observe each warning before beginning actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using R-134a refrigerant, it is essential that servicing tools that come into contact with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type refrigerant only, to prevent cross contamination.
Ensure sufficient ventilation whenever refrigerant 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 components 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 conditioning 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. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.
R-134a Refrigerant Containers Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to remove refrigerant from the AC system. Refrigerant is stored in a container on the unit for recycling, reclaiming, or transporting. In addition, technicians servicing AC sytems must be certified they have been properly trained to service the system. Although accidental release of refrigerant is a remote possibility when proper procedures are followed, the following warnings must be observed when servicing AC systems: Provide appropriate protection for your eyes (goggles or face shield) when working around refrigerant. A drop of the liquid refrigerant on your skin will produce frostbite. Wear gloves and exercise 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 possible. FIGURE 9-2. R-134a CONTAINERS 1. 30 Pound Cylinder 2. 60 Pound Cylinder Two basic, readily available containers are used to store R-134a: the 30 or 60 pound bulk canisters (Figure 9-2). Always read the container label to verify the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.
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SERVICE TOOLS AND EQUIPMENT

RECOVERY/RECYCLE STATION Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 9-7, performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant can then be recycled to reduce contaminants, and reused in the same machine or fleet. NOTE: To be re-sold, the gas must be re-claimed which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigeration shops. Equipment is also available to just remove or extract the refrigerant. Extraction equipment does not clean the refrigerant - it is used to recover the refrigerant from an AC system prior to servicing. To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant. Mixing different types of refrigerant will damage equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to avoid equipment damage. DISPOSAL of the gas removed requires laboratory or manufacturing facilities. Test equipment is available to confirm the refrigerant in the system is actually the type intended for the system and has not been contaminated by a mixture of refrigerant types. Recycle equipment must meet certain standards as published by the Society of Automotive Engineers and carry a UL approved label. The basic principals of operation remain the same for all machines, even if the details of operation differ somewhat. LEAK DETECTOR The electronic detector (Figure 9-4) 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 smallest leak. Note that electronic leak detectors are available for use only with R-12 or only with R-134a, while other models are suitable for use with either.
FIGURE 9-3. RECOVERY/RECYCLE STATION FIGURE 9-4. TYPICAL ELECTRONIC LEAK DETECTOR
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FIGURE 9-5. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect SERVICE VALVES Because an air conditioning system is a sealed system, two service valves are provided on the compressor 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 performed. New and unique service hose fittings (Figure 9-5) have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants 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. 3. Service Hose Connection
FIGURE 9-6. VACUUM PUMP
VACUUM PUMP The vacuum pump (Figure 9-6) is used to completely evacuate all of the refrigerant, air, and moisture from the system by deliberately lowering the pressure within the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is withdrawn (pumped) from the system. Normally the vacuum pump is only used when a system has completely lost its refrigerant charge.
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MANIFOLD GAUGE SET

A typical manifold gauge set (Figure 9-7) has two screw type hand valves to control access to the system, two gauges and three hoses. The gauges are used to read system pressure or vacuum. The manifold 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 hoses and fittings are designed to minimize refrigerant loss and to preclude putting the wrong refrigerant in a system.
FIGURE 9-7. MANIFOLD GAUGE SET
Low Side Gauge The Low Side Gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from 0 to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi.
NOTE: When hose replacement becomes necessary, the new hoses must be marked SAE J2916 R-134a.
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.
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INSTALLING MANIFOLD GAUGE SET Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular attention should be paid 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 contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.
Shut off engine. DO NOT attempt to connect servicing 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 fittings and remove their protective caps. 4. Connect the two service hoses from the manifold to the correct service valves on the compressor as shown in Figure 9-8. (High side to compressor discharge valve and low side to compressor suction side.) Do not open service valves at this time. FIGURE 9-8. SERVICE HOSE HOOK-UP
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 connections 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.
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Purging Air From Service Hoses The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 inches of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the high and low sides. The center hose also requires a valve. The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, we can begin the purging. The manifold valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a few minutes of time. The hose is the only area that 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.
Adding Refrigerant to the System (without a charging station) After determining that the system is low and requires additional refrigerant perform the following procedures. 1. Connect the center hose from the manifold gauge set to the refrigerant dispensing valve on the container. 2. Start the engine and set the idle at 1200 to 1500 RPM and then turn on the air conditioning. 3. Open the refrigerant dispensing valve on the container and then the low pressure hand valve on the manifold. This will allow the refrigerant to enter the system as a gas on the low pressure or suction side of the compressor. The compressor will pull refrigerant into the system. 4. Continue adding refrigerant until the gauge reads in the normal range. Gauge readings will fluctuate as the compressor cycles on and off. Pressures within the air conditioning system vary with ambient temperature. A normal pressure range is defined as follows: Low side 15 - 30 PSI High side 170 - 300 PSI
FIGURE 9-9. PURGING SYSTEM
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5. When the gauges show a normal reading, close the hand valve on the refrigerant container. Do not open high side hand valve. High side system pressure is greater than refrigerant container. Serious personal injury may result if the container explodes. Use hand valve to regulate low side reading during charging. DO NOT EXCEED 40 psi maximum. Exceeding this pressure may cause compressor failure.
Stabilizing the AC System
During this stabilization period, do not open hand valves on manifold for any reason. Equipment damage and personal injury may result. 1. Start the engine and return to an idle speed of 1200 to 1500 RPM. Turn on the air conditioner. 2. After a performance check of the control functions, blower speeds and air flow, set the AC system controls to maximum cooling and blower speed on high. All windows must be closed. If the cab temperature is hot, open the windows long enough to allow the hot air to move out of the cab. 3. Run the engine and air conditioner about 5 minutes for the system to stabilize. 4. If the humidity is high it will be necessary to place a fan in front of the AC condenser to help the air flow across the condenser. This helps to stabilize the system by simulating normal operating conditions. 5. It is then possible to observe the gauge readings and the temperature coming out of the air ducts with a thermometer. NOTE: If low refrigerant is indicated by lower than normal pressure readings, add refrigerant to enable adequate system testing. Adding Refrigerant and Stabilizing the System (with a recovery/recycling station) When using a recovery/recycling station the procedure is the same as previously described. The difference is that instead of just opening the refrigerant container the refrigerant should be added 0.5 to 1 pound at a time. After each instance of adding the refrigerant, pause long enough to observe the gauge reading to determine if the system is full. Again using the pressures that were mentioned above.
RECOVERING AND RECYCLING THE REFRIGERANT Draining the Oil from the Previous Recovery Cycle 1. Place the power switch and the controller on the recovery unit in the OFF position. 2. Plug in the recovery station to the correct power source. 3. Drain the recovered oil through the valve marked OIL DRAIN on the front of the machine. 4. Place the controller knob in the ON position. The low pressure gauge will show a rise. 5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure 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 oil in an appropriate container, and dispose of container as indicated by local, state or Federal Regulation. THE OIL IS NOT REUSABLE, DUE TO CONTAMINANTS ABSORBED DURING ITS PREVIOUS USE. Performing the Recovery Cycle 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. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity. 4. Confirm that all shut-off valves are closed before connecting to the AC system. 5. Attach the appropriate hoses to the system being recovered.
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6. Start the recovery process by operating the equipment as per the manufacturers instructions. 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 manifold valves and check the system pressure. If it rises to 0 psi and stops, there is a major leak. 9. Check the system pressure after the recovery equipment stops. After five minutes, system pressure should not rise above 0 gauge pressure. If the pressure continues to rise, restart and begin the recovery sequence again. This cycle should continue until the system is void of refrigerant. 10. Check the sight glass oil level to determine the amount of oil that needs to be replaced. (The amount of oil that was lost during the recovery cycle must be replaced back into the system). 11. Mark the cylinder with a RECOVERED (red) magnetic label to reduce the chance of charging a system with contaminated refrigerant. Record the amount of refrigerant recovered.
Evacuating the System 1. Attach the high and low side hoses to the appropriate connections. 2. Start the vacuum pump and run it for five minutes. 3. Check the gauge readings for five minutes. If the gauge needle moves up, the system is not sealed. The vacuum that was just created did not hold, air and moisture are being sucked into the system by that same vacuum. 4. Tighten any loose connections. Re-start the pump, and open the hand valves on the gauges again. Repeat the vacuum test. 5. If the leak has been repaired, run the vacuum pump for at least an hour to remove any moisture from the system. The moisture must turn to gas before the pump can pull it out. The moisture takes time to boil away, so that it can be drawn out of the system. The vacuum pump can draw most of the air out quickly, but a deep vacuum requires more time; the deeper the vacuum the more time required.
Charging the AC System Performing the Recycling Procedure The recovered refrigerant contained in the cylinder must undergo the recycle procedure before it can be reused. The recycle or clean mode is a continuous loop design and cleans the refrigerant rapidly. Follow equipment manufacturers instructions for this procedure. When adding a full charge of refrigerant, it is possible to put it in as a gas or as a liquid. Adding refrigerant as a liquid is faster but can damage the compressor if not done correctly. The procedure used, and where the refrigerant 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.
Evacuating and Charging the AC System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the AC system is reassembled. Evacuation removes air and moisture from the system. Then, the AC system is ready for the charging process, which adds new refrigerant to the system.
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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. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stablize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors to the cab. 2. Set air conditioning system at maximum cooling and blower speed operation. 3. Readings on the two manifold gauges should be within normal range, adjust for ambient temperature. 4. Compare evaporator discharge air temperature reading to see if it matches the recommended temperature for the ambient temperature and gauge readings obtained. 5. Carefully feel the hoses and components on the high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a restriction is indicated.
SYSTEM LEAK TESTING Refrigerant leaks are probably the most common cause of air conditioning problems, resulting from improper or no cooling, to major internal component damage. Leaks most commonly develop in two or three places. The first is around the compressor shaft seal, often accompanied by an indication of fresh refrigerant oil. If a system is not operated for a while (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak may stop. Such leaks can often be located visually, or by feeling with your fingers around the shaft for traces of oil. (The R-134a itself is invisible, odorless, and leaves no trace when it leaks, but has a great affinity for refrigerant oil.) A second common place for leaks is the nylon and rubber hoses where they are crimped or clamped to the fittings, or where routing allows abrasion. Other threaded joints or areas where gaskets are used should be visually and physically examined. Moving your fingers along the bottom of the condenser and evaporator, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak. Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least one (1) lb. of refrigerant into the system.
Use extreme caution leak testing a system while the engine is running. In its natural state, refrigerant is a harmless, colorless 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 down when it leaks. Apply pickup hose or test probe on the undersurface of all components to locate leak. Electronic leak detector (Refer to Figure 9-4). As the test probe is moved into an area where traces of refrigerant are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes.
Use extreme caution when placing hands on high side components and hoses. Under certain conditions 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 considered normal. Shut down engine. Remove gauges and install the caps on the service valves.
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Tracer dyes Tracer dyes are available that can be added to the system as refrigerant is added. The system is then operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point of leakage, which is then detected using an ultraviolet light (black light), revealing a bright fluorescent glow. Soap and water Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks. After determining the location or source of leak(s), repair or replace leaking component(s). NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible.
SYSTEM REPAIR
The following service and repair procedures are not any different than typical vehicle service work. However, AC system components are made of soft metals (copper, aluminum, brass, etc.). Comments and tips that follow will make the job easier and reduce unnecessary component replacement.
All of the service procedures described are only performed after the system has been discharged. 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 or components and lubricant containers until connected and as soon as they are disconnected. Keep all connections clean (also caps and plugs used) so debris cant enter accidentally.
Before system assembly, check the compressor oil level and fill to manufacturer specifications. Hoses and Fittings When replacing hoses, be sure to use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, be sure these are in position or secured. 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. Tube O-ring type fittings require only 18 ft. lbs. (24.4 N.m) of torque for correct sealing. When grommets or clamps are used to prevent line vibration, be certain these are in place and secured. Expansion Valve When removing the expansion valve from the system, remove the insulation, clean the area and disconnect 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 filter 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.
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Receiver-Drier The receiver-drier can not be serviced or repaired. It should be replaced whenever the system is opened for any service. If the receiver-drier has a pressure switch to control the clutch, it should be removed and installed on the new unit. Thermostat A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature sensing element (capillary tube) may be broken or kinked closed and therefore unable to sense evaporator temperature. When thermostat contact points are stuck open or the sensing element can not sense temperature in the evaporator, the clutch will not engage (no AC system operation). Causes are a loss of charge in the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat contact points may be fused (burned) closed and the clutch will not disengage. Causes are a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not disengage you may also note that condensate has frozen on the evaporator fins and blocked air flow. There will also be below normal pressure on the low side of the system. Side effects can be compressor damage caused by oil accumulation (refrigeration oil tends to accumulate at the coolest spot inside the system) and lower than normal suction pressure that can starve the compressor of oil. Clutch Clutch problems include electrical failure in the clutch coil or lead wire, clutch pulley bearing failure, worn or warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be replaced or the whole assembly replaced. If the clutch shows obvious signs of excessive heat damage, replace the whole assembly. The fast way to check electrical failure in the lead wire or clutch coil is to hot wire the coil with a fused lead. This procedure enables you to bypass clutch circuit control devices. Clutch pulley bearing failure is indicated by bearing noise when the AC system is off or the clutch is not engaged. Premature bearing failure may be caused by poor alignment of the clutch and clutch drive pulley.
Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment. Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal air gap between the clutch pulley and the clutch plate is 0.022 to 0.057 in. If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley. Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, other internal parts or problems associated with high or low pressure, heat or lack of lubrication. Be sure the compressor is securely mounted and the clutch pulley is properly aligned with the drive pulley. Use a mechanics stethoscope to listen for noises inside the compressor. CHECKING COMPRESSOR OIL LEVEL Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation. Refrigerant oil is a synthetic oil very susceptible to high levels of water absorbtion. Always be sure the oil is an approved type for use in the air conditioner compressor. Refrigerant oil, under normal circumstances inside the sealed system, cannot go anywhere, and there is no need to check the oil at such times. Always keep a cap on an oil container except when in use. Moisture is quickly absorbed by the oil. Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturers specifications (usually located on compressor).
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M9-17
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 conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the pump. The pump does this by reducing the point at which water boils (212F 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 75F 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 72F. 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 9-10. VACUUM PUMP HOOKUP 1. Low Pressure Hand Valve 2. High Pressure Hand Valve 3. Vacuum Pump
Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged. NOTE: Lower the vacuum requirement one inch for every 1000 feet above sea level at your location. 1. With the manifold gauge set still connected (after discharging the system), connect the center hose to the inlet fitting of the vacuum pump as shown in Figure 9-10. Then open the low side hand valves to maximum. 2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side gauge. The pump should pull the system into a vacuum (if not, the system has a leak). 3. Run the pump for five minutes and close the hand valves and shut off the pump.
4. Observe gauge reading and wait 10 minutes. Reading should not vary more than 1-2 in. hg. After waiting, if more vacuum is lost than this, a serious leak is indicated and the system must be recharged, leak tested, repaired and evacuated. 5. Turn on pump, open hand valves and continue evacuation for at least one hour. NOTE: If system has excessive amounts of moisture, 60 minutes evacuation may not be sufficient since the water must turn to a vapor to be drawn out of the 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. NOTE: If using a recycling and charging machine, the vacuum pump is built into the unit. Separate hook-up is not required.
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TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS If the system indicates Insufficient cooling, or no cooling, the following points should be checked before proceeding with the system diagnosis procedures. NOTE: If the truck being serviced is a Model 930E, be certain the Rest Switch in the cab is ON. Place the GF Cutout Switch in the CUTOUT position. (Refer to Fig. 3-1, Page E3-2, Propulsion System, for switch location.) PREPARING FOR DIAGNOSIS Successfully servicing an air conditioning system, beyond the basic procedures outlined in the previous section, requires additional knowledge of system testing and diagnosis. A good working knowledge of the manifold gauge set is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is 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. Compressor Clutch - The clutch must engage. If it does not, check fuses, wiring, and switches. Oil Leaks - Inspect all connection or components for refrigeration oil leaks (especially in the area of the compressor shaft). A leak indicates a refrigerant leak. Electrical Check - Check all wires and connections for possible open circuits or shorts. Check all system fuses. Note: Some systems use different safety devices in the compressor circuit to protect the compressor. Check the thermal fuse, the low pressure cutout switch, high pressure cutout switch or trinary pressure switch if equipped. Cooling System - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and radiator for condition or proper operation. Radiator Shutters - Inspect for correct operation and controls, if equipped. Fan and Shroud - Check for proper operation of fan clutch. Check installation of fan and shroud. Heater/Water Valve - Check for malfunction or leaking. System Ducts and Doors - Check the ducts and doors for proper function. Refrigerant Charge - Make sure system is properly charged with the correct amount of refrigerant. PRELIMINARY STEPS The following steps outline the correct procedures necessary to prepare the truck and the system for testing and diagnosis: 1. Correctly connect the manifold gauge set to the system. Refer to the connection and purging procedures outlined in this section. 2. Run the engine with the air conditioning system on for five to ten minutes to stabilize the system. 3. With the engine and the system at normal operating temperature, conduct a Performance Test as outlined in this section. 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. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stablize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors to the cab. 2. Set air conditioning system at maximum cooling and blower speed operation. 3. Readings on the two manifold gauges should be within normal range, adjust for ambient temperature. 4. Compare evaporator discharge air temperature reading to see if it matches the recommended temperature for the ambient temperature and gauge readings obtained.
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M9-19
5. Carefully feel the hoses and components on the high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a restriction is indicated.
DIAGNOSIS OF GAUGE READINGS & SYSTEM PERFORMANCE The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems. Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full understanding of the system malfunction. Refer to information listed under Suggested Corrective Action for service procedures.
Use extreme caution when placing hands on high side components and hoses. Under certain conditions 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 considered normal. Shut down engine. Remove gauges and install the caps on the service valves.
M9-20
M09010 6/97
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS

Possible Causes TROUBLE: Insufficient Cooling Indications: Low side pressure LOW. High Side Pressure LOW. Discharge air is only slightly cool. Low refrigerant charge, causing pressures to be slightly lower than normal. No Leaks Found: Suggested Corrective Action
Check for leaks by performing leak test.
1. Charge System 2. Performance Test System
Leaks Found: 1. If a leak is present at a connection, tighten the connection, then add refrigerant as required. 2. If a system component needs to be replaced, recover all refrigerant from the system. Replace the defective part, then check the compressor oil level; refill compressor oil as necessary. 3. Evacuate system. 4. Charge system with new / recycled refrigerant. 5. Check A/C operation and do system performance test. TROUBLE: Little or No Cooling Indications: Low side pressure VERY LOW High side pressure VERY LOW Discharge Air Warm No bubbles observed in sight glass, may show oil streaks. 1. Add Refrigerant (make sure system has at least 50% of its normal amount) and leak test system. 2. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. 3. If a leak is present at a connection, tighten the connection, then add refrigerant as required. 4. If a system component needs to be replaced, recover all refrigerant from the system. Replace the defective part, then check the compressor oil level; refill compressor oil as necessary. 5. Evacuate system. 6. Charge system with new / recycled refrigerant. 7. Check A/C operation and do system performance test.
Pressure sensing switch may have compressor clutch disengaged. Refrigerant excessively low; leak in system.
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M9-21
Extremely Low Refrigerant Charge in the System Indications: Low side pressure LOW. High Side Pressure LOW. Air from vents in the cab seems warm. If there is a low pressure switch in the system, it may have shut off the compressor clutch. Extremely low or no refrigerant in the system. There may be a leak in the system. No Leaks Found: Check for leaks by performing leak test.
1. Add refrigerant to the system (at least half of the normal full charge amount). 2. Performance test system.
Leaks Found:
1. If a leak is present at a connection, tighten the connection, then add refrigerant as required. 2. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. 3. If a system component needs to be replaced, recover all refrigerant from the system. Replace the defective part, then check the compressor oil level; refill compressor oil as necessary. 4. Evacuate system. 5. Charge system with new / recycled refrigerant. 6. Check A/C operation and do system performance test.
Air and/or Moisture in the System Indications: Gauge Reading- Low Side Normal High Side Normal Air and/or Moisture in the System Gauge Reading- Low Side Normal High Side Normal Cause- Air and/or moisture in the system. The air from the vents in the cab 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. Repair Procedure: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, then check AC operation and performance.
M9-22
M09010 6/97
Excessive Air and/or Moisture in the System Indications: Gauge Reading- Low Side High High Side High Air from the vents in the cab is only slightly cool. Cause- System contains excessive air and/or moisture.
Repair Procedure: Test for leaks, recover refrigerant from the system and repair the leak. Depending on the type of system, replace the receiver-drier or accumulator. Check and replace any compressor oil lost due to leakage. Evacuate and recharge the system, then check AC operation and performance.
Expansion Valve Stuck or Plugged Indications: Gauge Reading- Low Side Low or Vacuum High Side High Air from vents in the cab is only slightly cool. The expansion valve body is frosted or sweating. Cause- An expansion valve malfunction could mean the valve is stuck in the closed position, the filter screen is clogged (block expansion valves do not have filter screens), moisture in the system has frozen at the expansion valve orifice, or the sensing bulb is not operating. If the sensing bulb is accessible, perform the following test. If not then proceed to the Repair Procedure. Test: Warm diaphragm and valve body with your hand, or very carefully with a heat gun. Activate system and watch to see if the low pressure gauge rises. Next, carefully spray a little nitrogen, or any substance below 32 F, on the capillary coil (bulb) or valve diaphragm. The low side gauge needle should drop and read at a lower (suction) pressure on the gauge. This indicates the valve was part way 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, then reconnect the hose. Replace the receiverdrier. Then evacuate and recharge the system with refrigerant, and check AC operation and performance. If the expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other procedure described did not correct the problem, the expansion valve is defective. Follow the procedure for component replacement.
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M9-23
Expansion Valve Stuck Open Indications: Gauge Reading- Low Side High High Side Normal Air from vents in cab is warm or only slightly cool. Cause- The expansion valve is stuck open and/or the capillary tube (bulb) is not making proper contact with the evaporator outlet tube. Liquid refrigerant may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb heat normally. In vehicles where the expansion valve sensing bulb is accessible, check the capillary tube for proper mounting and contact with the evaporator outlet tube. Then perform the following test if the valve is accessible. If it is not, proceed to the Repair Procedure. Test: Operate the AC system on its coldest setting for a few minutes. Carefully spray a little nitrogen or other cold substance, on the capillary tube coil (bulb) or head of the valve. The low pressure (suction) side gauge needle should now drop on the gauge. This indicates the valve has closed and is not stuck open. Repeat the test, but first warm the valve diaphragm by warming with hands. If the low side gauge shows a drop again, the valve is not stuck. Clean the surfaces of 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 performance. 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 expansion valve and the receiver-drier. Evacuate and recharge the system with refrigerant, then check AC operation and performance.
System High Pressure Side Restriction Indications: Gauge Reading- Low Side Low High Side Normal to High Air from vents in the cab is only slightly cool. Look for sweat or frost on high side hoses and tubing, and frost appearing right after the point of restriction. The hose may be cool to the touch near the restriction. Cause- There could be a kink in a line, or other restriction in the high side of the system. Repair Procedure: After you locate the defective component containing the restriction, recover all of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge the system with refrigerant, then check AC operation and performance.
M9-24
M09010 6/97
Compressor Malfunction Indications: Gauge Reading- Low Side High High Side Low The compressor may be noisy when it operates. Cause- Defective reed valves or other compressor components. If the compressor is not noisy, there may be a worn or loose compressor clutch drive belt. Repair Procedure: If the belt is worn or loose, replace or tighten it and recheck system performance 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 air conditioner with refrigerant and check the system operation and performance.
Condenser Malfunction or System Overcharge Indications: Gauge Reading- Low Side High High Side High The air from the vents in the cab may be warm. The high pressure hoses and lines will be very hot. Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Cause- The condenser is not functioning correctly or there may be an overcharge of refrigerant inside the system. Another possibility is lack of air flow through the condenser fins during testing. Engine cooling system component malfunction can cause high pressure by blocking air flow (radiator shutter) or not providing air flow (fan clutch) in sufficient quantity. Repair Procedure: Inspect the condenser for dirt, bugs or other debris and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 1-1/2 inches) 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 the AC system operation, gauge readings and performance. If the problem continues, the system may be overcharged. Recover the system refrigerant slowly until low and high pressure gauges read below normal. Then add refrigerant until pressures are normal. Add another quarter to half pound of refrigerant and 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. Also replace the receiver-drier or accumulator. Evacuate the system and check operation and performance.
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M9-25
Thermostatic Switch Malfunction Indications: Gauge Reading- Low Side Normal High Side Normal The low side gauge needle may fluctuate in a very narrow range compared to a normal range. The compressor clutch may be cycling on and off more frequently than it should. The low side gauge needle may fluctuate in an above normal range as the clutch cycles. This may be an indication that the thermostat is set too high. A new thermostat may have been installed incorrectly. Cause- The thermostat switch is not functioning properly or at all. Repair Procedure: Replace the thermostatic switch. When removing the old thermostat, replace it with one of the same type. Take care in removing and handling the thermostat and thin capillary tube attached to it. Do not 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.
M9-26
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Preventive Maintenance Schedule for A/C System

Truck Serial Number: ____________________________ Site Unit Number: ______________________________ Date:______________Hour Meter:_________________ Maintenance Interval (months) 3 1. COMPRESSOR Check noise level Check clutch pulley Check oil level Run system 5 min. Check belt tension (80 - 100 lbs; V-belt) Inspect shaft seal (leakage) Check mounting bracket (tighten bolts) Check alignment of clutch w/crankshaft pulley (within 0.06 in.) Perform manifold gauge check Verify clutch is engaging 2. CONDENSER Clean dirt, bugs, leaves, etc. from coils (w/compressed air) Verify engine fan clutch is engaging (if installed) Check inlet/outlet for obstructions/damage 3. RECEIVER - DRIER Check inlet line from condenser (should be hot to touch) Replace if system is opened 4. EXPANSION VALVE Inspect capillary tube (if used) (leakage/damage/ looseness) 5. EVAPORATOR Clean dirt, bugs, leaves, etc. from fins (w/compressed air) Check solder joints on inlet/outlet tubes (leakage) Inspect condensate drain 6. OTHER Components Check discharge lines (hot to touch) Check suction lines (cold to touch) Inspect fittings/clamps & hoses Check thermostatic switch for proper operation Outlets in cab: 40F to 50F temperature (HMS trucks: 25F to 35F below ambient) Inspect all wiring connections Operate all manual controls through full functions 6 12 Done COMPONENT Last Maintenance Check:________________________ Name of Service perNOTE: Compressor should be run at least 5 minutes (40F minimum ambient temperature) every month, in order to circulate oil and lubricate components. Maintenance Interval (months) 3 6 12 Done
COMPONENT
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M9-27
NOTES
M9-28
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24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The Komatsu Truck utilizes a 24VDC electrical system which supplies power for all non-propulsion electrical components. The 24VDC is supplied by pairs of 12 volt storage batteries wired in series. The batteries are a lead-acid type, each containing six 2-volt cells. With keyswitch ON and engine not operating, power is supplied by batteries. When the engine is operating, electrical power (non-propulsion) is supplied by a 24 volt alternator. Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces per cell per month. For heavy duty operation (24 hour) normal consumption should run about one to two ounces per cell per week. Any appreciable increase over these figures should be considered a danger signal. No water consumption may indicate undercharging or sulphated plates. Troubleshooting
BATTERY
During operation, the storage batteries function as an electrochemical device for converting chemical energy into the electrical energy required for operating the accessories when the engine is shut down.
Two most common troubles that occur in the charging system are undercharging and overcharging of the trucks batteries. An undercharged battery is incapable of providing sufficient power to the trucks electrical system. Some possible causes for an undercharged battery are: Sulfated battery plates
Lead-acid storage batteries contain sulphuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing leadacid storage batteries. See the precautions in Section A of this manual to insure proper handling of batteries and accidents involving sulphuric acid.
Loose or corroded battery connections Defective wire in electrical system Loose alternator drive belt A defective alternator A defective battery equalizer Overcharging, which causes battery overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends and in extreme cases the battery container will become distorted and cracked. Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in leadacid batteries). Inspect the case, covers and sealing compound for holes, cracks or other signs of leakage. Check battery hold down connections to make sure the tension is not great enough to crack the battery, or loose enough to 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 soda solution is allowed into the battery cells. Dry off battery. Be sure terminals are clean and tight. Clean terminals are very important in a voltage regulated system.
Maintenance and Service The electrolyte level of each cell should be checked at the interval specified in the Lubrication and Service Section P, and water added if necessary. The proper level to maintain is 38 12 in. (10-13 mm) above the plates. To insure maximum battery life, use only distilled water or water recommended by the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead battery or during the recharging operation. The expelled gas from a dead cell or charging battery is extremely explosive.
M13002 2/99
24VDC Electric Supply System with 220 Amp. Niehoff Alternator
M13-1
Corrosion creates resistance in the charging circuit which causes undercharging and gradual starvation of the battery. NOTE: When washing batteries, make sure cell caps are tight to prevent cleaning solution from entering the cells. Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, make sure battery is fully charged. This is accomplished by putting the battery on charge and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid may now be added. Continue charging for another hour and again check specific gravity. Repeat the above procedure until all cells indicate a specific gravity of 1.2601.265 corrected to 80F (27C). NOTE: Use 1.400 strength sulphuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 80F (27C) when the specific gravity is taken, temperature should be corrected to 80F (27C): For every 10F (5C) below 80F (27C), 0.004 should be SUBTRACTED from the specific gravity reading. For every 10F (5C) above 80F (27C), 0.004 should be ADDED to the reading.
The rate of self-discharge of a battery kept at 100F (38C) is about six times that of a battery kept at 50F (19C) and self-discharge of a battery kept at 80F (27C) is about four times that one at 50F (10C). Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at 80F (27C). To offset the results of self-discharge, idle batteries should receive a booster charge (not a quick charge) at least once every thirty days. Batteries allowed to stand for long periods in a discharged condition are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called sulfated and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately 12 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the table. The temperatures in table I indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a 34 charged battery is in no danger of freezing, therefore, a 34 charge or better is desirable, especially during winter weather.
Specific Gravity Corrected to 80F (27C) 1.280 1.250 1.200 1.150 1.100 TABLE I
Freezing Temperature Degrees -90F (-70C) -60F (-54C) -16F (-27C) +5F (-15C) +19F (-7C)
Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more than two weeks, the batteries should be removed and placed in a cool, dry place where they may be checked periodically and charged when necessary. 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.
M13-2
M13002 2/99
BATTERY CHARGING SYSTEM (Niehoff) General Description

The Niehoff model N1227 or C609 (Figure 13-1) is a heavy duty, 24 VDC unit rated at 220 amps. A solid state voltage regulator (6) mounted externally on the end housing assembly provides voltage control during operation. A single output connection (5) is located on the face of the control unit (4) for connection to the truck battery positive circuit. The ground circuit cable can be attached to either of two terminals (10) located on the front housing. A fan guard (7) protects maintenance personnel from the rotating fan when the engine is operating. TROUBLESHOOTING PROCEDURES (On-Truck) Most 24 volt charging system problems can be diagnosed with the alternator installed on the truck, operating under normal conditions. Many problems can be attributed to loose or corroded cable connectors. It is essential that all battery charging circuit cables are in satisfactory condition and all connections are clean and securely tightened. Equipment Required: Belt tension scale Voltmeter, 0 - 40 volt range Ammeter, 0 - 400 amp range
FIGURE 13-1. ALTERNATOR ASSEMBLY 1. Belt tension Adjustment Capscrew 2. Shaft Key 3. Pulley Bushing 4. Control Unit 5. Battery Positive Terminal 6. Voltage Regulator 7. Fan Guard 8. Cooling Fan Assembly 9. Mounting Lugs 10. Ground Terminals
M13002 2/99
M13-3
Preliminary Checks 1. Check the drive belt tension as follows: 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. 2. Insure that an undercharged battery condition has not been caused by accessories having been left ON for extended periods. 3. If a battery defect is suspected, check battery as specified in Battery - Troubleshooting. 4. Inspect the wiring for defects. Check all connections for tightness and cleanliness. Remove and clean battery cables. 5. If truck is equipped with a battery equalizer system, verify proper operation of equalizer and individual battery voltages. Refer to Battery Equalizer, Section D.
Test Procedure 1. Start engine, accelerate to high idle and observe meters.
If voltmeter reading exceeds 30.5 volts, stop engine immediately and refer to Table II. If batteries are sufficiently discharged, amps should be high (220 amps 10%) and voltage should be between 27.2 and 28.8 volts (normal range) or may be less than 23.7 volts if the batteries are significantly discharged. 2. As the batteries approach full charge, the amperage should fall as voltage rises. 3. When amps and volts readings stabilize, note readings and refer to Table II to diagnosis system condition.
AMPS VOLTS DIAGNOSIS Charging system is OK. Batteries are not yet fully charged. Wait for charging system to bring to full charge; amps should decrease and voltage should stabilize between 27.2 and 28.8 volts. Watch until amps decrease or voltage exceeds 28.8 volts. If amps decrease and volts remain normal, system is OK. If voltage exceeds 28.9 volts, regulator and/or alternator defective. Go to Static Test. STOP TEST! Regulator and/or alternator defective. Go to Static Test. 1. Recheck voltmeter leads. If connections are OK, alternator and/or regulator defective. 2. Perform Regulator Bypass Test per instructions on following page: a. If volts and/or amps increase, alternator is OK but regulator is defective. b. If no effect, replace alternator Charging system is OK. STOP TEST! If battery and voltmeter check is OK, regulator and/or alternator defective.
Test Setup 1. Discharge batteries sufficiently to insure adequate loading of alternator when engine is operated during tests. 2. Open battery disconnect switch. Remove battery cable from alternator B+ terminal. Refer to Figure 13-2 for the following steps. Meters should be installed directly at the alternator as shown to eliminate variations in readings due to cable lengths etc. : 3. Install the ammeter (negative lead) to the battery positive cable removed in step 2. Install the ammeter positive lead to the alternator B+ terminal. 4. Install a voltmeter between the alternator B+ terminal (positive lead) and the ground terminal (voltmeter negative lead). 5. Secure all test equipment leads to prevent damage or short circuits when engine is started. Reconnect battery disconnect switch.
HIGH
LOW
HIGH
NORMAL
HIGH
HIGH
LOW
LOW
LOW LOW
NORMAL HIGH
The following tests require working near the engine when running. Use caution when working near engine fan, alternator fan and belt.
TABLE II. TROUBLESHOOTING CHART
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FIGURE 13-3. REGULATOR BYPASS TEST 1. Alternator Control Unit 2. R Terminal (Relay) 3. E Terminal (Energize) 4. Alternator B+ Terminal 5. Alternator/Voltage Regulator Harness Plug
FIGURE 13-2. TEST METER HOOKUP 1. Alternator Under Test 2. 0 to 400 AMP Ammeter 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 output, 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 13-3). 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.
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M13-5
FIGURE 13-4. PARTS ILLUSTRATION 1. Locknut 2. Flat Washer 3. Drive Pulley 4. Pulley Bushing 5. Retainer Ring 6. Front Bearing 7. Capscrew & Washer 8. Cover Plate 9. Control Unit Cover 10. Screw 11. Control Unit 12. Screw 13. Rotor 14. Shaft & Core 15. B+ Bolt Assembly 16. Retainer Ring 17. Nut 18. Front Stator 19. Stud 20. Shell 21. Pan Head Screw 22. Field Coil 23. Rear Stator 24. Rotor 25. Rear Bearing 26. Screw 27. Voltage Regulator 28. End Housing 29. Nut 30. O-Ring 31. Retainer Ring 32. Cooling Fan 33. Hardened Washer 34. Locknut 35. Socket Head Screw 36. Fan Guard
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ON VEHICLE TROUBLESHOOTING GUIDE SELF ENERGIZED ALTERNATOR

ALTERNATOR ELECTRICAL CONDITION - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES Common problems, all applications: Check alternator drive belt (s). Check alternator positive connection Check alternator ground connection on alternator. Check condition of connector between regulator and alternator. Identify model of alternator_______________ Identify model of regulator________________ Record voltage regulator set points stated on regulator tag: 1)_______ 2)_______ 3)_______ (if applicable) NO VOLTAGE OUTPUT Causes of no voltage output: No drive belt. No battery (B+) voltage at alternators B+ terminal (except isolator type systems). No link from R terminal to energize (E) terminal on alternator when engine operating. Defective regulator. Defective alternator.
TOOLS AND EQUIPMENT:

1 - Voltmeter (Digital type preferred.) 1 - Ammeter (Digital, Inductive type preferred.)
LOW VOLTAGE OUTPUT Causes of low voltage: Loose drive belt. Low state of charge of battery. Current load on system greater than alternator can produce. Defective wiring or poor ground path. Low regulator set point. Defective voltage regulator. Defective alternator.
1 - 12 gauge lead, 12 inches long, with alligator clip at each end.
BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS:

NOTE: Until electrical system component temperatures stabilize, these conditions may be observed during cold start voltage tests. Maintenance type: Immediately after engine start, system volts are lower than regulator setpoint with medium amps. 3-5 minutes into charge cycle, higher system volts and reduced amps. 5-10 minutes into charge cycle, system volts are at, or nearly at, regulator set point, and amps are reduced to a minimum. Low Maintenance types: Same as above, except cycle times may be longer.
HIGH VOLTAGE OUTPUT Causes of high voltage: Wrong regulator. High regulator set point. Defective regulator. Defective alternator.
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Maintenance Free types: Immediately after engine start, system volts are lower than regulator setpoint with low amps. 15-30 minutes into charge cycle, still low volts and low amps. 15-30 minutes into charge cycle, volts rise several tenths, amps increase gradually then increase quicker to medium to high amps. 20-35 minutes into charge cycle, volts rise to setpoint and amps lower. High-Cycle Maintenance Free Types: These types respond much better than standard maintenance free types. The charge acceptance of these batteries may display characteristics similar to standard, maintenance type batteries.
Medium amps are defined as some multiple of the low amp value, perhaps 30 amps for the Group8D and 10-15 amps for the Group-31. This rate of amperage will cause a rise in battery temperature over a long period of time (4-8 hrs) and may lead to an overcharge condition if temperature elevates too high.
High amps would be 50 to 75 amps for a Group8D, and 25 to 35 amps for a Group-31 size. High amperage rates over a short period of time (2-3 hrs.) can severely damage any battery by overheating the battery and causing thermal runaway. The battery, in effect, forgets its state of charge and will accept all amps offered. The electrolyte solution is boiled off as the battery moves into an excessive gassing stage.
CHARGE VOLT AND AMP VALUES

Voltage and amperage levels are functions of battery state of charge. If the batteries are charged 95% or higher when the engine is cranked, the charge voltage will be near regulator setpoint and the amps will taper quickly from medium to low. True battery voltage is obtained AFTER removing any surface charge from the battery or after 24 hours of non-use.
Charge voltage is the voltage delivered to the battery when the alternator and regulator are operating properly. This charge voltage value is the voltage regulators setpoint. At times the charge voltage value may be less than the regulators setpoint but it will never be higher than that setpoint.
Battery voltage is the steady state voltage of the battery. The value of this voltage relates directly to state of charge.
DEFINITIONS
NOTE: Charge voltage and amp rates vary from battery type to battery type, based on battery construction technology and physical size of battery. B+ voltage is battery positive voltage, but does not refer to a specific value as does battery voltage.
Low amps are the necessary amps that a battery will take continuously over a period of time without damage to the battery when the battery is in an operating system and is constantly 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.
Surface charge is a higher than normal terminal voltage a battery has when it comes off a charger or after extended time in vehicle operation. The surface charge must be removed to determine true battery voltage.
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ADVANCED SYSTEM TROUBLESHOOTING 24V/220A Self Energized

NO ALTERNATOR OUTPUT
STATIC TEST ENGINE OFF, KEY ON, BATTERY SWITCH ON. Identify and locate B+, E, and R and ground (B-) terminals on alternator and check for link from terminal R to E. DAMAGE WILL OCCUR IF UNIT IS OPERATED WITH STRAP CONNECTED AND B+ APPLIED! Hold a steel wrench or screwdriver near alternator drive pulley: wrench or screwdriver held near drive pulley will be attracted to pulley by magnetism. If there is no magnetic attraction, alternator may not be turned on. Go to Regulator Test that follows and continue test. If there is magnetic attraction alternator is good and regulator should be considered good. Alternator will produce electricity because regulator is on. This test only shows regulator as either on or off. NOTE: Alternator may not be turned on when engine is operating. Go to R terminal test next, to prove if vehicle E circuit will turn alternator on.
GO TO ALTERNATOR Test for battery B+ voltage (__________V) at B+ terminal on alternator: If there is no B+ voltage on B+ terminal, repair VEHICLE wiring as necessary. Continue test. If B+ voltage is present on B+ terminal, continue test. Remove strap between R and E terminal. Connect a 12 gauge jumper wire from the B+ terminal on alternator to the E terminal on alternator.
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GO TO R TERMINAL ON ALTERNATOR With engine running, measure value of AC voltage from R terminal to Ground. If no AC volts are present, alternator is not capable of turning on regulator. NOTE: On a new, first time start up of an alternator, the alternator may test at less than 5 volts on R terminal. The cause of this problem may be loss of residual magnetism within the alternator during shipping and handling of the alternator. To restore the residual magnetism: With engine off and battery switch on, momentarily (1-2 seconds) connect a jumper wire from B+ terminal to E terminal. (May spark - this is OK.) Remove jumper and restart engine. Alternator should generate properly once the residual magnetism is restored. If AC voltage is approximately 14 Volts, alternator is properly turned on and output of alternator will be approximately 28 Volts. If AC voltage is 3 Volts to 5 Volts, alternator is NOT turned on (regulator is OFF) but alternator is capable of turning on a GOOD regulator. NOTE: This test shows only if alternator is capable of energizing regulator. To check harness from alternator to regulator go to Regulator Connector On Alternator test. Continue testing. Vehicle Charging Circuit Test Is Now Complete: Remove all jumper wires from alternator used to test charging circuit.
GO TO REGULATOR (IF REQUIRED) Disconnect voltage regulator from alternator. There are no static tests available for the regulator. Continue test. B+ FE B- GO TO REGULA METRI-PACK Connector TOR CONNECTO R ON ALTERNATOR Connect a jumper wire from ground on alternator into F- pin of connector attached to alternator.
Hold a steel wrench or screwdriver near alternator drive pulley; wrench or screwdriver held near drive pulley will be attracted to pulley by magnetism. If there is no attraction, alternator field is defective. Replace alternator. If there is magnetic attraction, alternator field is good. Continue test. With jumper still connected between B+ terminal and E terminal on alternator: Insert + probe of voltmeter into E terminal of connector, and Ground negative probe of voltmeter to alternator ground terminal. If meter shows no voltage, alternator is defective. Replace alternator. If meter shows battery voltage, circuit is good. Continue test. Insert + probe of voltmeter into B pin in connector. Insert negative probe of voltmeter into B- pin in connector. (This is power circuit for voltage regulator.) If circuit shows open (no voltage), alternator is defective. Replace alternator. If circuit shows B+ voltage, regulator is defective. Replace REGULATOR ONLY. NOTE: Turn key and battery switch OFF before installing new regulator. Turn battery switch and key back on AFTER installing new regulator. Continue test.
RE-TEST CHARGING CIRCUIT FOR OPERATION with ENGINE RUNNING . Check charging system voltage with engine running. If no charge voltage, test for voltage at E terminal of alternator, with engine running. If no voltage on E terminal, shut engine down and inspect link from R terminal to E. 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
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NIEHOFF Alternator Overhaul Manual
TABLE OF CONTENTS
DIMENSIONS....................................................................................................................................................... M3-2
SPECIFICATIONS ............................................................................................................................................... M3-3
SERVICE PARTS LIST ........................................................................................................................................ M3-4
EXPLODED VIEW................................................................................................................................................ M3-5
ON VEHICLE TEST ............................................................................................................................................. M3-6
BENCH TEST....................................................................................................................................................... M3-8
STATIC TESTS .................................................................................................................................................... M3-9
ALTERNATOR DISASSEMBLY......................................................................................................................... M3-12
ALTERNATOR ASSEMBLY............................................................................................................................... M3-17
SERVICE TOOL INSTRUCTIONS..................................................................................................................... M3-26
M13003 04/01
Niehoff Alternator Overhaul Manual
M13-1
ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC; 45 ft.lbs. (61 N.m) torque 2. Mounting Bolt - 12/50 Dia; 65 ft.lbs. (88 N.m) torque 3. Ground Bolt, 3/8 - 16; 11 ft.lbs. (15 N.m) torque Either Side; R.H. side shown 4. Locknut (5/16 - 18 UNF-2B) & Washer (to secure Pulley) FASTENER DESCRIPTION Pulley Nut Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw Phase Terminal Screw Ground Bolt Front & Rear Housing Hold Down Nut Tension Adjust Bolt Rotor Hold Down Screws Output Lead Bolt Output Nut Energize Terminal Nut Regulator Hold Down Screw (for taptite screws) Fan Nut Field Coil Screw 5. Voltage Regulator 6. Fan Nut; 50 ft.lbs. (68 N.m) torque 7. Slip Bushing 8. Allowable Mounting Bracket Dimensional Span 9. F+ Stud (NOTE: F+ Stud Not On All Models) TORQUE SPECIFICATIONS SAE 120 ft. lbs 20 in. lbs. 20 in. lbs. 11 ft. lbs. 18 in. lbs. 18 ft. lbs. 45 ft. lbs. 11 ft. lbs. 20 22 ft. lbs. 60 70 in. lbs. 32 in. lbs. 45 in. lbs. 50 ft. lbs. 8 10 in. lbs. METRIC 162.7 Nm 2.3 Nm 2.3 Nm 15 Nm 2.0 Nm 24.4 Nm 61.0 Nm 15 Nm 27.1 29.8 Nm 6.8 7.9 Nm 3.6 Nm 5 Nm 67.8 Nm .9 1.1 Nm
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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 temperatures indicated for each curve. 2. A link between E and R terminal must be used in order to provide self energizing. If residual 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.
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M13-3
SERVICE PARTS
REF. NO. 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 9.a 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 20.a 20.b 20.c 21.0 22.0 23.0 24.0 25.0 25.a 25.b 25.c 25.d 25.e 25.f 26.0 27.0 28.0 29.0 30.0 31.0 32.0 33.0 34.0 35.0 36.0 37.0 PART NO. BF3715 BF1997 EF3527 BF1966 BF1989 BF1968 BF1988 BF1990 BF1970 BF3712 BF2002 BF1969 BF1972 BF1971 BF3716 BF1995 BF1996 BF3717 BF3718 BF3720 BF1973 BF1974 BF1975 BF3713 BF1992 BF1991 BF3719 BF3721 BF1976 BF1977 BF1980 BF1981 BF1978 BF1979 BF3722 BF3723 BF1982 BF1983 BF3724 BF1962 BF3714 BF1985 BF2003 BF2004 BF1961 BF3725 QTY. 1 1 1 1 1 1 1 15 1 1 18 1 1 1 1 1 1 1 1 1 1 2 1 2 2 2 12 9 1 1 9 1 1 1 1 18 9 1 1 2 1 1 1 1 1 1 3 DESCRIPTION LOCKNUT (1) FLAT WASHER (1) PULLEY BUSHING, PULLEY RING, RETAINER (1) BEARING, FRONT RING, RETAINER (1) SCREW, PAN HEAD - #8 - 32NC X 3/8" (1) PLATE, COVER HOUSING, FRONT NUT - (SPECIAL) COVER, CONTROL UNIT TERMINAL, OUTPUT CONTROL UNIT BOLT (+) - 5/16" - 18NC X 3/4" LOCKWASHER - 5/16" (1) FLAT WASHER (1) LOCKWASHER (1) CAPSCREW - 1/2" - 13NC X 1" (1) KEY WOODRUFF (1) SHAFT/CORE/ROTOR ASSEMBLY ROTOR ASSEMBLY SHAFT/CORE ASSEMBLY RING, RETAINING LOCKWASHER (1) CAPSCREW - 3/8" - 16NC X 5/8" (1) CAPSCREW - #10 - 32NF X 1/2" (1) NUT - #8 - 32NC (1) SHELL/STATOR/FIELD ASSEMBLY STATOR, FRONT STUD SHELL (2) BUSHING, TENSION COIL STATOR, REAR SCREW, PAN HEAD - #6 - 32NF X 3/8" (1) NUT - #8 (1) HOUSING, END BEARING, REAR SCREW, LOCK - #10 - 32NC X 5/8" (1) REGULATOR O-RING FAN FLAT WASHER (HARDENED) (1) LOCKNUT - 1/4" - 20NF (1) GUARD, FAN SCREW, SOCKET HEAD - #10 - 32NF X 7/8" (1)
NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT. NOTE: (2) NOT SOLD SEPARATELY
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ALTERNATOR PARTS Refer to previous page for Parts List.
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M13-5
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 condition 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; reverse polarity will damage the alternator. The alternator is NEGATIVE ground. 3. Check electrical connections in charging circuit. Make sure all connections are clean, tight, and free of corrosion. Battery connections are especially important. 4. Check Energize circuit. If alternator is not charging, check for voltage at the alternator energize terminal. Refer to Figure 13-1 for energize terminal location on the outside of the control box. Check for battery voltage at the "E" terminal with engine running. Test Set-up 5. Discharge Battery as Follows: a. Disable fuel system. b. Turn all lights and accessories "ON". Crank the engine for 10 15 seconds to discharge battery, then stop cranking engine. c. Turn all lights and accessories off. d. Enable fuel system. 6. Determine setpoints of regulator. The setpoint of the alternator is 28V. Normal range is within 0.2V of setpoint. If voltmeter reading exceeds 32V for 24V system, stop engine immediately and refer to Table 13-1. 9. Watch meter reading. If battery is sufficiently discharged, amps should be high within +/- 10% of output specified by performance curve (refer to SPECIFICATIONS, alternator RPM = engine 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 13-1. 1. Alternator 2. Voltmeter
FIGURE 13-1. 3. Ammeter 4. Battery
7. Attach meters as indicated by Figure 13-1, be sure to measure voltage and amperage at alternator, not at batteries or intermediate point. If an in-line ammeter is used, disconnect battery ground cable before connecting ammeter. Then reconnect battery ground cable. Ammeter connections must carry rated output of alternator. Test Procedure 8. Start engine. Accelerate to high idle.
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Table 13-1. TROUBLESHOOTING AMPS VOLTS DIAGNOSIS Charging system is OK. Battery is not yet fully charged. Wait for charging system to bring to full charge: AMPS should fall and VOLTS should stabilize within normal range.
HIGH
LOW
FIGURE 13-2. VOLTAGE STEP ADJUST 1. Low 3. High 2. Medium CAUTION! USE HIGH SETTING ONLY FOR: EXTREME COLD INTERMITTENT SERVICE MAINTENANCE - FREE BATTERIES CHECK BELT TENSION BEFORE ADJUSTING VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO OTHER POST.
Watch until AMPS fall, or VOLTS exceed normal range. If AMPS fall and VOLTS remain normal, HIGH NORMAL charging system is OK. If VOLTS exceed normal, regulator and/or field coil should be replaced (Go to Static Tests). HIGH HIGH Stop test. Regulator and/or field coil should be replaced. (Go to Static Tests.) Make sure voltmeter leads are a t ta c he d a t a l te r na to r . I f connections are OK, alternator and/or regulator must be repaired or replaced. Bypass regulator (See Figure 13-3). If VOLTS and/or AMPS rise, alternator is OK and regulator should be replaced. If no effect, repair alternator. (Go to Static Tests.) Stop test. If battery and voltmeter check OK, regulator and/or field coil must be replaced.
LOW
LOW
System voltage may rise above 32 volts on a 24 volt system, during regulator bypass test. Possible damage to sensitive electronic components could occur. Refer to the "On Vehicle Troubleshooting Guide" for an alternative to the bypass test.
LOW NORMAL Charging system is OK. LOW HIGH
Table 13-2. VOLTAGE REGULATOR SYSTEM VOLTAGE 24 FACTORY SETTING 27.5 28.0 NORMAL RANGE 27.2 - 27.8 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 13-3. 1. F+ Stud (some units have F+ Stud & Phase taps)
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BENCH TEST
Results of on-vehicle test should be confirmed by these bench tests, if possible. When it is not possible to perform on-vehicle test, alternator performance can be checked quickly by referring to these bench tests. Equipment: Test Bench, with 15 20 Hp motor set up to drive alternator to 7000 RPM. Voltmeter, 0 40 Volt Range Ammeter, 0 400 Amp Range Mount alternator on test bench according to the bench manufacturers instructions. Refer to Figure 13-1 for set-up to measure voltage and amperage produced by alternator. Voltage within +/- .2V of regulator setpoint is normal. Amperage within +/- 10% of rated output at 5000 rpm is high.
TEST 2 - FULL LOAD TEST With load set to rated output (nameplate) +/- 10%, run alternator at 5000 rpm. Refer to Table 13-4. Table 13-4. FULL-LOAD TEST AMPS HIGH VOLTS LOW DIAGNOSIS Test bench battery is discharged (or defective). Allow to charge or replace. Stop test. Regulator and/or field coil should be replaced. (Go to Static Tests.) Alternator and/or regulator must be repaired or replaced. Go to Test 3. Stop test. Bench malfunction or wiring error.
HIGH NORMAL Charging system OK. HIGH HIGH
LOW
LOW
LOW NORMAL Increase load. LOW HIGH
TEST 1 - NO-LOAD TEST Without electrical load but with battery connected, run alternator at 5000 rpm. Refer to Table 13-3 below. Table 13-3. NO-LOAD TEST AMPS HIGH VOLTS LOW DIAGNOSIS Test bench battery is discharged (or defective). Allow to charge or replace.
TEST 3 - REGULATOR BYPASS TEST Perform this test only when suggested by other tests. Alternator connections and load same as test 2. Bypass regulator as shown in Figure 13-3. Note whether amps rise to within +/- 10% of output rating when connecting F- terminal to ground. Note whether amps fall when disconnecting F- terminal. Then refer to Table 13-5 below.
Give time to stabilize while monitoring VOLTS. If VOLTS rise above normal range (Table 13-2) HIGH NORMAL regulator and/or field coil must be replaced. If AMPS fall, charging system is OK. HIGH HIGH Stop test. Regulator and/or field coil should be replaced. (Go to Static Tests.) Alternator and/or regulator must be repaired or replaced. Go to Test 3.
Limit terminal connection to a few seconds in order to protect charging system from excessive voltage rise. Table 13-5. REGULATOR BYPASS TEST CONNECT DISCONNECT DIAGNOSIS Alternator is OK. See note, replace regulator only if low AMPS/low VOLTS indicated in Test 1 and/or Test 2. Alternator must be repaired. Go to Static Tests.
LOW
LOW
LOW NORMAL Regulator OK. Go to Test 2. LOW HIGH Stop test. Bench malfunction or wiring error.
Amps Rise
Amps Fall
No Change
No Change
Note: Before replacing regulator, check continuity of energize circuit (refer to Static Tests, Test 5).
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STATIC TESTS
Static tests are performed on the partially disassembled alternator to confirm component failure indicated by on-vehicle test or bench tests. EQUIPMENT: Ohmmeter, Simpson 260 or equivalent Regulator Tester, or Ohmmeter Diode Tester or Ohmmeter Remove control box cover and drive pulley. Disconnect regulator from control unit. Remove cover plate. Disconnect all phase leads attached to the front housing (P1 through P6 in Figure 13-6). NOTE: Refer to disassembly procedures in Alternator Disassembly section of this manual. Before repairing the alternator, perform all static tests. REGULATOR TESTS The regulator is normally checked using a regulator tester. If a regulator tester is used, make connections to regulator plug as follows (see Figure 13-4 for wire assignments): NOTE: Terminal locations differ on SAE and metripack connectors. Wire 1 to Field Coil (-) Wire 2 to Ground Wire 3 to Field Coil (+) or B+ Wire 4 to Ignition or B+ Refer to regulator tester manufacturers 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 transistor, so the following procedure utilizing an ohmmeter, 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 ohmmeter is zeroed. Using the regulator connector plug, connect one ohmmeter lead to terminal F-, connect to other lead to terminal B-, and observe meter reading. Reverse leads and observe meter reading. In one direction the meter should read less than 600 ohms. In the other direction the ohmmeter should read very high. If ohmmeter reads zero in both directions, output transistor is shorted and regulator must be replaced.
TEST 2 - Check Function Of Clamping Diode Set ohmmeter to x100 scale and make sure ohmmeter is zeroed. Using the regulator connector plug, connect one ohmmeter lead to terminal F-, connect the other lead to terminal B- and observe ohmmeter reading. Reverse leads and observe meter reading. In one direction the ohmmeter should read less than 600 ohms. In the other direction the ohmmeter should read very high. If the ohmmeter reads less than 600 ohms in both directions (short) or very high in both directions (open) clamping diode is defective and regulator must be replaced. Note: If regulator failure is indicated, field coil failure must also be suspected.
FIELD COIL TESTS TEST 3 - Check For Open Field Coil Set ohmmeter to x1 scale and make sure ohmmeter is zeroed. Connect one ohmmeter lead to B+ output stud. (NOTE: On unit with F+ stud, connect ohmmeter to F+ stud). Connect the other lead to terminal F- of control unit harness. Ohmmeter should read less than 3 ohms. If ohmmeter reads above the specified limit, the field coil is open and must be replaced (replace or repair Stator & Shell Assembly).
FIGURE 13-4. 1. Ignition (E) 5. F+ (Harness Lead #3) (Harness Lead #4) 6. Ground Wire from Reg. 2. Relay (R) (Harness Lead #2) 3. Terminal Block 7. B+ Buss Leads to 4. F- (Harness Lead #1) Rectifier
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M13-9
TEST 4 - Check For Grounded Field Coil Set ohmmeter to x10K scale and make sure ohmmeter 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 Assembly). CONTROL BOX TESTS Note: Needle point probes may be required to penetrate the potting compound in the control box. Refer to Figure 13-4 for location of control box terminal strip connections. Refer to Figure 13-3 for location of control box external connections to regulator and ignition circuit. TEST 5 Check Continuity Of Terminal Strip Connections Set ohmmeter scale according to Table 13-6 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 13-6. CONTROL BOX CONTINUITY CHECKS CONTROL TERMINAL BOX OHMETER STRIP READING EXTERNAL SCALE CONNECTION CONNECTION (Figure 13-4) (Figure 13-5) x10K x1 x1 FFF+ GND* (B-) (F-) PIN (F+) TERMINAL VERY HIGH ZERO ZERO FIGURE 13-6. 1. Positive Diode Studs 2. "S" Phase Terminal NOTE: Heat sink diodes are de-rated for heavy duty performance. If diode failure is detected, the entire charging system should be examined for loose connections (especially battery). If diode failure is indicated, stator failure must also be suspected. FIGURE 13-5. Metri-Pack Connector SAE Connector TEST 6 - Diode Heat Sink Tests Check to make sure that all phase leads are disconnected from the heat sink (refer to Figure 13-6).
*GND connections are made to ground terminal located on outside of front housing. With regulator disconnected, test for continuity from E terminal on control unit to connector Energize (E) pin on regulator harness (See Figure 13-5).
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Note: Do not allow sleeving on leads to slide down leads; phase terminal without sleeves can short against alternator body. The diode heat sink assembly is normally checked using a diode tester. If a diode tester is used, refer to manufacturers instructions for proper connections. When a diode tester is not available, use an ohmmeter and refer to the following procedure. Note: Do not use an AC Device such as a leakage tester to check the diode heat sink.
STATOR TESTS NOTE: The front stator related Phase leads are P1, P2, & P3; The rear ststor 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 13-6).
TEST 9 - Check Front & Rear Stator Set ohmmeter to x1 scale and make sure ohmmeter is zeroed. Check for open stator winding by connecting ohmmeter between each successive pair of stator phase leads (Refer to Figure 13-6: P-1 P2; P2 P3; P1 P3; P-4 P5; P5 P6; & P4 P6). Note: It may be necessary to probe under the sleeves of the phase leads in order to make electrical 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 must be replaced (replace or repair stator or stator / shell assembly). Set ohmmeter to x10K scale and make sure ohmmeter is zeroed. Check for shorted stator windings by connecting ohmmeter between each phase lead (P1, P2, P3, P4, P5, & P6) and the ground terminal located on the outside of the front housing. Ohmmeter should read very high. If ohmmeter reads zero for the related test point, the stator is grounded and must be replaced (replace or repair stator or stator / shell assembly). Note: Grounded stator is difficult to confirm by static test. Examine stator for burnt insulation or loose coil.
TEST 7 - Check Positive Diodes Refer to Figure 13-6. Set ohmmeter to x100 scale and make sure ohmmeter is zeroed. Connect one ohmmeter lead to the B+ output stud, connect the other ohmmeter lead to each of the six heat sink phase terminals S. All six readings should be nearly alike; either less than 600 ohms or very high. If all six readings are not alike, the diode rectifier assembly is defective and front housing assembly must be replaced.
TEST 8 - Check Negative Diodes Refer to Figure 13-6, set ohmmeter to x100 scale, and make sure ohmmeter is zeroed. Connect one ohmmeter lead to B- terminal located on the outside of the front housing, connect the other ohmmeter 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 resistance 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 rectifier assembly is defective and the front housing assembly must be replaced.
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ALTERNATOR DISASSEMBLY
Notes: Disassemble alternator only as far as necessary to replace defective part(s). For stator removal, refer to BF4822 Stator Service Tool Instructions. 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 attaching fan to alternator. Keep shaft from rotating by holding the pulley in a vise, jaws padded with brass or aluminum (Figure 13-7). 3. Remove nut and hardened washer. 4. Remove fan assembly from alternator. REGULATOR REMOVAL 1. Disconnect regulator from alternator harness. 2. Remove mounting hardware from regulator mounting feet (Figure 13-9). 3. Remove regulator.
FIGURE 13-9.
FIGURE 13-7. 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 (Figure 13-8). 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 13-8.
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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 13-10).
FIGURE 13-12. 1. Machine Screws 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 any built up rust in that area. Remove the rotor element. If resistance is still felt, use the method described in 2a., plus the air hammer.
FIGURE 13-10. REAR ROTOR REMOVAL 1. Remove six flanged locknuts from core studs or six self tapping screws (1, Figure 13-11). Scribe location of stud or screw holes on rotor face plate.
REAR BEARING REMOVAL There are two types of rear bearing systems in use: 1. For press fit rear bearings, support end housing 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 shaft and core assembly and can be removed with a pulley puller.
FIGURE 13-11. 1. Self-Tapping Screws 2a. Use three 10-32 UNF x 2 long machine screws as jacks in the three threaded holes of rotor end plate (Figure 13-12). Pull rotor off of core gradually by working screws against core in sequence. If rotor resists movement, see alternate method below.
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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 13-13 A). 3. Loosen terminal strip screws and disconnect 2 field leads (white wires) from control box terminal strip. 4. Remove six screws from front housing cover plate (Figure 13-13 B). 5. Remove front housing cover plate. 6. Remove the six nuts holding phase leads (black wires) to diode studs (Figure 13-13 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 core assembly. 9. Separate front housing with the rotor/shaft/core assembly from the stator/tube assembly. Light taps with a soft faced mallet will help in the separation of parts. 10. Support front housing on wood blocks. Using a press, press shaft through front housing bearing. FIGURE 13-13. 1. Cover 3. Front Cover Screw 2. Field Leads (white wires)
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CONTROL UNIT ASSEMBLY REMOVAL (These instructions may be used with control unit assemblies having SAE or Metri-Pak connector.) Refer to Figures 13-14 and -15 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. 2. Remove bolt and lock washer attaching B+ buss from the rectifier assembly to B+ output terminal. 3. Remove four attaching screws from the front of the control unit assembly. Pull control unit face plate forward to permit easy disconnection of 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 careful 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 13-14. TYPICAL CONTROL UNIT 1. Ignition (E) 5. F+ (Harness Lead #3) (Harness Lead #4) 6. Ground Wire from Reg. 2. Relay (R) (Harness Lead #2) 3. Terminal Block 7. B+ Buss Leads to 4. F- (Harness Lead #1) Rectifier
FIGURE 13-15. 1. Cover Screws (TOP) 2. Control Unit Screw
Do not cut B+ lead at terminal block. B+ lead does not have slack. 9. Discard the old face plate assembly with regulator connector harness assembly. 10. Clean old RTV from the top and the face of control unit area of the housing.
11. Inspect leads from field coil and rectifier assembly for chaffing, and repair as necessary.
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FRONT BEARING REMOVAL 1. Remove retaining ring (1, Figure 13-23) from front outer side of front housing. 2. Remove retaining ring (3, Figure 13-23) from rear inner side of front housing. 3. Support front housing on blocks and with a press, remove front bearing (4, Figure 13-23) from front housing. Use Tool BF4818 (Figure 13-24). FRONT ROTOR REMOVAL 1. Remove six flanged locknuts from core studs or six self tapping screws (Figure 13-16).
FIGURE 13-17. 1. Jack Screws
FIGURE 13-16. 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 13-17). 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 element. If resistance is still felt, use the method described in 2a. above, plus the air hammer. FIELD COIL REMOVAL Do not attempt to repair field coil. Replace the whole assembly. 1. Mark the position of field coil leads (white wires with spade terminals) on stator. New fields will be positioned in same opening in stator assembly, as the old field leads.
FIGURE 13-18. 1. Bobbin Removal Tool 2. Stator & Shell Assembly (BF4820) 2. Remove the screws attaching field coil bobbin to stator tabs (Figure 13-18). 3. Use tool BF4820 to rotate field coil bobbin about 20 degrees to disengage bobbin ears from stator tabs. Note: Some force may be required to break the permafill coating on the tabs.
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4. After rotating field coil bobbin, remove field coil through back of stator and shell assembly (end away from leads) while allowing field leads to slide through opening in front stator assembly. Notes: As field coil is removed from stator and shell assembly note and mark position of leads relative to drainage holes in shell for reassembly (Figure 13-19). 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.
ALTERNATOR ASSEMBLY
FIELD COIL ASSEMBLY 1. Lay stator and shell assembly on its side, phase leads to the left (Figure 13-20). 2. Insert field coil from right hand side of stator and shell assembly, field leads (white wires with spade terminals) facing toward phase leads.
1. Field Leads FIGURE 13-19.
FIGURE 13-20. 2. Remove or Insert Field Coil from this end.
3. As field coil is inserted into stator and shell assembly thread the field leads through the proper openings between the front stator windings.
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4. Seat field coil bobbin ears over stator tabs (Figure 13-21) by inserting field winding and rotating about 20 degrees after insertion with tool BF4820. Align screw holes in bobbin ears with screw holes in stator tabs. Note: Bobbin ears go over stator tabs as viewed from both ends of tube assembly.
5. Make sure field coil leads (white spade terminals) are pulled through proper stator openings with no slack at the field coil and that neither wire is pinched by the bobbin ears. 6. Using eighteen screws coated with loctite, fasten field coil bobbin ears to stator tabs (Figure 13-22). 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, resolder 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 13-23). 3. Coat outer race of front bearing (4, Figure 13-23) with thin coat of loctite.
FIGURE 13-21. 1. Field Coil Bobbin Ear
FIGURE 13-23. 1. Retaining Ring (Tapered) 2. Front Housing 3. Retaining Ring (Flat, both sides) 4. Bearing - Outer Race
FIGURE 13-22.
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4. Using tool BF4818 and a press, press front bearing into front housing until bearing seats against retaining ring (Figure 13-24). Outer ring will be installed after housing is placed on shaft.
FIGURE 13-24. 1. Tool BF4818 FRONT ROTOR ASSEMBLY 1. Position rotor assembly on front end of shaft and core assembly. Note: Front end of shaft and core assembly has woodruff key slot in shaft (Figure 13-25). 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 locknuts 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 13-35 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 (Figure 13-26). 4. Install tapered retaining ring with tapered side to front outer side, in front outer groove of front housing (1, Figure 13-23). 1. Arbor Press FIGURE 13-26. 2. Tool BF4810 FIGURE 13-25. 3. Slot
1. Shaft
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M13-19
FRONT HOUSING STATOR, FIELD COIL & SHELL ASSEMBLY 1. Support stator, field coil & shell assembly on blocks, with the six phase leads (black wires) and the two field leads (white wires) pointing up. Note: Care must be used when setting stator, field coil & shell assembly on blocks that neither the stator windings nor the studs are damaged. 2. Set the front housing-rotor, shaft & core assembly 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 13-27). 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 openings in the front housing (Figure 13-27). 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.
5. Route the two field leads (white wires) through the hole in the front housing to the control box. Connect the field leads to the control box terminal strip; one lead to the B+ terminal the other lead to the F terminal (Figure 13-28, Figure 13-4). Note: Do not allow sleeving on leads to slide down leads; phase terminal without sleeves can short to front housing.
1. Field Leads
FIGURE 13-28. 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 13-29. If insulator or washer were lost during disassembly, replace before attaching phase lead. 7. Rotate shaft and make sure rotor does not contact 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 a replacement, skip step 9 and proceed to Control Unit Assembly Replacement. 1. Mounting Foot 2. Phase Leads FIGURE 13-27. 3. Field Leads 4. Drain Holes 9. Use five screws (coat with Loctite) to attach control box cover to control box. Torque screws to 20 in. lbs. (2.2 Nm).
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1. Field Leads
FIGURE 13-29. 2. Phase Leads
CONTROL UNIT ASSEMBLY REPLACEMENT Refer to Figures 13-30 and 13-31 for the following steps: 1. Hold the new regulator connector harness in its approximate installation position and bend wires into their proper position. 2. Solder both the regulator connector lead 3, and the output lead from B+ buss, to the terminal block, B+ position. (right of center) 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 housing. 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 harness (lead 2) to the housing. 6. Route the regulator harness under B+ buss leads. Care should be taken to keep the regulator connector flat with A pin properly positioned. NOTE: Wires in steps 7 & 8 should slant away from both E & R terminals (down and left, as viewed from outside).
FIGURE 13-30. CONTROL UNIT ASSEMBLY 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) torque 6. Terminal Block Screw; 30 in. lbs. (3.5 Nm) torque 7. Ground Wire from Regulator (Harness Lead #2) 24 in. lbs. (2.7 Nm) torque 8. B+ Buss Leads to Rectifier 9. When replacing output stud only; tighten to 12-15 ft.lbs. (16-20 N.m) torque, and coat with epoxy. 10. Solder here. 11. Apply RTV here. 12. Tighten to 180 in.lbs. (20 N.m) torque.
FIGURE 13-31. 1. Cover Screws (TOP) 2. Control Unit Screw Tighten nine screws to 20 in.lbs. (2.3 N.m) torque. 7. Position the insulating sleeving over wire terminals prior to attaching ring terminals to E & R (or phase terminals) studs. NOTE: Assembly sequence for E & R terminal (or phase terminals) is: insulator-flat washer-terminal-nut.
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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 sliding slot in the face plate onto grommet on regulator harness. Attach the face plate to the housing with 4 screws. 12. Attach B+ buss leads from rectifier to the back of B+ terminal. 13. Position B+ buss leads from rectifier so that the leads will not contact inside ends of E or R terminals (or phase terminals). 14. Attach leads from the field coil to the terminal block at F and B+ positions. 15. Use RTV #732 to reseal the housing where the field coil leads enter the housing. 16. Use RTV #3140 on inner ends of R (or phase terminals) and E terminals, on the terminal block, and all exposed wires on inner end of B+ stud to prevent corrosion. 17. Apply RTV #732 on the top of the housing. 18. Use five screws (coat with Loctite) to attach control box cover to control box. Tighten screws to 20 in. lbs. (2.2 Nm) torque. REAR ROTOR ASSEMBLY 1. Place rotor assembly on shaft and core assembly inside stator, field coil and shell assembly (Figure 13-32).
NOTE:Align stud or screw holes of core with scribe marks on rotor, or center studs or screw holes of core in the center of slots in rotor plate as shown in Figure 13-32. 2. Use six flanged locknuts or self tapping screws to fasten rotor assembly to shaft and core assembly (Apply loctite to studs before installing locknuts). Torque flanged locknuts to 45 in. lbs. (5.0 Nm), screws to 65 in. lbs. (7.3 Nm). END HOUSING ASSEMBLY 1. Stand alternator on front end.Observe extra care when installing housing if rotor shaft is equipped with dust cap and ring seal carrier, as ring seal must compress to enter into housing bore. NOTE: If shaft has ring seal, rear housing must have chamfer on bearing bore. Studs from stator, field coil and shell assembly will come through holes in end housing. 2. Ring Seal Conversion The fan and shaft/core assemblies have been modified to accommodate a new bearing ring seal design (Figure 13-33). These changes affect alternators manufactured after January 1996. The changes affect the shaft and fan hub diameters on full units and service parts. When new service parts are used to repair units manufactured before January 1996, the ring seals and lip seals must be removed.
FIGURE 13-33. 1. Ring Seal Groove 5. Ring Seal 2. Ring Seal 6. Ring Seal Groove 3. Bearing 7. Fan Mounting Hardware 4. O-Ring 8. Fan Guard Screws
FIGURE 13-32. 1. Studs or Screws
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To use new service parts on product manufactured before the modification date, follow these instructions: Fan Replacement (Fan with Ring Seal) Remove the fan and rear bearing seal. Remove the old fan assembly from the alternator. Note: On older units a puller may be required to remove the old fan from shaft. Using a pry bar or large screwdriver, remove the rear bearing seal from end housing. Do not remove bearing. Installation Of New Fan On Old Assembly (Figure 13-34). 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).
Install New Shaft/core Assembly (Figure 13-35) Remove the ring seal from the new shaft/core assembly, if present.Install the shaft/core assembly into the alternator (as directed in this manual).
FIGURE 13-35. 1. Ring Seal Groove 4. Fan Mounting Hardware 2. Bearing 5. Fan Guard Screws 3. Bearing Seal
END HOUSING ASSEMBLY (CONTINUED) 3. Apply Loctite to studs, then install nine flanged locknuts on studs.Torque flanged locknuts to 18 in. lbs. (2.0 N.m) maximum. FIGURE 13-34. 1. Bearing Seal 4. Fan Guard Screws 2. Bearing 5. Fan Mounting Hardware 3. Ring Seal Groove 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. 4. Install cover plate on front housing with six screws.
FIGURE 13-36. 1. BF4821 Insertion Tool placed here.
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REAR BEARING ASSEMBLY 1. Assembly alternator, including end housing, but leave out rear bearing and fan. Make sure mounting feet are aligned.Install front pulley bushing on shaft. 2. There are two types of rear bearing systems used: press fit and loose fit. PRESS FIT REAR 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 13-37). Use caution when bearing outer race begins to enter end housing bore because misalignment at this point can damage housing.
REGULATOR ASSEMBLY 1. Set regulator on rear housing with regulator plug toward control box. 2. Using mounting hardware (coated with Loctite), attach regulator to end housing (Figure 13-38). Torque screw to 32 in. lbs. (3.6 N.m) maximum. 3. Connect regulator to regulator harness from control unit.
FIGURE 13-38.
1. Ball Bearing 2. Shaft 3. Support 4. Bushing
FIGURE 13-37. 5. Front Housing 6. End Housing 7. BF4821 Insertion Tool
LOOSE FIT REAR 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 installation as above. 3. Turn shaft by hand to make sure it spins freely. Fan and fan hardware can now be installed.
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FAN ASSEMBLY 1a. Place fan assembly on shaft (Figure 13-39). Note: If fan hub has ring seals and carrier as ring seal must compress ring enters housing.
PULLEY ASSEMBLY NOTE: Do not hold fan to prevent shaft rotation. Fan damage may result. 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 13-40). 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 13-39. 1b. When repairing units manufactured before June 1994, the ring seal and contact seal must be removed before installing the fan (Refer to Figure 13-34). 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 13-39). 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 pullley. FIGURE 13-40.
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BF4822 STATOR SERVICE TOOL INSTRUCTIONS

Function of Service Tool This tool has been designed to remove and install stators in alternators. The user of this tool must be familiar with basic disassembly and reassembly techniques of dual stator alternators. Proper assembly and use of this tool will result in correct placement of stators inside the shell (indexing of stator, with respect to stator leads). Read through these instructions to familiarize yourself with the names of various tool components prior to attempting stator removal or installation. STATOR REMOVAL AND REPLACEMENT Shell Assembly Preparation (Refer to Figure 13-41) The field coil and shell studs must be removed from the shell assembly before a stator can be removed. REMINDER: A narrow, 1 3 wide, support ring is in the tool package (not pictured). This ring is used when necessary, to provide additional tool height to prevent the jack screw from protruding through the bottom thrust plate and preventing proper tool use. 1. Position the bottom thrust plate in work area. 2. Place the first support ring on the bottom thrust plate.Make sure the support ring seats in the mating groove in the bottom thrust plate. 3. Place the shell assembly on the support ring with the stator to be removed, facing up. 4. Place the second support ring on top of the shell assembly.Reach inside the support ring and position the stator leads inside and away from the top of the shell assembly. Pressure Plate Set-up (Refer to Figure 13-42) 5. Thread the 3/8 diameter guide pin into the pressure plate, from the hub side of the pressure plate. The threaded hub on the pressure plate faces up, toward the top thrust plate. 6. Lay the top thrust plate on the pressure plate as you pass the guide pin through the curved slot in the top thrust plate. 7. After properly placing the thrust washer (not shown on drawing) on the jack screw, insert the jack screw through the top thrust plate and thread the jack screw into the pressure plate about 1. 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. 9. 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. 10. Position the stator leads so that they will not snag on the pressure plate when the pressure plate is being inserted into, then through, the stator. Bend the stator leads over the top of the support ring (this will help to eliminate interference). 11. Wrap a clean shop towel around the jack screw and lift the pressure plate/jack screw/top thrust plate assembly. Insert the pressure plate into and through the top stator assembly. Position the pressure plate in the space between the two stators, where the field coil had been. Turn the pressure plate to align the poles of the pressure plate with the poles of the stator. This is easily done by grasping both the jack screw and guide pin and twisting. The pressure plate will then rotate. Before releasing the assembly, make sure the top thrust plate will once again rest on the end of the guide pin, not the support ring. 12. Position the stator leads inside the support ring. Firmly grab the top thrust plate at the outer edge, twist slightly until the guide pin enters the curved slot. Lower the top thrust plate onto the support ring. The top of the support ring should enter the mating groove in the top thrust plate. 13. Thread the jack screw in, until the head of the jack screw contacts the top thrust plate. 14. Look through the large diameter holes (torque arm holes) in the thrust plate to confirm the proper seating of the pressure plate steps against the stator. Adjust the pressure plate as necessary. NOTE: The pressure plate is properly seated when the outer edge of the pressure plate presses against the field coil mounting tabs on the stator. Make sure that ALL field coil mounting tabs are in contact with the pressure plate. 15. Continue threading the jack screw in, until significant resistance is felt. Check position of the pressure plate again.
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16. If the tool assembly attempts to rotate after significant resistance is felt, insert torque arm into the large diameter holes in top thrust plate and use torque arm to prevent tool assembly from rotating. Continue threading jack screw in until stator is removed from shell, observe caution below. CAUTION:The movement of the stator should be checked often during stator removal process. Use the exposed portion of the guide pin as an indicator of stator movement. Tension on the removal tool will abruptly cease when the stator is free of the shell. The service technician may be startled by this abrupt looseness, exposing the technician to potential injury. Keep the stator service tool vertical. Do not use the tool laying on its side.
5. Position the shell assembly on the support ring. Shell bore to receive new stator must be facing down. 6. Insert 3/8 diameter locating pin, from outside of shell, into and through, center drain hole in the shell assembly. Pass locating pin through shell assembly and into correct hole in locating rod. The locating pin must be in both shell and locating rod to maintain stator alignment during stator installation. 7. Place second support ring on shell/stator assembly.
STATOR INSTALLATION (Refer to Figure 13-41) 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 pressure 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 next to the other stators single lead. The finished shell assembly will have a slot arrangement of two leadsspace, two leads-space, two leads-space. The front stator is placed on the stator indexing pins with the leads pointing down. 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. 4. Place a support ring on the bottom thrust plate. Make sure the support ring is seated in the mating groove in the bottom thrust plate. FIGURE 13-41. 1. Bottom Thrust Plate 5. Locating Rod (long) 2. Stator Indexing Pins 6. . Locating Pin 3. Guide Pin 7. Locating Rod (short) 4. Jack Screw 8. Pressure Plate
M13003 04/01
M13-27
PRESSURE PLATE SET UP (Refer to Figure 13-42) 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 stator contacts shell/shell assembly. Measure from top of locating pin to the top of the top thrust plate. Record this measurement as starting pont 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 resistance is encountered. NOTE:If the tool assembly starts to rotate, insert torque arm into holes in the top thrust plate for additional leverage. 11. Check the distance the stator has been inserted into the shell by measuring from the top of the 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, disassemble the tool. Pull the stator leads through the correct slots. Continue with the alternator assembly as per instructions in this manual.
FIGURE 13-42. 1. Top Thrust Plate 5. bottom Thrust Plate 2. Support Ring 6. Torque Arm 3. Stator & Shell Assy. 7. Front Stator 4. Support Ring 8. Rear Stator
M13-28
M13003 04/01
ON BOARD WEIGHING SYSTEM (OBWS) INDEX

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3 LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calculation of the Calibration Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 M20-6 M20-6 M20-7 M20-7 M20-7 M20-8 M20-8
PAYLOAD METER II
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Cycle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viewing the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting "UP:00". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting the Speed Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting The Operator I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 M20-12 M20-12 M20-12 M20-12 M20-12 M20-13 M20-13 M20-13 M20-14 M20-14 M20-14 M20-14 M20-14 M20-15 M20-17 M20-17 M20-17 M20-17 M20-18 M20-18
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
M20007 10/00
Payload Meter II
M20-1
DOWNLOAD OF PAYLOAD AND FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18 DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19 CHARTS OF ERROR CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20 & 21 Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22 Sevice Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22 UP Factor - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 PL Mode - Load Calculation Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24 BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 SCOREBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Making Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Operation of the Scoreboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 M20-28 M20-28 M20-29 M20-30
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Connections (AMP Pin Identification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
M20-2
Payload Meter II
M20007 10/00
PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS)

GENERAL INFORMATION
The Payload Meter II On Board Weighing System displays and records the payload weight along with other operating information. The system consists of a payload meter, pressure sensors, deck mounted lights and an inclinometer. The payload meter (Figure 20-1) uses the four suspension pressures and an inclinometer to determine the load in the truck. The payload weight can be displayed in short tons or metric tons. There are three external deck-mounted lights on each side of the truck. The lights indicate payload weight divided into three separate stages. A forecast feature will flash a deck mounted light predicting the payload weight if the next bucket of material is dropped into the body. The payload meter stores in memory various operating data. This data includes: 1) The payload, time, distance, and travel speed for each cycle. 2) The date and time that the engine was started and stopped. 3) The date and time of each fault that occurred or was canceled. 4) The total payload and the overall number of cycles for a specific time period. This data is retained even when the power is switched off. The stored data is backed up by an internal battery. The data can be down loaded from the payload meter to a personal computer when a communication cable is connected to the port inside the cab.
FIGURE 20-1. PAYLOAD METER II 1. Display panel 7. Total/shift switch [TOTAL] [SFT] 2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC] 3. Transmission pilot lamp (Tx busy) 9. Memory card 4. Memory card access lamp (CARD busy) 10. Cover 5. Mode switch [MODE] 11. Diagnostic/Download Port 6. Calibration/clear switch [CAL] [CLR] WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)
M20007 10/00
Payload Meter II
M20-3
LIGHTS, SWITCHES, and COMPONENTS On The Face Of The Payload Meter (Refer to Figure 20-1)
1. Display Panel Digital display area for the data being recorded in memory. This will include items such as: Payload Date & Time Cycles Travel Distance Fault Codes and Warnings 2. Reception Pilot Lamp (Rx Busy) This light will illuminate for 3 seconds when the system is powered up. It will then be lit whenever the computer is communicating. 3. Transmission Pilot Lamp (Tx Busy) This light will illuminate for 3 seconds when the system is powered up. It will then be lit whenever the memory is being downloaded to a personal computer. 4. Memory Card Access Lamp (CARD Busy) This light will illuminate for 3 seconds when the system is powered up. It will also be lit whenever the memory data is being downloaded to the memory card. 5. Mode Switch This switch is used to select the mode or system that will allow a function to be performed. This may include: Various settings or corrections to the display Memory card downloading Clearing data Display of Abnormalities or Warnings Setting the speed limit Setting the date and time 6. Calibration/Clear Switch Used to calibrate the machine when the conditions regulate this action. Also used with the TOTAL/SFT switch to clear total payload and overall number of cycles. 7. Total/Shift Switch Used to display payload and overall number of cycles each time the load is dumped. Will display the error codes. This switch is also used with the CALIBRATION/CLEAR switch to clear total payload and overall number of cycles. 8. Light/Increment Switch Used to change the digital increments or units for the various displays. Also used to adjust the brightness of the lights on the monitor display. 9. Memory Card Used to receive data from the payload meter memory to this card which can then be used to transfer the data into a personal computer. This enables the memory to be downloaded and saved when a personal computer is not available. 10. Cover Protective cover for the Memory Card. Do not open or place foreign objects in slot. 11. Diagnostic/Download Port Connector port that is used for downloading the memory data to a personal computer.
M20-4
Payload Meter II
M20007 10/00
TIPS FOR OPERATION

To assure that the On Board Weighing System records the most accurate and consistent data, these important steps should be followed: * For most Komatsu Trucks: Use only the Brake Lock switch to hold the truck stationary at the loading and dumping area. For 330M Trucks ONLY: Use the Park Brake switch to hold the truck stationary at the loading and dumping area. Any other method will not allow the payload system to register properly. * Do not activate the Lamp Test switch during loading. Inaccurate and inconsistent data may be stored. * At the loading area do not release the Brake Lock (or Park Brake switch) until the loading is complete and the load shock from the last load dumped has settled. * The loading area surface must be maintained as flat and level as possible. The On Board Weighing System can compensate for slight variations in grade and unevenness, but ruts, berms, rocks, etc. will cause the system to record inaccurate and inconsistent data. * Regularly remove carryback from the dump body. * Calibrate periodically.
EXTERNAL DISPLAY LIGHTS

The Payload Meter II controls three light relays. The relays operate three deck mounted lights on each side of the truck. There is one green light, one amber light, and one red light. (Figure 20-3) While the truck is stopped being loaded and the hoist lever is in the float position, the appropriate lights will remain on according to the following schedule:
FIGURE 20-2. LOAD INDICATOR LIGHTS INDICATOR LIGHTS Off Off Off Green Amber Green PAYLOAD WEIGHT 50% and Greater 90% and Greater 105% and Greater
RED Amber Green
The shovel or loader operator can predict the payload weight by observing these lights. During the loading operation, a forecast feature flashes a deck mounted light predicting the payload weight after the next bucket of material is loaded into the body. The logic is as follows: 1. If the measured payload is varying 3% or less of the rated load for more than 3 seconds, the current load is deemed a steady value. 2. If the difference between the previous steady value and the current steady value is greater than 15% of the rated load, the difference is taken to be the size of the current bucket. 3. The average size of previous buckets is added to the current load. One of the deck mounted lights will turn on, if another average size load is put in the body, and will blink at one second intervals.
M20007 10/00
Payload Meter II
M20-5
THEORY OF OPERATION
Basic Description The payload meter uses the four suspension pressures and the inclinometer to determine the load in the truck. These inputs are critical to the calculation of the load. The other inputs to the payload meter (Body Up, Speed, Brake Lock, Alternator R Terminal, and Engine Oil Pressure) are used to indicate where the truck is in the haul cycle. These inputs enable the payload meter to make time and distance measurements for the haul cycle. The suspension pressures are the key ingredients in determining the sprung weight of the truck. These pressures are converted into forces using the formulas shown below. These forces are combined with the geometry of the truck to produce the load calculation. It is critical that the suspension pressure sensors are functioning properly.
Linkage Factor The linkage factor is part of the complex calculations performed by the payload meter to determine the load in the truck. The linkage factor is dependent on the load on the rear suspensions. Figure 20-3 shows the side view of a truck. The nose pin is marked with a star and there are three arrows pointing to different spots of the rear tire. This figure shows how the support under the rear tire can affect the calculation of the load. The payload meter does not directly measure the load transferred to the frame through the nose pin. To account for portion of the load carried by the nose pin, the linkage factor is multiplied by the rear suspension force. It is assumed that the truck is supported under the center of the tire. In this case the payload meter uses L2 to help compute the linkage factor. If, however, the truck is backed into a berm and the rear tire is supported towards the back of the tire, the actual linkage factor calculation should use L3. Since the payload meter assumes L2 it will overestimate the load in the truck. The opposite is true in the case where the rear tires are supported toward the front of the tire. The linkage factor should use L1 but the payload meter assumes L2. This change in leverage will cause the payload meter to underestimate the load.
Sprung Weight =
2 Suspension Diameter (Psi Left + Psi Right) 4
Sprung Weight = Axle Weight(lbs)/2000
The inclinometer gives the payload meter information regarding the pitch angle of the truck. The front and rear incline factors are determined by the pitch angle. These two factors account for the load transfer that occurs when the truck is inclined nose up or nose down.
Figure 20-3.
M20-6
Payload Meter II
M20007 10/00
Brake Lock The Brake Lock only applies the rear brakes. This allows the front wheels to rotate slightly as the truck is being loaded. This is important because the payload meter assumes that the front wheels can rotate freely. As the truck is being loaded, it will begin to squat down on the suspensions. This will change the wheel base dimension of the truck. This freedom of movement prevents additional binding and friction in the front suspensions. The incline of the grade on which the truck is loading is measured by the inclinometer. This helps determine the incline factors that are applied to the front and rear sprung weights. The tire forces on the road surface that hold the truck on grade affect the suspension pressures. If the front and rear brakes are locked, the effect on the suspension pressures cannot be determined. If only the rear brakes are applied the effect is predictable and the incline factors accurately account for the forces on the tires. If the service brake or park brake is used and depending on the incline and other factors, the payload meter can overestimate or underestimate the load. It is important that only the Brake Lock be used while loading the truck. Sources of Error Suspensions Poorly charged suspensions can lead to systematic error in the calculation of payload. The error is most obvious when the oil level is low. When there is too little oil in the suspensions, the cylinder may compress completely under load. The weight of the truck will be carried by the metal to metal contact within the suspension. Not only will the ride of the truck and the life of the tires be affected, but the pressure in the cylinder will not truly represent the load on the truck. In the under-charged condition the payload meter will typically weigh light and under report the load.
Typical Data From Service Check Mode Number Data 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Description
13:09 Current Time 749.4 Front Left Pressure (Psi) 848.9 Front Right Pressure (Psi) 863.2 Rear Left Pressure (Psi) 1049.0 Rear Right Pressure (Psi) 106.0 Front Weight (Tons) 75.1 Rear Weight (Tons) -1.85 Inclinometer (Degrees) 0.95 Incline Factor - Front Wheels 0.984 Incline Factor - Rear Wheels 1 Link Factor - Front Wheels 1.539 Link Factor - Rear Wheels 70.6 Calibration Sprung Weight (Tons) 1.000 Gain Adjustment 143.8 Current Load (Tons) 3.9 Battery Backup Voltage (Volts) Figure 20-4.
A sample data set is shown in Figure 20-4. This data was taken in the laboratory and is used in Figure 20-5 to calculate the final load. Note that the front suspension pressures were converted into the front sprung weight using the formulas above Figure 20-5. The front sprung weight is then multiplied by the front incline factor and the front linkage factor. The same is done with the rear sprung weight. The front and rear sprung weights are then summed. This number is multiplied by the Gt gain potentiometer value. This value should be 1.000. The calibration load is subtracted from the total to produce the final load. The load displayed on the meter is this final load (item #15) multiplied by the UP gain factor. Note - This screen is the only place that the value of the Gt gain potentiometer can be checked. THIS GAIN SHOULD BE SET TO 1.000. ANY OTHER SETTING CAN PRODUCE SYSTEMATIC ERRORS IN THE PAYLOAD MEASUREMENT. Note - There are two gain factors that can be applied to the payload measurement. The first is the Gt gain factor and the other is the UP gain factor. They are not applied uniformly to all payload calculations. Both gain factors should be set to 1.000. See the warning on page 16 for more information. If the Gt gain factor displayed in the Service Check Mode is not 1.000, adjust the gain to exactly 1.000.
M20007 10/00
Payload Meter II
M20-7
In order to adjust this gain: 1. Start with the payload meter in normal operation mode. 2. Adjust the gain pot, left to reduce the value and right to increase the value. 3. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the meter. 4. Press and hold the LIGHT/INC switch until "ALL0" is flashing on the display. "A.FUL" may also be displayed. 5. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. This is not a "live" reading. Any time the potentiometer is changed, this cycle must be repeated to view the change. 6. Press MODE once and "CHEC" will flash on the display. 7. Press MODE once and the meter will return to normal operation. These calculations used a 13" front suspension diameter and 10" rear suspension diameter.
Sprung Weight = 2 Suspension Diameter (Psi Left + Psi Right) 4
Calculation of the Calibration Load This procedure is similar to the manual calculation of load. This calibration load is used as item #13 from the manual calculation procedure. 1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the display. 2. Press and hold the CAL/CLR switch until "CALL0" is flashing on the display. 3. Press the CAL/CLR switch to cycle through the following data. The sequence repeats.
Item and Description 1. Year of Calibration 2. Month:Day of Calibration 4. Truck Model Setting 5. Pressure Front Left 6. Pressure Front Right 7. Pressure Rear Left 8. Pressure Rear Right 9. Front Sprung Weight 10. Rear Sprung Weight 11. Degree of Incline 12. Incline Factor - Front Axle 13. Incline Factor - Rear Axle 14. Link Factor Front Axle 15.Link Factor Rear Axle 16. Calibration Weight Tons Psi Psi Psi Psi Tons Tons XX:XX
Units Last 2 digits of year
3. Hour:Minute of Calibration XX:XX
Sprung Weight = Axle Weight(lbs)/2000
Nose Up Positive
Example Calculation of Payload Front Weight (6) X Incline Factor (9) X Link Factor (11) Front Weight Front Weight Rear Weight Total Weight XGain Factor (14) - Calibration (13) Current Load(15) 106.00 Rear Weight(7) 75.10
0.95 X Incline Factor (10) 0.98 100.70 73.90 1.00 X Link Factor (12) 100.70 Rear Weight 100.70 113.70 214.40 1.00 214.40 -70.60 143.80 Figure 20-5. 1.53 113.70
4. Press MODE once and "CHEC" will flash on the display. 5. Press MODE once and the meter will return to normal operation.
M20-8
Payload Meter II
M20007 10/00
TYPES OF DATA STORED

Cycle Data One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped. Data between these two points is recorded in memory. Examples of the data are shown below. The maximum number of cycles that can be stored in memory is 2900 cycles.
ITEM Engine Operation Number Month Day Time Hour Time Minute Payload Travel Time When Empty Travel Distance When Empty Maximum Travel Speed When Empty Average Travel Speed When Empty Time Stopped When Empty Time Stopped During Loading Travel Time When Loaded Travel Distance When Loaded Maximum Travel Speed When Loaded Average Travel Speed When Loaded Time Stopped When Loaded Dumping Time Speed Limit Warnings For Each Cycle
UNIT Number Month Day Hour Minute Metric tons Short tons Minute Miles/Km Mph/Kmh Mph/Kmh Minute Minute Minute Miles/Km Mph/Kmh Mph/Kmh Minute Minute Mph/Kmh
RANGE 1 - 65535 1 - 12 1 - 31 24 Hour Clock 1 - 59 0 - 6553.5 0 - 6553.5 0 - 25.5 0 - 99 0 - 99 0 - 6553.5 0 - 6553.5 0 - 6553.5 0 - 25.5 0 - 99 0 - 99 0 - 6553.5 0 - 6553.5 0 - 99
REMARKS Advances by one each time the engine is started.
These values are stored when the load is dumped.
The fault codes that occur during each cycle
M20007 10/00
Payload Meter II
M20-9
Engine ON/OFF Data When the engine is started or stopped, the following data is recorded. ITEM Engine Operation Number Last Two Digits Of The Year Month Day Time Hour Time Minute Last Two Digits Of The Year Month Day Time Hour Time Minute Total Payload Total Number Of Cycles UNIT Number Year Month Day Hour Minute Year Month Day Hour Minute Metric tons Short tons Number RANGE 1 - 65535 0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59 0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59 0 - 999900.0 0 - 9999 Total payload from the time when the engine was started until the time the engine was shut off. Totals for the time that the engine was running. Indicates when the engine was shut off. Indicates when the engine was started. REMARKS Advances by one each time the engine is started.
The engine operation numbers are included in the fault and warning data.
Fault Codes and Warning Data
ITEM Error Code Engine Operation Number At Time Of Occurrence Number Of Times Of Occurrence Since The Engine Was Switched ON Last Two Digits Of Year Month Day Time Hour Time Minute
UNIT
RANGE
REMARKS
Displayed by a combination of letters and numbers representing a specific error code. Number Number Year Month Day Hour Minute 1 - 65535 1 - 255 0 - 99 1 - 12 1 -31 24 Hour Clock 0 - 59 Every time the engine is started the number advances by one.
M20-10
Payload Meter II
M20007 10/00
Engine Operation ITEM Number when Canceled Last Two Digits Of Year Month Day Time Hour Time Minute UNIT Number Year Month Day Hour Minute RANGE 1 - 65535 0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59 REMARKS Every time the engine is started the number advances by one.
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends on the operation that was performed) when the key switch was in the ON position and the engine was not running.
Total Payload and Total Number of Cycles The total payload and overall number of cycles can be displayed using the forced display operation. Both values start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when the load is dumped. ITEM Total Payload Total Number Of Cycles Last Two Digits Of Year Month Day Time Hour Time Minute UNIT Metric Tons Short Tons Digital Number Year Month Day Hour Minute RANGE 0 - 999900.0 0 - 9999 0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59 Date and time the unit was cleared. REMARKS The total payload since the unit was cleared. The number of cycles since the unit was cleared.
Other Data CONTENT ITEM UNIT Km/MPH Digital Number Year Month Day Hour Minute RANGE 0 - 99 0 - 13 0 - 99 1 - 12 1 - 31 24 Hour Clock 0 - 59 Date and time when calibrated. Communication Mode REMARKS Set Up Data That The Speed Limit Operator Can Check Option Code Year Calibration Data Month Day Hour Minute
M20007 10/00
Payload Meter II
M20-11
OPERATOR FUNCTIONS
Using the Operator Load Counter Description The Payload Meter makes available to the operator a Total Load Counter and Haul Cycle Counter. This allows each operator to track the tons hauled during their shift. The total is displayed in hundreds of tons. For example, if 223 is displayed, this means that 22,300 tons have been hauled since the last time the cycle counter was cleared. This memory location is separate from the main payload data storage. This memory is not cleared when the Data All Clear Operation is performed. Clearing this memory does not affect the main payload data storage. Viewing the Operator Load Counter 1. Press the TOTAL/SFT switch once. If there is a fault code present at this time: 2. The error code for that problem will be displayed. This will be a flashing display. 3. Press the TOTAL/SFT switch again. If additional faults or warnings exist, that fault code will be displayed as a flashing code. 4. Repeat step #3 until no fault codes are displayed. ":" will show when no additional faults exist. The display will then show total tons hauled since the last time the counter was cleared. The total is displayed in hundreds of tons. 5. Press the TOTAL/SFT switch again. The number displayed is the number of haul cycles since the last time the cycle counter was cleared. 6. Press the TOTAL/SFT switch again. ":" is displayed for 2 seconds before the display returns to normal operations.
Clearing the Operator Load Counter 1. Press the TOTAL/SFT switch once. The number displayed is the total tons hauled since the last time the counter was cleared. The total is displayed in hundreds of tons. 2. Press and hold the CAL/CLR switch until the display flashes. 3. Press the CAL/CLR switch until "0000" is displayed. After 2 seconds the meter will return to normal operation. Clearing this memory does not affect the main payload data storage.
Dimming the Lights on the Display There are a total of 10 brightness levels on the PLM display. From the normal operation display: 1. Press the LIGHT/INC switch. The lighting will become one level dimmer. This will continue until the lighting has reached its lowest level. 2. After reaching the lowest level, the display will return to the brightest setting. If the switch is held in the depressed position, the brightness will change continuously.
M20-12
Payload Meter II
M20007 10/00
INITIAL SETUP OF PAYLOAD METER

There are several things that must be checked and programmed when a Payload Meter is first installed. 1. Check the Switch Settings on the side of the meter. 2. Check the Operator Check Mode settings 3. Check the Service Check Mode settings 4. Calibrate the clean truck. The next few pages show the steps required to perform these checks. Only after all of these steps have been performed can the payload meter be released for service.
There are nine switches located behind the panel on the left side of the payload meter. Figure 20-8 shows the switch numbers. The following switch positions should be confirmed before the meter is installed. Switch 1 B 2 3 4* Position Gt Gain - Do Not Adjust Buzzer Volume - Do not Adjust 7 7 4 - 685E 5 - 630E B - 730E C - 930E D - 530M E - 330M F - 830E 5 6 7 8 DOWN DOWN DOWN - SHORT TONS UP - METRIC TONS UP
Switch Settings
* Set switch 4 for the appropriate model. Checking the Operator Check Mode The Operator Check Mode is used to check and change several settings. These should be checked before the payload meter is put into service. 1. Press and hold the MODE switch. The display will show. 2. Press the MODE switch once. The display will show. Refer to "Data All Clear" on Page 17 to clear the haul cycle data. 3. Press the MODE switch once. The display will show. Refer to "Display of Fault Codes" on Page 19 for viewing fault codes. 4. Press the MODE switch once. The display will show. This is the truck ID number. Refer to "Setting The Machine ID" on Page 18 to change Machine ID.
Figure 20-6.
M20007 10/00
Payload Meter II
M20-13
5. Press the MODE switch once.The display will show. Refer to "Setting The Operator ID" on Page 18 to change operator. 6. Press the MODE switch once. The display will show."SP:62" should be displayed. The speed limit should be set to 62 to avoid unnecessary faults and warnings. Refer to "Setting The Speed Limit" on Page 17 to make adjustments. 7. Press the MODE switch once. The display will show. Refer to "Setting The Option Code" on Page 17 to change the option. 8. Press the MODE switch once. The current time should be displayed with the minutes flashing. Refer to "Setting The Time And Date" on Page 18 to change the time and date. 9. Push the MODE switch to return to normal operation.
Setting "PL:00" 1. Press and hold the LIGHT/INC and MODE switches. The display will show. 2. Press and hold the LIGHT/INC and TOTAL/SFT switches. The display will show. 3. Press the CAL/CLR switch once. The display will show. 4. Press the CAL/CLR switch once. The display will show. 5. Press the LIGHT/INC switch until " P L : 0 0" i s di s p l ay e d. ONLY "PL:00" IS RECOMMENDED. 6. Press the MODE switch. The display will show. 7. Press MODE and the meter will return to normal operation. Checking the GT setting
Checking the Service Check Mode
Refer to Pages 23 and 24 for additional information on UP Factor and PL Modeprior to setting these values. Setting "UP:00" 1. Press and hold the LIGHT/INC and MODE switches. The display will show. 2. Press and hold the LIGHT/INC and TOTAL/SFT switches. The display will show. 3. Press the CAL/CLR switch once. The display will show. 4. Press the LIGHT/INC switch until "UP: 0" is displayed. ONLY "UP: 0" IS RECOMMENDED. 5. Press MODE. The display will show. 6. Press MODE and the meter will return to normal operation.
The Gt value must be set = 1.000. Refer to "Calculation Method" on Page 8 for display and adjustment information. Checking the Inclinometer Settings Refer to "Calculation Method" for instructions to display truck pitch angle. With truck on level ground, properly charged suspensions, and empty the display should indicate 0.0 1.0. Remember this is not a live display. After adjustment, Service Check Mode must be entered again to obtain a new reading. An alternative method is to use a Personal Computer running the Komatsu Payload Download Program for windows. The "Monitor Pressures" section of the program displays live inclinometer data. The inclinometer can be loosened and adjusted until the live display shows 0.0 1.0 degrees with the truck on level ground, properly charged suspensions, and empty. Another method is to use a voltmeter to read the voltage output of the inclinometer. With the truck on level ground, properly charged suspensions, and empty, the output voltage should be 2.6 .1 volts.
M20-14
Payload Meter II
M20007 10/00
Calibrating a Truck The payload meter should be calibrated whenever one of the following occurs: 1. When a new payload meter is installed. 2. When a suspension sensor has been changed. 3. Whenever the suspensions have been serviced or the Nitrogen levels have changed. 4. Once a month thereafter. To calibrate the payload meter: 1. With the engine running and the truck stopped, press and hold the CAL/CLR switch until "CAL" is flashing on the display. 2. Drive the truck until the speed is approximately 6-10 MPH (10-15 Km/H) 3. Press the CAL/CLR switch once. 4. Drive until the display switches back to the time of day. This will take up to 30 seconds. 5. The payload meter is now calibrated and ready for normal operation.
Carry out this operation on flat level ground. Travel in a straight line. Maintain a steady speed, 6-10 MPH (10-15 Km/H)
M20007 10/00
Payload Meter II
M20-15
DISPLAYS AT START-UP
POWER ON: ALL external display lamps (Figure 20-2) will come on and stay on for approximately 27 seconds during the Power-up Process. The Power-up Process will display the PLM settings. Each display will occur for approximately 3 seconds:
7. The display will show: This display indicates the Machine ID code where xxx indicates a value between 0 and 200. 8. The display will show: This display indicates the Operator ID code where xxx indicates a value between 0 and 200. 9. The display will show:
1. The display will show: In addition, a buzzer will sound and the following lamps will light for 3 seconds: Reception Pilot Lamp (2, Figure 20-1) Transmission Pilot Lamp (3, Figure 20-1) Memory Card Pilot Lamp (4, Figure 20-1) 2. The display will show: The xx indicates the Truck Model. Refer to "Initial Setup of Payload Meter" for code definitions. 3. The display will show: This display indicates the status of the Memory Card where: Cd : - - indicates Card Not Used, and Cd : oo indicates Card Is Used. 4. The display will show: This display indicates the status of the Inclinometer for the PLM, where CL : - - indicates Inclinometer Not Used, and CL : oo indicates Inclinometer Is Used. 5. The display will show: This display indicates method of measurement where: "US : - -" indicates METRIC Tons. "US : oo" indicates U.S. Tons. 6. The display will show: This function is not used. "SU : - -" indicates Switch 8 is up. "SU : oo" indicates Switch 8 is down.
This display indicates the Speed Limit setting where xx indicates a value between 0 and 99 km/h. 10. The display will show: This display indicates the Option code setting. Refer to Operator Check Mode, Setting the Option Code and to Method of Operation for more information on this function.
NORMAL OPERATION If the truck engine is started before the preceding Power-up Process is completed, the display will shift to normal operation. If the engine is running when the payload meter starts up, only "o:XXX" and "d:XXX" will display before switching to normal operations.
M20-16
Payload Meter II
M20007 10/00
SETUP AND MAINTENANCE

Speed Limit A warning can be displayed if the machine exceeds a preset speed. The available range is: 10 - 99 km/h (6 - 62 mph). It is recommended to set the speed limit to 99 km/h (62 mph). Setting The Speed Limit 1. Press and hold the MODE switch until "Cd:dP" is flashing. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the MODE switch repeatedly until "SP.XX" is displayed. 5. Press the LIGHT/INC switch to change the unit digit to the desired number. 6. Press the TOTAL/SFT switch and the display will then indicate: 7. Press the LIGHT/INC switch to change the tens digit to the desired number. 8.Press the MODE switch to return to normal operation. Setting the Option Code 1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the MODE switch repeatedly until "OP.XX" is displayed. 5. Press the LIGHT/INC switch to change the unit digit to the desired number. 6. Press the TOTAL/SFT switch and the display will then indicate:
7. Press the LIGHT/INC switch to change the tens digit to the desired number. 8.Press the MODE switch to return to normal operation. 9. The Option Code selects the PLM communication mode as follows: Option Code 0 10 12
COMMUNICATION MODE Stand Alone PMC Mode (530M only) Modular Mining Mode, Scoreboard and User Data Commmunication Mode
NOTES: 1. The Option Code is set to 0" for trucks not equipped with Modular Mining System (MMS) (Except 530M). 2. The 530M with Powertrain Management Control (PMC) system uses 10" as the setting for the Option Code. 3. For trucks with Modular Mining System (MMS) or Scoreboard, the Option Code is 12". Setting The Machine I.D. Code 1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the MODE switch once. "d.XXX" is displayed. 5. Press the LIGHT/INC switch to change the last digit to the desired number. 6. Press the TOTAL/SFT switch and the display will show: 7. Press the LIGHT/INC switch to change the middle digit to the desired number. 8. Press the TOTAL/SFT switch and the display will show:
M20007 10/00
Payload Meter II
M20-17
9. Press the LIGHT/INC switch to change the first digit to the desired number. 10. Press the MODE switch to return to normal operation. Setting The Operator I.D. Code 1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the MODE switch repeatedly until "o.XXX" is displayed. 5. Press the LIGHT/INC switch to change the last digit to the desired number. 6. Press the TOTAL/SFT switch and the display will then indicate: 7. Press the LIGHT/INC switch to change the middle digit to the desired number. 8. Press the TOTAL/SFT switch and the display will show: 9. Press the LIGHT/INC switch to change the first digit to the desired number. 10. Press the MODE switch to return to normal operation. Setting The Time and Date 1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the MODE switch repeatedly until "XX:XX" is displayed. 5. Press the LIGHT/INC switch to change the minutes. 6. Press the TOTAL/SFT switch and the display will then indicate:
7. Press the LIGHT/INC switch to change the hours. The clock is a 24 hour clock. 8. Press the TOTAL/SFT switch and the display will then indicate: 9. Press the LIGHT/INC switch to change the day. 10. Press the TOTAL/SFT switch and the display will then indicate: 11. Press the LIGHT/INC switch to change the month. 12. Press the TOTAL/SFT switch and the display will then indicate: 13. Press the LIGHT/INC switch to change the year. 14.Press the MODE switch to return to normal operation.
DOWNLOAD OF INFORMATION
Payload information and fault codes recorded should be downloaded to a personal computer on a regular basis. The software required is available under part number AK4094. Detailed instructions for installing the software and downloading the data is provided with AK4094 PLM II download software. Data All Clear This function will erase all of the cycle data, engine ON/OFF data, and fault/warning data. Total payload and the overall number of cycles will not be cleared. IMPORTANT - Before clearing the data, download the data to a personal computer. To begin, the shift lever should be in the N position, the brake lock set, the hoist control lever should be in the FLOAT position and the body in the down position. 1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press and hold the CAL/CLR switch until "A.CLE" is flashing. 4. Press the CAL/CLR switch again and the memory will be cleared. The meter will then return to normal operation. This does not clear the Operator Load Counter.
M20-18
Payload Meter II
M20007 10/00
DISPLAY OF FAULT CODES

1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the TOTAL/SFT switch. If there are no faults or warnings, the display will show for 6 seconds. If there are current faults or warnings, the codes will be displayed in order of their priority, the highest priority first. Each code will flash for 6 seconds. 5. After the current codes have been displayed, past history codes that have been reset will be displayed. Each code will flash for 3 seconds. If there are no history codes or after all history codes have been shown , the display will show for 3 seconds: The system will then proceed to the following displays: Refer to Page 22 for details. Condition of the shift selector on mechanical trucks or brake lock on electric trucks. The panel will display: C1:XX for 3 seconds, then indicate: Mechanical trucks C1:oo Shift selector is in "N". C1: Shift selector is not in "N. Electric trucks C1:oo Brake lock is on. C1: Brake lock is off. Condition of the Body Up Switch signal. The panel will display: C2:XX for 3 seconds, then indicate: C2:oo Body up switch is in up position. C2: Body up switch is in down position.
Condition of the Engine Oil Pressure signal. The panel will display :C3:XX for 3 seconds, then indicate: C3:oo Engine is running. C3: Engine is not running. Condition of Alternator R terminal signal. The panel will display C4:XX for 3 seconds, then indicate: C4:oo Engine is running. C4: Engine is not running. Condition of the Spare Analog Input 1 signal. The panel will display C5:XX for 3 seconds with XX: as an input signal (V). Condition of the Spare Analog Input 2 signal. The panel will display C6:XX for 3 seconds with XX: as an input signal (V). Condition of the Spare Digital Input 1 signal. The panel will display C7:XX for 3 seconds, then: C7:oo High. C7: Low. Condition of the Spare Digital Input 2 signal. The panel will display C8:XX for 3 seconds, then: C8:oo High. C8: Low. 4. Press the TOTAL/SFT switch to view faults again or press the MODE switch to return to normal operation.
M20007 10/00
Payload Meter II
M20-19
M20-20
Payload Meter II
M20007 10/00
M20007 10/00
Payload Meter II
M20-21
Monitoring Input Signals This procedure can be used to monitor the current input signals to the payload meter. 1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing. 2. Press and hold the CAL/CLR and TOTAL/SFT switches until "S.CHE" is flashing. 3. Press the CAL/CLR switch to cycle through the following information : C1 C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 Mechanical Trucks Electric Trucks Body Up Engine Oil Pressure Alternator R Terminal Analog 1 - Not Used Analog 2 - Not Used Digital 1 - Not Used Digital 2 - Not Used Speed Vehicle Speed Travel Distance under the c urrent xx.xx Miles loaded or empty state 03:01 - Empty Stopped Current Status 01:02 - Empty Traveling Note: 06:03 - Loading Sample values are 02:04 - Loaded Traveling shown. 04:05 - Loaded Stopped 05:06 - Dumping S1:xx - Minutes*10 C1:oo - Shift Selector in "N" C1:-- - Shift Selector not in "N" C1:oo - Brake Lock On C1:-- - Brake Lock Off C2:oo - Body Down C2:-- - Body Up C3:oo - Engine Run C3:-- - Engine Stopped C4:oo -Alternator Charging C4:-- - Alternator Stopped
Service Check Mode 1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing. 2. Press and hold the LIGHT/INC switch until "ALL0" is flashing. "A.FUL" may also be displayed. 3. Press the LIGHT/INC switch to cycle through the following data. The sequence repeats. Item and Description 1. Current Time 2. Pressure Front Left 3. Pressure Front Right 4. Pressure Rear Left 5. Pressure Rear Right 6. Front Weight 7. Rear Weight 8. Degree of Incline 9. Incline Factor - Front Axle 10. Incline Factor - Rear Axle 11. Link Factor - Front Axle 12. Link Factor - Rear Axle 13. Calibration Weight 14. Gt - Trimmer Gain 15. Current Load 16. Backup Battery Voltage Tons Volts Tons Psi Psi Psi Psi Tons Tons No s e Positive Up Units Hours:Minutes
4. Press MODE once and "CHEC" will flash on the display. 5. Press MODE once and the meter will return to normal operation.
C11
C12(a)* Time Empty Travel
C12(b) Time Empty Stopped S2:xx - Minutes*10 C12(c) Time Loaded Travel S3:xx - Minutes*10 C12(d) Time Loaded Stop C12(e) Time Dumping C12(f) Time Loading S4:xx - Minutes*10 S5:xx - Minutes*10 S6:xx - Minutes*10
* After 9.9 minutes, "S1:--" will be displayed. 4. Press the MODE switch once and "CHEC" will flash. 5. Press the MODE switch once and the meter will return to normal operation.
M20-22
Payload Meter II
M20007 10/00
UP Factor - Payload Calculation Gain

Description of UP Factor The payload calculation gain, or UP factor is multiplied to the actual calculated load. From the example shown in Figure XX, the calculated load is 143.8 tons. If the UP factor is set to +5% the displayed load will be 143.8 x 1.05 = 151 tons. This factor can be used to minimize the effects of systematic error for a particular truck. The UP factor is not applied uniformly to all load calculations. There are three operating modes for the payload meter and the UP factor is applied differently to each mode. Therefore, it is recommended that this percentage be set to 0. There are significant differences in final calculated load that can be introduced by adjusting this gain. Payload meters sent from the factory are typically set to "UP: 5" indicating a +5% gain in final load. This should be checked on all new meters and changed to "UP: 0".
Careful consideration must be given to the use of PL:01 and PL:10. These modes divide the data transmitted by Modular Mining and the data stored in the payload meters memory. Additionally, each mode handles the UP factor differently and can calculate different loads for the same haul cycle. For these reasons it is recommended that the payload meter be set to use PL:00 in all cases. PL:00 Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to traveling 160 meters from the shovel. The captured data is transmitted when the truck travels 160m from the shovel. This load calculation will use the UP factor percentage. Memory Storage - Same as above, the data is captured at the last transition from 0 to 1 MPH prior to traveling 160 meters from the shovel. The captured data is stored into memory when the body rises at the dump. This load calculation will use the UP factor percentage. PL:01 Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to traveling 160 meters from the shovel. The captured data is transmitted when the truck travels 160m from the shovel. This load calculation will use the UP factor percentage. Memory Storage - The data is captured and stored when the body rises from the frame. This calculation will not use the UP factor percentage. PL:10
PL Mode - Load Calculation Timing

Load Calculation Timing The PL mode controls when the payload meter takes a sample of the data and calculates the load. There are three modes available. There are two sets of data that are affected by the PL mode setting. Modular Mining Transmission Memory Storage
The PL mode setting can have a significant impact on the perceived accuracy of the payload meter. PL:00 is the only recommended setting. Use of settings other than PL:00 is NOT recommended.
Modular Mining Transmission - The data is captured and transmitted when the truck travels 160 meters from the shovel. This calculation will not use the UP factor percentage. Memory Storage - The data is captured and stored when the body rises from the frame. This calculation will not use the UP factor percentage.
M20007 10/00
Payload Meter II
M20-23
FINAL GEAR RATIO SELECTION

For an 830E truck, the proper gear ratio has to be selected. 1. Press and hold the MODE and LIGHT/INC switches until CHEC is displayed. 2. Press and hold the TOTAL/SFT and LIGHT/INC switches until S.SEL is displayed. 3. Press the CAL/CLR switch repeatedly until A.XX is displayed, where XX is one of the following: XX 00 01 02 03 Gear Ratio 31.875 36.400 28.125 26.625 Remarks Original High Traction Standard High Speed
NOTE: The Payload Meter is originally set to 00". 4. Press the TOTAL/SFT switch and "XX" will flash. 5. Press theLIGHT/INC switch to select the desired gear ratio. 6. Press the MODE switch and "CHEC" will be displayed. 7. Press the MODE switch and the meter will return to normal operation.
M20-24
Payload Meter II
M20007 10/00
BATTERY REPLACEMENT PROCEDURE ERROR CODE, F-09, DISPLAYED

Replacing the Battery The payload meter has an internal battery used to protect the memory from being erased when the key switch is turned to the OFF position. Battery life is approximately 2 years. The capacity of the battery is monitored by the payload meter. When the voltage of the memory battery does drop, error code, F-09, will be displayed. When the F-09 error code appears, download the data within 48 hours; otherwise, the data may be lost. The Haul Cycle data may not be recorded properly while F-09 is displayed. At this time it will be necessary to replace the battery. This should be performed when the truck is in an unloaded condition. The data stored in the payload meter should be downloaded to a personal computer or carry out the memory card dump operation. If this is not done, when the battery is disconnected all data will be lost. All that is required is a phillips-head screwdriver and a new battery (P/N 581-86-55710) 1. Keyswitch in the ON position, download the data stored in the payload memory, or carry out the memory card dump operation. 2. Turn the keyswitch to the OFF position. 3. Remove the four mounting screws holding the payload meter in position and then pull the payload meter out, away from the instrument panel (Figure 20-7). NOTICE - Be careful not to let dirt, metal or spare parts to drop inside the controller at any time.
4. Remove the electrical connector. Remove the screws on the top surface and the rear face. Remove the cover (Figure 20-8). This will expose the battery, its wires, and the connector.
FIGURE 20-8. ACCESS TO BATTERY 5. Grasp the wires coming from the battery and pull out. By pulling perpendicular from the board, it will disconnect the connector from the board and pull the battery out of its holder all at the same time (Figure 20-9).
FIGURE 20-9. BATTERY INSTALLATION 6. Insert the connector of the new battery directly into the connector on the board (Figure 20-10). Place the battery in the battery holder, and pass the wiring through the notch. When doing this, insert the wiring into the bottom of the holder and pass it through the notch. FIGURE 20-7. REMOVING PAYLOAD METER 7. Install the controller cover, replace the electrical connector, and install the payload meter controller back into the instrument panel.
M20007 10/00
Payload Meter II
M20-25
9. Forcibly clear the data for the total payload and overall number of cycles. With this operation performed, all the unwanted data inside the payload meter is cleared. Except for the calibration data, all the data recorded in the previous steps is also erased. 10. After this procedure has been performed the system is ready for normal function.
SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each suspension. The sensors produce a voltage signal from 1 5 volts output. The pressure sensor is mounted to the suspension cylinder using a Schrader Valve assembly, adapter and sensor. The sensor can be replaced without releasing the pressure in the suspension by removing the sensor with the adapter. Removal
FIGURE 20-10. BATTERY CONNECTION After Replacing the Battery While replacing the battery, the backup power source for the memory inside the payload meter is momentarily disconnected. This can allow unwanted data (garbage) to enter the memory and affect the meters recognition procedures. The following will remove this unwanted data. 1. Turn the keyswitch to the ON position. may flash. 2. Using the Operator Check Mode, set the speed limit option code, time and date. (These were erased from memory when the battery was disconnected). 3. Without turning the keyswitch to the OFF position advance to the start position. With the engine running, the display: may flash. 4. Perform the Calibration procedure. Refer to Page 15. 5. Load the truck to the rated payload, or close to it. Dump the load. 6. Move the truck to a safe area, wait at least 5 seconds after dumping the load, then shut the truck down. 7. Turn the keyswitch back to the ON position but do not start the engine. 8. Perform the Data All Clear in the Operator Check mode.
Make certain the adapter and sensor are removed together from the valve assembly. Removing the complete valve assembly or just the sensor may result in the component being forced out of the suspension by the gas pressure inside. 1. Disconnect sensor from truck wiring harness. Note: The Schrader valve in the valve assembly will prevent gas from escaping when adapter and sensor are removed together. If entire valve assembly is turned allowing nitrogen gas to escape, recharging of the suspension will be required. 2. Hold valve (2, Figure 20-11) with wrench while removing the adapter/sensor assembly (3 & 4). 3. Remove sensor (4) from adapter (3).
FIGURE 20-11. PRESSURE SENSOR. 1. Schrader Valve 3. Adapter 2. Valve Assembly 4. Sensor
M20-26
Payload Meter II
M20007 10/00
Installation 1. Install new O-ring on sensor (4, Figure 20-11) and install sensor into adapter (3). Tighten sensor to 2229 ft.lbs. (3039 N.m) torque. 2. Install new O-ring on adapter (3) and install complete adapter/sensor assembly into valve (2). Hold valve body and tighten adapter/sensor assembly to 103 ft.lbs. (176 N.m) torque. 3. Connect sensor wiring to truck wiring harness. The sensors have three wires. Be sure that wires are connected correctly. (Figure 20-12)
Installation 1. Install inclinometer (3, Figure 20-13) with capscrews, nuts and lockwashers (4).
FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW Pin Number 1 2 3 Wire Color Black Red White Wire Function Ground (GND) + Power Signal
FIGURE 20-13. INCLINOMETER 1. Operators Center 3. Inclinometer Console Frame 4. Capscrew, Nut and 2. Bracket Lockwasher 2. Connect inclinometer wiring to the truck wiring harness. (Figure 20-14) Be sure that wires are connected correctly.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution between the front and rear axles changes. To compensate for this, the inclinometer measures the ground angle at which the truck rests. This data is then sent to the payload meter so it can calculate the correct payload weight. The inclinometer is located below the operators center console (passenger seat structure). Removal 1. Disconnect inclinometer wire lead from harness. 2. Remove the three capscrews, nuts and lockwashers (4, Figure 20-13) and inclinometer (3). FIGURE 20-14. INCLINOMETER SIDE CONNECTOR VIEW Pin Number 1 2 3 Adjustment 1. Park the truck on a 0% grade. 2. Loosen the three Inclinometer mounting capscrews (4, Figure 20-13) and rotate the Inclinometer until a voltage range of 2.6 0.1 Volts can be measured (using aVolt/Ohm Meter) at pins 1 and 2 of the inclinometer electrical harness connector. 3. Tighten all capscrews (4, Figure 20-13) to standard torque, after adjustment. Wire Color Black White Red Wire Function Ground (GND) Signal + Power
M20007 10/00
Payload Meter II
M20-27
SCOREBOARD
Description The Scoreboard from Komatsu Mining Systems uses information from the Payload Meter to display the current load. It uses ultra-high-brightness LED technology to form 3 digits. The sign is fully sunlight readable and housed in a rugged steel enclosure. The Scoreboard displays each swing pass as the truck is being loaded. As the truck drives away, the sign will display the last swing pass until the final load calculation is made. It will then switch to display the final load calculation and hold it until the truck dumps. The sign will then clear for the empty ride back to the shovel. Making Connections The Scoreboard connects to the RS232 port on the Payload Meter. It must share this connection with other dispatch systems like Modular Mining as well as the PC download connection. This sharing of the single port creates special circumstances when using a Personal Computer or dispatch system. The Scoreboard is in constant communications with the Payload Meter and must acknowledge every message from the meter. In addition, the Scoreboard must also signal the Payload Meter that it is ready to receive messages by supplying a 5vdc signal over the CTS line. Installations that include Modular Mining or other dispatch systems must take over the responsibility for acknowledging messages from the Payload Meter. To do this, the return communications line and the CTS line from the Scoreboard must be cut and taped back. When this is done, the Scoreboard simply monitors communications between the Payload Meter and Modular Mining. The Modular Mining system acknowledges each message from the meter. Sharing this RS232 port with the Personal Computer for downloading can also create problems with communications. The Payload Meter can confuse messages from the PersonalComputer and Scoreboard. To eliminate this problem, the Scoreboard must be turned off during downloading of the Payload Meter. Using the circuit breaker to turn off the main power to the Scoreboard is the best way to accomplish this. The power to the Scoreboard must be turned off before communications between a Personal Computer and the Payload Meter can start. Once the download process is finished, the power needs to be restored to the Scoreboard to keep from receiving F99 or F93 error codes.
Figure 20-15. Scoreboard The harness for the Scoreboard supplies two extra connections in the overhead compartment of the cab. One is for the existing PC port and the other is for Modular Mining. When two Scoreboards are installed, the first sign transmits load information and power to the second sign. Note that the communications wire from the first sign connects to terminal 35L7. This is the retransmit terminal. This wire then connects to the 35L4 terminal in the second sign. This is the receive terminal of the second sign. The Payload Meter must be set to use OP12. Refer to "Setting the Option Code" for instructions. Once in this mode, the Payload Meter will look for the Scoreboard and attempt to communicate with it. If there are communications problems the Payload Meter may indicate a communications port error. Refer to "Fault Codes" for additional information.
M20-28
Payload Meter II
M20007 10/00
M20007 10/00
Payload Meter II
M20-29
Normal Operation of the Scoreboard On power up, the Scoreboard will display "888" and then display the current software version, "10". The sign will then go blank until the Payload Meter begins sending load information. There is also a small light that blinks once per second in the center of the top portion of the last digit that is visible by close inspection. This light indicates that the sign is powered and operating normally. During the typical loading cycle there is a short delay from when a bucket load of material is dumped into the body and when the Scoreboard indicates the weight. This delay is caused by the Payload Meter waiting for the oscillations in the suspensions to settle out before calculating a current load. The Scoreboard will display the current load calculated by the Payload Meter after each swingload. If the truck operator releases the brake lock and begins to drive before the last swingload calculation is made, the Scoreboard will never display the last swingload. The Scoreboard will display the last load calculation made during the loading process until the final load calculation is made approximately 160 meters from the shovel. At this point the final load will be displayed. This number will remain until the truck dumps the load. There will typically be a difference between the last swingload and final load calculations.
PAYLOAD METER BACK PANEL
M20-30
Payload Meter II
M20007 10/00
CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector No. 1 2 3 4 5 6 7 8 9 10 11 12 13 GND (Power GND) Lamp Relay 1 Lamp Relay 2 Lamp Relay 3 Lamp Relay 4 Lamp Relay 5 Speed Sensor (Signal) Speed Sensor (GND) Alternator R Terminal (Charge Signal) Key Switch ACC Terminal (ACC Signal) Running - 28VDC Off - 0VDC Description Power +24V (Battery) Comments CN3 - AMP MIC-MKII 9 Pins White (RS-232C Port) No. 1 2 3 4 5 6 7 8 RTS SG RD TX CTS DTR DSR Description
CN2 - AMP 040 12 Pins Black Connector No. 1 2 3 4 5 6 7 8 9 10 11 12 Description Engine Oil Pressure Switch Sensor Power Out Sensor GND Left FrontSuspension Pressure Sensor Right Front Suspension PressureSensor Left Rear Suspension Pressure Sensor Inclinometer Body Rise Signal Break Lock Signal/Neutral Signal Body Down - Open Body Up - Gnd Lock Off - Open Lock On - Gnd 1-5VDC Normal 1-5VDC Normal 1-5VDC Normal Comments Running Open Off - Closed +18V
CN4 - AMP 040 8 Pins Black (Optional Input, Reserved) No. 1 2 3 4 5 6 7 Description Optional Input GND Analog Input 1 Analog Input 2 Digital Input 1 Digital Input 2
Right Rear Suspension Pressure Sensor 1-5VDC Normal
M20007 10/00
Payload Meter II
M20-31
PAYLOAD CIRCUIT NUMBERS

Circuit Designation 39F, 39F1...39F5 39FA 39FB 39FC 39FD 39FE 39FG 39A 39B 39C 39D 39E 39G 39AA 39BA 39CA 73FSL 73MSL 714A 714AT 63L 39H 35L1 35L2 35L3 35L4 35L5 35L6 35L7/35L4 35L8 35L9 21C 21D Scoreboard 1 to scoreboard 2 PLM chan 2 TxD PLM chan 2 RxD Engine oil pressure (gnd = off, open = run) Alternator R-Terminal (open = off,+24V = run) +18 volt sensor power supply Pressure signal Right Rear Pressure signal Left Rear Pressure signal Right Front Pressure signal Left Front Inclinometer signal Sensor ground PLM lamp output - green PLM lamp output - amber PLM lamp output - red PLM lamp output - unused PLM lamp output - unused +24 volt PLM power Load light - green Load light - amber Load light - red TCI 100% load signal - 930E only TCI 70% load signal - 930E only Speed signal Speed signal Body up (gnd = up, open = down) Brake lock (gnd = release, open = lock) PLM RS232 RTS (request to send) PLM RS232 signal ground PLM RS232 receive PLM RS232 transmit PLM RS232 CTS (clear to send) Circuit Description
M20-32
Payload Meter II
M20007 10/00
PAYLOAD METER II RE-INITIALIZATION PROCEDURE

This procedure is designed to reset the Payload Meter II to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in the operation of the meter. Indication for this procedure is a repeated display of F.CAL on the meter despite repeated calibration. If possible, download the Payload Meter before performing this procedure. This procedure will erase all memory and user settings. NOTE: This procedure should be performed before any Payload Meter is returned for warranty or repair. Before performing this procedure, be sure that the engine inputs into the payload meter can be manipulated to indicate engine running and engine stopped. Some payload meter installations have hard-wired these inputs. These inputs must be accessible and able to produce the following input conditions: 21C Engine Oil Pressure Open Ground 21D Alternator "R" Terminal 24VDC Open 7. Set the time, date, OP, PL, and UP settings. All other user settings should updated at this time. 8. Calibrate the Payload Meter by holding the CAL button until CAL flashes. 9. Release the Brake Lock (Park Brake for 330M) and begin driving 5-8 MPH on level ground and press CAL. CAL should display until the meter finishes its calibration. 10. Load the truck to rated load and drive through one haul cycle. 11. After dumping the load, wait at least 15 seconds and drive the truck to a safe location. 12. Stop the truck and shut down the engine. 13. Turn on the Payload Meter but leave the engine off. 14. Hold MODE and LIGHT until CHEC flashes. 15. Hold LIGHT and CAL until A:CLE flashes. 16. Press CAL to clear the service memory. 17. When CHEC is displayed, press MODE to return to normal operation. 18. Clear the Haul Cycle Memory by holding MODE until Cd:dP is displayed. 19. Press MODE and A.CLE will be displayed. 20. Hold CAL until A.CLE flashed. 21. Press CAL once more to clear the haul cycle memory. 22. Clear the operator load counter by pressing the TOTAL button until ":" is displayed. 23. Hold the CAL button until the display flashes. 24. Hold the CAL button until 0000 is displayed to clear the memory. 25. The payload meter should now function normally.
Condition Engine Running Engine Stopped
1. Turn off all systems. 2. Turn on the Payload Meter but leave the engine off. 3. Hold MODE and LIGHT until CHEC flashes. 4. Hold the CAL, TOTAL and LIGHT buttons until 00:00 is displayed. 5. Press CAL for 2 seconds. 00 00 will flash and the meter will erase its memory and reset to its factory settings. This includes and OP, UP, PL, P.SEL, and E.SEL settings. The meter will restart and display F.CAL. 6. Start the engine.
M20007 10/00
Payload Meter II
M20-33
NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM L. G. HAGENBUCH holder of U.S. Patent Numbers 4,831,539 and 4,839,835
M20-34
Payload Meter II
M20007 10/00
SECTION N OPERATORS CAB INDEX

TRUCK CAB . . . . . . . . . . . . . Description . . . . . . . . . PREPARATION FOR REMOVAL Removal . . . . . . . . . . . Installation . . . . . . . . . CAB DOOR . . . . . . . . . . . Removal . . . . . . . . . . . Installation . . . . . . . . . Door Adjustment . . . . . . Replace Door Glass . . . . GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2 N2-1 N2-2 N2-2 N2-4 N2-4 N2-4 N2-4 N2-5 N2-7 N2-13
CAB COMPONENTS . . . . . . WINDSHIELD WIPER . . . . WINDSHIELD WASHER . . HEATER/AIR CONDITIONER
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. N3 N3-1 N3-2 N3-3
OPERATOR COMFORT . . . . . . . . OPERATOR SEAT . . . . . . . . . Adjustment . . . . . . . . . . Removal . . . . . . . . . . . . Installation . . . . . . . . . . HEATER/AIR CONDITIONER . . . Operation . . . . . . . . . . . HEATER COMPONENTS . . . . . Circuit Breakers . . . . . . . . Heater Control Components . Heater Coil . . . . . . . . . . Fan Motor and Speed Control Actuators . . . . . . . . . . . Filter . . . . . . . . . . . . . .
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. N4 N4-1 N4-1 N4-1 N4-1 N4-2 N4-2 N4-3 N4-3 N4-3 N4-3 N4-4 N4-4 N4-4
OPERATOR CAB CONTROLS . . . . . . . . . . . . . STEERING COLUMN . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . STEERING WHEEL AND CONTROLS . . . . . . . DYNAMIC RETARDING . . . . . . . . . . . . . . . CENTER CONSOLE . . . . . . . . . . . . . . . . INSTRUMENT PANEL AND INDICATOR LIGHTS . PANEL GAUGES, INDICATORS AND CONTROLS STATUS/WARNING INDICATOR LIGHT SYMBOLS
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. N5 N5-1 N5-1 N5-1 N5-3 N5-3 N5-7 N5-11 N5-13 N5-20
N01020 03/01
Index
N1-1
NOTES
N1-2
Index
N01020 03/01
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 controls have been designed to simplify operation and are placed within easy reach of the operator. Servicing of cab and associated electrical systems is simplified by use of heavy-duty connectors on the various wiring harnesses. Hydraulic components are located outside of the interior and are accessed through covers (2, Figure 2-1) on the front of the cab.
DO NOT attempt to modify or repair damage to the ROPS structure without written approval from the manufacturer. Unauthorized repairs to the ROPS structure will void certification. If modification or repairs are required, contact the servicing Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY 1. Mounting Pad 2. Access Covers 3. Filter cover 4. Windshield Wiper Arms 5. Stop Light (Service Brakes Applied) 6. Retard Light (Retarder Applied) 7. Lifting Eye 8. Rear, Side Glass 9. Front, Side Glass
N02015 4/00
Truck Cab
N2-1
Prior to cab removal or repair procedures, it may be necessary 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.
PREPARATION 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. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. NOTE: One of the Link Voltage lights is located behind the operators seat on the DID panel, two others are located on the electrical cabinet. 5. Place the GF Cutout Switch in the cutout position. 6. Verify the steering accumulators have bled 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.
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. Do not step on or use any power cable as a handhold when the engine is running. Do not open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed. 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.
Removal 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 and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. NOTE: The following procedure describes removal of the cab as a complete module with the hydraulic brake cabinet attached. All hoses and wire harnesses should be marked prior to removal for identification to ensure correct reinstallation: 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 disconnect 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
N2-2
Truck Cab
N02015 4/00
FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS 1. Cab 2. Hydraulic Components Cabinet 3. Hydraulic System Hoses 4. Electrical Harnesses
4. Close heater shutoff valves located at the water pump inlet housing on the right side of the engine and at the water manifold. Disconnect heater hoses at each valve and drain coolant into a container. 5. Remove clamps and heater hoses from fittings underside of deck, below heater. Cap fittings and plug hoses. 6. Remove air cleaner restriction indicator hoses near front, inside corner under cab.
7. Evacuate air conditioning system: a. Attach a recycle/recovery station at the air conditioning compressor service valves. (Refer to Heater/Air Conditioning System in Section M for detailed instructions.) b. Evacuate air conditioning system refrigerant. c. Remove the air conditioner system hoses which are routed to the bottom of the cab from the receiver/drier and compressor. Cap hoses and fittings to prevent contamination. 8. Attach a lifting device to the lifting eyes provided on top of the cab.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved Recovery/Recycle Station must be used to remove the refrigerant from the air conditioning system.
The cab assembly weighs approximately 5000 lbs. (2270 kg). Be sure lifting device is capable of lifting the load.
N02015 4/00
Truck Cab
N2-3
9. Remove the capscrews and washers from each mounting pad (1, Figure 2-1) at the corners of the cab. 10. Check for any other remaining hoses or wiring which may interfere with cab removal. 11. Lift the cab assembly off the truck and move to an area for further service. 12. Place blocking under each corner of the cab to prevent damage to floor pan and fittings before cab is lowered to the floor.
CAB DOOR
The cab door assemblies are similar except for the hinge side. Each is hinged on the rear edge with a heavy duty hinge. For repairs on the door latches or window controls it is usually better, but not necessary, to remove the door from the cab and lower it to the floor for service.
Removal 1. If overhead space is available, raise body to allow access to door with overhead hoist. Secure body in raised position with safety cables. 2. Lower door glass far enough to allow insertion of lifting sling when door is removed. 3. Remove door panel for access to power window motor harness connector. Disconnect motor and remove cab harness from door. 4. Remove the retainer clip and bolt clip from the travel limiting strap. 5. Insert lifting sling through door and attach to hoist. Remove capscrews (a swivel socket wporks best) securing door hinge to cab and lift door from cab. 6. Place door on blocks or on a work bench to protect the window glass and allow access to internal components for repair.
Installation 1. Lift cab assembly and align mounting pad holes with tapped pads. Insert at least one capscrew and hardened washer at each of the four pads prior to lowering cab onto the truck. 2. After cab is positioned, insert the remaining capscrews and hardened washers. (32 total). Tighten the capscrews to 700 ft. lbs. (950 N.m) torque. 3. Route wire harnesses to the electrical connectors on the rear corner of the cab (4, Figure 2-2). Align cable connector plug key with receptacle key and push plug onto receptacle. Carefully thread retainer onto receptacle and tighten securely. Install clamps if removed during cab removal. 4. Remove caps from hydraulic hoses and tubes and reinstall. Reinstall hose clamps as required. 5. Install heater hoses and clamps on fittings on underside of cab. Connect other end of hose to fittings at shutoff valves on engine. Open heater shutoff valves. Connect air cleaner restriction indicator hoses. 6. Remove caps and reinstall air conditioning system hoses from compressor and receiver/drier. 7. Refer to Heater/Air Conditioning System in Section M for detailed instructions regarding evacuation and recharging with refrigerant. 8. Close brake accumulator bleed down valves. 9. Close battery disconnect switch. 10. Service hydraulic tank and engine coolant as required. 11. Start the engine and verify proper operation of all controls. 12. Complete air conditioning system recharging procedures.
Installation 1. Attach sling and hoist to door assembly, lift door up to the deck and position door hinges to cab. 2. Align door hinges with cab and install capscrews securing door to cab. 3. Attach the travel limiting strap with the bolt and clip removed previously. 4. Reconnect door harness to receptacle mounted in the cab floor. 5. Verify proper operation of power window and door latch adjustment. 6. Install door panel.
N2-4
Truck Cab
N02015 4/00
Door Adjustment If adjustment is necessary to insure tight closure of door, loosen striker bolt in the door jam, adjust, and retighten. A rubber sealer strip is mounted with adhesive around the perimeter of the door assembly to exclude dirt and drafts. This sealer strip should be kept in good condition and replaced if it becomes torn or otherwise damaged. Door Jam Bolt Adjustment Over a period of time, the door latch mechanism and door seals may wear and allow dirt and moisture to enter the cab. To insure proper sealing of the door seals, the door jam bolt may need to be adjusted periodically.
3. Hold a piece of paper such as a dollar bill between where the door seal (4) will hit the skin of the cab and firmly close the door ensuring that it latches on the second catch. (The door latch mechanism has a double catch mechanism.) 4. The door seal should firmly grip the paper all along the top, front, and bottom edge of the door. If the paper is loose all around, REPEAT STEP 2. If the paper is firmly gripped, but can be removed without tearing it, open door and tighten the jam bolt completely without affecting the adjustment. 5. If the paper slips out from the door seal easily along the top and not at the bottom, the door 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 wood at the top corner of the cab door. Then press firmly inward on the lower corner of the door. Press in one or two times, then remove the 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 compression is uniform all the way around.
FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT 1. Washer 2. Striker Bolt 3. Frame 4. Seal
Step A. If the door closes, but not tightly enough to 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 jam bolt with a marker, pen, or pencil by circumscribing the outside edge of the washer onto the jam. 2. Loosen the door jam bolt (2) and move straight inwards 1/16 and retighten.
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Step B. If the door bucks back when trying to close it, the striker bolt (2, Figure 2-4) has probably loosened and slipped down from where the catch can engage with the bolt. 1. Open the door and close both claws (3 & 5, Figure 2-4) on the catch until they are both fully closed.
Door Handle Plunger Adjustment If the door handle becomes inoperative, it can either be adjusted or replaced. The following is a procedure for adjusting the exterior door handle plunger. 1. Determine the amount of free play in the door release plunger by pushing in on the plunger until it just contacts the door release mechanism. 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 1. Cab 2. Striker Bolt 3. Upper Latch 4. Door 5. Lower Latch a. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closest to the door. b. Remove 2 capscrews (3), which hold the door strap bracket to the door. c. Disconnect wiring harness (4) to the window regulator. d. Open the door as far as possible in and remove the internal door panel. e. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5). NOTE: Remove panel screws across the top last.
2. Transfer the center of this opening onto the skin of the cab nearest where the door jam bolt is located. Use a T-square or other measuring equipment and mark on the cab with a pencil. NOTE: Release the door catch before trying to close the door. 3. Loosen and vertically align (center) the door jam bolt with this mark and tighten it firmly enough to hold it in place but still allow some slippage. 4. Carefully try to close the door (4) and determine if this has helped the bucking problem. If the door latches but not firmly enough, follow procedures listed previously in Step A. If the door latch does not catch, move the bolt outwards and try again. When corrected, follow adjustment procedures listed in Step A to ensure a good seal. By design, if both seals are in good condition, proper adjustment of the outside seal will ensure good contact on the inside seal to prevent dust and moisture from entering the cab.
NOTE: Door glass and internal door panel will drop when door panel screws are removed.
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Carefully lower the door panel a few inches. Hold glass at top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 2-7) from the 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. d. Press the outside door button to see if pawls open. e. If mechanism operates properly go on to STEP 6. If mechanism does not work properly, replace with a new door latch assembly then continue with STEP 6. 6. Remove the mounting screws (3) from the outside door handle. With the door handle removed, adjust the plunger counter clock wise to increase the height of the door handle release button. Lock the plunger capscrew with locking nut. Apply lock tight to prevent screw from working loose. 7. Reassemble door assembly by reversing the previous steps.
Replace Door Glass 1. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closes to the door.
1. Hair Pin Clip 2. Door Strap Bolt 3. Strap Bracket
FIGURE 2-6. 4. Wiring Harness 5. Panel Screws 6. Window Regulator Mounting Screw
2. Remove 2 M8X12 capscrews (3), which hold the door strap bracket to the door. 3. Disconnect wiring harness (4) to the window regulator. 4. Open the door as far as possible in order to remove the internal door panel.
Door glass and internal door panel will drop when door panel screws are removed.
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5. Before removing all door panel mounting screws, support the panel to prevent the 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.
7. Remove 2 screws (Figure 2-8) holding the roller track to the bottom of the door glass.
FIGURE 2-8.
8. Support glass in door frame as shown (1, Figure 2-9). Remove screws (2) that hold the adapter for the window regulator track.
FIGURE 2-7. FIGURE 2-9. 2. Screws
1. Support Block
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Bracket (2, Figure 2-9) at bottom of glass must clear the door frame, if still on glass.
1. Screws
FIGURE 2-10. 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 necessary. 12. Slide the new window glass into the window frame glass channels. Move the glass to the top of the frame. FIGURE 2-11. 1. Screws 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. 13. Lift window frame, holding glass at the top of the frame, and lower the assembly into the door.
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FIGURE 2-13. 1. "L" Shaped Brackets
FIGURE 2-14. 1. Capscrew & Nut 3. Mounting Screw 2. Mounting Screws Outside Door Handle Latch 4. Latch Assembly 5. Window Frame 17. Install the 2 screws removed in step 8. Be sure the rubber felt insert is back in place after installing the screws. 18. Reinstall window regulator track bracket as seen in Figure 2-7. Be sure nylon bushings and gaskets are installed properly to prevent damage 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.
Be sure the one channel (5, Figure 2-14) which is next to the door latch passes to the inside of the latch assembly (4). 14. Lower glass in frame and support it as seen in Figure 2-9. 15. Reinstall window frame screws which holds it to the door frame.
Screws along the bottom of window frame may be shorter than the ones along the sides and top. These screws must be used in this area to prevent the window glass from being scratched or cracked. See Figure 2-11. 16. Install trim material over the top of screws that holds the window frame to the door. Use a flat blade screwdriver to assist with installing the trim material. See Figure 2-15. Be careful not to cut the retainer lip on the trim material.
20. Holding window glass as seen in Figure 2-9 (a few inches from the top.) install lower and upper regulator rollers in their tracks. Start by moving door panel (with window regulator) away from cab just far enough to allow the rollers to enter their tracks. Then with the rollers in the tracks slide the panel toward the cab. Move the panel just far enough to allow the upper regulator roller to go into the track on the bottom of the glass.
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a. If replacing the motor assembly of the window regulator, be sure the worm gear on the 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" position 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 follow steps 20-23 to complete replacement.
Replace Door Handle or Latch Assembly 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. FIGURE 2-15. 21. Lift door panel, regulator and glass up to align screw holes in the panel with holes in door frame. Install screws that retain panel to door frame. 22. Hook-up electrical connector for the window regulator. Install the two cap screws that hold the door strap bracket to the door frame. 23. Align door check strap opening with holes in the bracket and install bolt. Install the hair pin clip. See Figure 2-6. 1. Follow steps 1-6 procedure for door glass replacement. 2. Refer to Figure 2-14. Remove capscrew and nut (1) from inside door handle. 3. Remove 4 mounting screws (2) for the latch. Remove old latch assembly. * If replacing the latch assembly go to step 5. 4. If replacing the outside door handle, remove 3 screws holding handle to door panel (3, Figure 2-14). Note: Only 1 screw is shown, the other 2 are behind the latch assembly. 5. Install new latch assembly and align mounting holes. Install 4 mounting screws. Be sure they are tight. 6. Align inside door handle and install capscrew and nut (3 Figure 2-14). 7. Follow steps 20-23 of the door glass replacement procedure to complete the repair.
Replace Door Window Regulator 1. Follow steps 1-6 procedure for door glass replacement. 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:
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Door and Door Hinge Seal Replacement 1. The door assembly seal has only three members 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 1. Starting at the lower center of the door opening, pull up on one end of the seal. Seal should pull 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 perimeter of opening is clean and free of burrs, etc. Installation 1. Install the seal material around the door opening 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. 3. Fit both ends so that they meet squarely, then while holding ends together, push them firmly into the center of the opening. FIGURE 2-16. 1. Door Opening Seal 3. Door Assembly Seal
FIGURE 2-17. 1. Door Opening Seal 2. DoorHinge Seal
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GLASS REPLACEMENT
ADHESIVE-BONDED WINDOWS Recommended Tools/Supplies Pneumatic knife, or a piano wire type cutting device Heavy protective gloves Safety eyeglass goggles Glazing adhesive* & application gun *NOTE: SikaTack-Plus Booster adhesive is advertised to achieve full cure in two (2) hours, is not climate dependent, does not require black glass primers, can be applied with a standard gun, and meets FMVSS 212/208 in one (1) hour. Sika Corporation 22211 Telegraph Road, Southfield, MI 48034 If another adhesive is used, be certain to follow all the manufacturers instructions for use, including full allowances for proper curing time. SM2897 glass installation bumpers (4 - 6 per glass piece) Window glass (Refer to Parts Catalog)
3. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even. NOTE: Removal of all old ahesive is not required; just enough to provide an even bedding base. 4. Apply 4 to 6 SM2897 glass installation bumpers (8), equally spaced around the previously marked glass perimeter, approximately 0.75 in (19 mm) inboard from where the edge of the glass will be when installed. 5. Clean the glass and prepare the black primer coat according to the adhesive suppliers instructions. 6. Apply a continuous even bead of the glazing adhesive (approximately 0.38 in./10 mm dia.) to the cab skin at a line 0.50 - 0.63 in. (13 - 16 mm) inboard from the previously marked final location of the glass edge (when applied to the cab). NOTE: Be careful not to place this bead too far inboard, as it will make any future replacement more difficult. 7. Carefully locate the glass in place with the black masking side towards the adhesive. Carefully press firmly, but not abruptly, into place. 8. Using a wooden prop and furnace/duct tape, hold the glass in place, at least one (1) full hour before moving the vehicle. Otherwise, vibration will weaken the bond. NOTE: If SikaTack-Plus Booster adhesive is not used, be certain to follow all the adhesive manufacturers instructions for use, including full allowances for proper curing time. The curing time may be much longer than the one (1) full hour mentioned above.
Replacement Procedure The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass. 1. Using a permanent marker, mark all the edges of the glass to be replaced on the cab skin (all windows, except the front windshield piece, rear cab window, and door windows). All edges must be marked in order to apply the adhesive properly. The glass locating edges are as follows: a. Left rear side glass (8, Figure 2-1); mark the front and bottom edge locations. b. Front left & right side glass (9); mark the rear and bottom edge locations. 2. Using either a pneumatic knife, or a piano wire type cutting device, carefully remove all of the remaining glued-on glass.
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WINDSHIELD & REAR GLASS Two people are required to remove and install the windshield and rear glass. One inside the cab, and the other on the outside. Special tools are available from local tool suppliers that are helpful in removing and installing automotive glass.
Installation 1. If the weatherstrip material previously removed is broken, weathered, or damaged in any way, use new rubber weatherstrip material. NOTE: Using a non-oily rubber lubricant on the 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 at the lower center of the cab opening and press the weatherstrip over the edge of the opening (3 & 4, Figure 2-18). b. Continue installing weatherstrip while going all the around the opening. When the ends of the weatherstrip meet at the starting lower center of the cab opening, there must be 0.5 in. of overlapping 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 bottom of the opening (1 & 4, Figure 2-18). Note: Two persons should be used for the following installation: b. Have one person on the outside of the cab 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. 3. After the glass is in place, go around the weatherstrip and push in on the locking lip to secure the glass in the weatherstrip (2, Figure 2-18).
Removal 1. Lift windshield wiper arms out of the way if windshield is to be replaced. 2. Starting at the lower center of the glass, pull the glass weatherstrip locking lip out (2, Figure 2-18). Use a non-oily rubber lubricant and a screwdriver to to release the locking lip. 3. Remove glass from weatherstrip by pushing out from inside the cab. 4. Clean weatherstrip grooves of dirt, sealant etc. Be certain perimeter of cab glass opening is clean and free of burrs etc.
1. Glass 2. Locking Lip
FIGURE 2-18. 3. Sheet Metal 4. Weatherstrip Material
4. If windshield was being replaced, lower windshield wiper arms/blades back to the glass.
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CAB COMPONENTS
WINDSHIELD WIPER
The windshield wipers are operated by a 24 volt electric motor. The wiper can be adjusted for a variable intermittent delay or a constant low or high speed by the switch mounted on the instrument panel. Motor Removal 1. Lower the access panel (1, Figure 3-1) above the windshield (3). 2. Disconnect motor wiring at the connector. 3. Remove linkage from output shaft retainer (4) by rotating retainer counterclockwise. 4. Remove screws attaching motor to mounting bracket and remove motor assembly. Motor Installation 1. Align motor mounting holes with cab bracket. 2. Install mounting screws and washers. Tighten mounting screws to 16 ft. lbs (22 N.m) torque. 3. Align linkage with motor output shaft arm and push onto retainer. Rotate retainer clockwise until locked in place. 4. Reconnect motor to cab harness connector. 5. Verify proper operation of wipers.
Wiper Arm and Shaft Replacement

Removal 1. Lift wiper arm cover (1, Figure 3-2) and remove arm retaining nut (2) and spring washer (3). 2. Remove hose. Note position of arm and remove arm. 3. Remove cap (4), nut (6) and washer (7) from pivot. 4. Remove linkage by releasing retainer (8) (turn counterclockwise) and removing.
FIGURE 3-2. WIPER ARM DETAIL FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Access Panel 2. Wiper Motor Assembly 3. Windshield 4. Retainer 1. Wiper Arm 2. Nut 3. Spring Washer 4. Cap 5. Pivot shaft 6. Nut 7. Washer 8. Retainer
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Installation 1. Insert wiper arm pivot shaft (5, Figure 3-2) through hole in windshield frame and install nut (6) and washer (7). 2. Install cap (4). Attach linkage to pivot arm by pressing over retainer (8) and turning retainer clockwise until locked. 3. Install wiper arm (1) in location noted during removal and install spring washer (3) and retaining nut (2). Tighten nut to 13 ft. lbs. (17 N.m) torque. 4. Connect windshield washer hose. 5. Install access panel machine screws. 6. Verify proper operation and arc of wiper arm. Reposition arm on pivot splines if blade contacts windshield weatherstrip.
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 3-3) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the instrument panel and is activated by pressing the knob. When the switch is activated, washing solution is pumped through the outlet hose (3) and fed to a jet located in each of the windshield 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 3-3. WINDSHIELD WASHER FLUID RESERVOIR AND PUMP 1. Reservoir 2. Pump 3. Outlet Hose 4. Filler Cap
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HEATER/AIR CONDITIONER
The heater assembly incorporates all the controls necessary for regulating the cab interior temperature; heated air during cold weather operation, outside air during mild temperatures and cooled, de-humidified air during warm weather operation if the optional air conditioning system is installed. The following information primarily describes the heater system. Refer to Section M, Air Conditioning System for detailed information concerning the complete air conditioning system operation, repair, and system recharging instructions. OPERATION Heat for the cab is provided by passing coolant from the engine cooling system through a heater coil. Blowers move air across the heating coil which warms the air for heating or defrosting. An engine driven freon compressor passes air conditioning system refrigerant through an evaporator coil mounted in the same enclosure. The same blowers used for heating move air across the evaporator to provide cooled air through the outlet vents. All heater and air conditioner controls are mounted on a pod on the face of the enclosure.
HEATER COMPONENTS
NOTE: Figures 3-4 and 3-5 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to Section M for additional information regarding air conditioning system components, maintenance and repair.
CIRCUIT BREAKERS Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn key switch ON and verify circuit breaker CB31 (located on Power Distribution Module behind operators seat) and the internal heater circuit breaker have not opened by verifying +24VDC is present on the junction block (24, Figure 3-5).
FIGURE 3-4. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Enclosure 2. Heater Control Module 3. Water Control Valve 4. A/C Freon Hoses 5. Water Outlet (To Engine) 6. Water Inlet (From Engine Water Pump) 7. Evaporator Coil 8. Heater Coil
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HEATER COIL The heater coil (12, Figure 3-5) receives coolant through the water control valve (44) when HEAT is selected. If the selection control (19) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked. If the heater control module (43) and water valve appear to be working properly, yet no heat is apparent in the heater coil (12), the coil may be restricted. Remove and clean or replace the coil.
Test Visually inspect the flapper (8, 26, or 31) and linkage for the function being diagnosed. Make certain the flapper is not binding or obstructed, preventing movement from one mode to the other. Verify voltage is present at the actuator when the toggle switch is closed or absent when the toggle switch is opened. If voltage is proper, disconnect actuator from flapper and verify actuator force is comparable to a known (new) actuator. If not, replace with a new actuator.
FAN MOTOR AND SPEED CONTROL Fan speed is controlled by inserting resistor(s) (29 & 30) in series with the supply circuit to the blower motor to reduce voltage. The number of resistors in series is determined by the position of the fan speed selector switch. At low speed, 3 resistors are used, at medium speed, 1 resistor is used, and for high speed, the full +24VDC is supplied to the blower motor, bypassing all resistors.
FILTER
Service Inlet filters (6) in the heater cover and the cab access panel need periodic cleaning to prevent restrictions in air circulation. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours or sooner if inspection indicates a clogged or damaged filter.
Test If the motor (39) does not operate at any of the speed selections, verify battery voltage is available at the circuit breakers (refer to electrical schematic, Section R). If voltage is present, the 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 resistors as required.
AIR CONDITIONER COMPONENTS

Components installed in the heater housing, unique to the air conditioner system, are discussed in Section M, Air Conditioning System .
ACTUATORS Three (3) linear actuators (22, Figure 3-5) are installed inside the heater housing and are used to actuate the flappers for the following: Defroster outlet Bi-level or floor outlets Inside or outside air selection A failure to switch one of the above modes of operation may be caused by a faulty actuator.
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FIGURE 3-5. HEATER/AIR CONDITIONER ASSEMBLY 1. Casing 2. Cover 3. Louver 4. Adaptor 5. Filter Grille 6. Air Filter 7. Filter Holder 8. Fresh Air Flapper 9. Evaporator Coil 10. Block Valve 11. O-Ring 12. Heater Coil 13. Screw 14. Knob 15. Label Overlay 16. Control Plate 17. Blower Switch 18. Toggle Switch 19. Selection Control 20. Thermostat 21. Hose 22. Actuator 23. Flapper Bracket 24. Junction Block 25. Relay 26. Bi-level Flapper 27. Flapper Bracket 28. Circuit Breaker 29. Resistor, 12 Volt 30. Resistor, 24 volt 31. Defroster Flapper 32. Grommet 33. Electrical Box Cover 34. Blower Mount 35. Blower Assembly 36. Blower Housing 37. Blower Wheel 38. Venturi 39. Blower Motor 40. Motor Mount 41. Cover Plate 42. Wiring Harness 43. Heater Control Module 44. Water Control Valve
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NOTES
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OPERATOR COMFORT
OPERATOR SEAT
The operators seat provides a fully adjustable cushioned ride for the drivers comfort and ease of operation. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: headrest (1, Figure 4-1) will move up, down, fore, or aft by moving headrest to desired position. 2. Armrests: rotate adjusting knob until armrest is in desired position. 3. Backrest: Pull control (3) upward and hold, select backrest angle; release control handle. 4. Front Height and Slope Adjustment of Seat Cushion: a. Front height and slope; lift control lever (4) and hold. b. Bend knees to move seat to a comfortable position; release control lever to lock adjustment. 5. Fore/Aft Location of Seat: a. Raise adjustment lever (5). b. Move seat to desired position; release lever. 6. Seat Height: Press rocker switch (6) on top to increase ride height. Press on lower part of rocker switch to lower ride height. 7 & 8. Air Lumbar Support Each rocker switch (7 or 8) controls an air pillow. Switch (7) controls the lower air pillow and switch (8) controls the upper air pillow. To inflate, press on top of rocker switch and hold for desired support, then release. To deflate, press on bottom of rocker switch and hold for desired support, then release. Adjust each pillow for desired support. Installation 1. Mount seat assembly to seat riser. Install capscrews (11, Figure4-1), lockwashers (12), flatwashers (13) and nuts (14). Tighten capscrews to standard torque. 2. Fasten tether straps (10) to floor with capscrews (15), flatwashers (16) and lockwashers (17). Tighten capscrews to standard torque.
Removal 1. Remove capscrews (11, Figure 4-1) and hardware that secures the seat base to the riser. Remove capscrews (15) that secures tether (10) to floor. 2. Remove seat assembly from cab to clean work area for disassembly.
FIGURE 4-1. OPERATORS SEAT 1. Headrest 9. Seat Belt 2. Armrest Adjustment 10. Seat Tether 3. Backrest Adjustment 11. Capscrew 4. Front Height and Slope 12. Lockwasher Adjustment 13. Flatwasher 5. Fore and Aft Adjustment 14. Nut 6. Height Adjustment 15. Capscew 7. Lower Air Pillow Lumbar Support 16. Flatwasher 8. Upper Air Pillow Lumbar Support 17. Lockwasher
N04020
Operator Comfort
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HEATER/AIR CONDITIONER
The heater assembly incorporates all the controls necessary for regulating the cab interior temperature; heated air during cold weather operation, outside air during mild temperatures and cooled, de-humidified air during warm weather operation. The following information primarily describes the heater system. Refer to Section M, Air Conditioning System for detailed information concerning the complete air conditioning system operation, repair, and system recharging instructions. OPERATION Heat for the cab is provided by passing coolant from the engine cooling system through a heater coil. Blowers move air across the heating coil which warms the air for heating or defrosting. An engine driven freon compressor passes refrigerant through an evaporator coil mounted in the same enclosure. The same blowers used for heating move air across the evaporator to provide cooled air through the outlet vents. All heater and air conditioner controls are mounted on a pod on the face of the enclosure. Refer to Figure 4-2 for the following: Defroster Switch (1): This is a 2-position toggle switch; down is "OFF". Up provides air flow through the defroster vents. Outside/Inside Air Control Switch (2): This is a 2-position toggle switch; down recirculates cab air. Up allows outside air to flow through heater or air conditioner coils. Heat Vent Control Switch (3): This is a 2-position toggle switch; down is "OFF". Up provides heated air flow to the cab floor. Temperature Control Knob (4): This is a variable rotary control. Rotating the knob counterclockwise (blue arrow) will select increasingly cooler temperatures. Rotating the knob clockwise (red arrow) selects increasingly warmer temperatures. Fan Control (5); This is a 3-position rotary switch; rotate knob to select low, medium, or high fan speed. Heater/Air Conditioner Selector Switch (6): This is a three position switch; the right position activates the heater, the left position activates the air conditioner, and the center position is "OFF"
FIGURE 4-2. HEATER/AIR CONDITIONER CONTROLS 1. Defroster Control 2. Outside/Inside Air Control 3. Heat Control 4. Temperature Control 5. Fan Control 6. Heater/Air Conditioner Selector 7. Outlet Vents
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Operator Comfort
N04020
HEATER COMPONENTS
NOTE: Figures 4-3 and 4-4 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to Section M for additional information regarding air conditioning system components, maintenance and repair.
Test Verify the motor on the water control valve operates when the control (6, Figure 4-2) is rotated throughout the red area. If the motor fails to operate, the heater control module may be defective. A mechanical defect in the water control valve (3, Figure 4-3) may allow heated water to pass through the hose between the valve and the heater core when in the off position. Verify the motor in the valve operates properly throughout its range from full off to full on. If the hose is warm and the heater selector switch is in the off position, internal leakage may be present. Also, if the heater core fails to deliver warm air when the engine is at normal operating temperature, the valve may not be opening properly. HEATER COIL
CIRCUIT BREAKERS Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn key switch ON and verify circuit breaker CB31 (located on Power Distribution Module behind operators seat) and the internal heater circuit breaker have not opened by verifying + 24VDC is present on the junction block (24, Figure 4-4).
HEATER CONTROL COMPONENTS When the operator adjusts the selection control knob (6, Figure 4-2), a signal is sent to the Heater Control Module (2, Figure 4-3). If the operator requests a cooler temperature in the cab (by turning the control counterclockwise) the Heater Control Module will close the water control valve (3) to block coolant flow through the heater coil (8). Turning the knob fully clockwise will open the valve to allow maximum flow.
The heater coil receives engine coolant through the Water Control Valve when HEAT is selected. If the selection control is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked. If the heater control module and water valve appear to be working properly, yet no heat is apparent in the heater coil, the coil may be restricted. Remove and clean or replace the coil. FIGURE 4-3. CAB HEATER COMPONENTS 1. Heater Enclosure 2. Heater Control Module 3. Water Control Valve 4. A/C Refrigerant Hoses 5. Water Outlet (to Engine) 6. Water Inlet (from Engine Water Pump) 7. Evaporator Coil 8. Heater Coil
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Operator Comfort
N4-3
FAN MOTOR AND SPEED CONTROL Fan speed is controlled by inserting resistor(s) in series with the supply circuit to the blower motor to reduce voltage. The number of resistors in series is determined by the position of the fan speed selector switch. At low speed, 3 resistors are used, at medium speed, 1 resistor is used, and for high speed, the full + 24VDC is suppplied to the blower motor, bypassing all resistors. Test If the motor does not operate at any of the speed selections, check voltage supplied to the motor. If approximately 24 volts (at high speed setting) is available, the 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 resistors as required.
FILTER
Service Inlet filters in the heater cover and the cab access panel need periodic cleaning to prevent restrictions in air circulation. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours or sooner if inspection indicates a clogged or damaged filter.
AIR CONDITIONER COMPONENTS

Components installed in the heater housing are discussed in Section M, Air Conditioning System .
ACTUATORS Three (3) linear actuators (22, 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 Inside or outside air selection A failure to switch one of the above modes of operation may be due to a faulty actuator. Test Visually inspect the flapper and linkage for the function being diagnosed. Make certain the flapper is not binding or obstructed, preventing movement from one mode to the other. Verify voltage is present at the actuator when the toggle switch is closed or absent when the toggle switch is opened. If voltage is proper, disconnect actuator from flapper and verify actuator force is comparable to a known (new) actuator. If not, replace with a new actuator.
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Operator Comfort
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FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY 1. Casing 2. Cover 3. Louver 4. Adaptor 5. Filter Grille 6. Air Filter 7. Filter Holder 8. Fresh Air Flapper 9. Evaporator Coil 10. Block Valve 11. O-Ring 12. Heater Coil 13. Screw 14. Knob 15. Label Overlay 16. Control Plate 17. Blower Switch 18. Toggle Switch 19. Toggle Switch 20. Thermostat 21. Hose 22. Actuator 23. Flapper Bracket 24. Junction Block 25. Relay 26. Bi-level Flapper 27. Flapper Bracket 28. Circuit Breaker 29. Resistor, 12 Volt 30. Resistor, 24 volt 31. Defroster Flapper 32. Grommet 33. Electrical Box Cover 34. Blower Mount 35. Blower Assembly 36. Blower Housing 37. Blower Wheel 38. Venturi 39. Blower Motor 40. Motor Mount 41. Cover Plate 42. Wiring Harness 43. Heater Control Module 44. Water Control Valve
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Operator Comfort
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NOTES
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Operator Comfort
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OPERATOR CAB CONTROLS

STEERING COLUMN
The steering column and steering wheel used in the Komatsu truck will adjust through a tilt angle to provide the most comfortable wheel position for all operators. Tilt angle is adjusted by pulling the tilt lever (3, Figure 5-1) toward the steering wheel and moving the wheel to the desired position. Releasing the lever will lock the wheel in one of five positions. The steering column also contains a directional signal flasher control lever (2) combined with a headlight high and low beam selector switch. A right turn is signaled by raising the lever, and a left turn by lowering the lever. Indicator lights located above the speedometer and tachometer will flash to indicate the turn direction selected. To select the headlight low beams, pull the lever (2) toward the steering wheel. To select high beams, pull the lever again. An indicator light mounted between the turn indicators will illuminate when high beams are selected. The horn is controlled by pressing the button in the center of the steering wheel. Removal 1. Shut down the engine by turning the key switch Off and allow the steering accumulators to bleed down. Allow at least 90 seconds for bleed down. Turn the steering wheel to ensure no pressure remains. 2. Open the battery disconnect switches. 3. Remove the access cover (4, Figure 5-1) from the front of the cab. 4. Disconnect the wire harness from the steering column at the connector. 5. Remove screws retaining seal retainer plates (8) where steering column enters the instrument panel. Remove both retainer plates. 6. Remove the four capscrews and washers (7) at the mounting bracket. (Access to these capscrews is from outside the cab, through the access opening.) 7. Lift the steering column to disengage the column from the steering shaft (6), and lift out of the instrument panel. Installation 1. With the steering column tilted at approximately 45, insert the lower end of the column into the opening in the instrument panel. 2. Position the steering shaft (6) on the steering control valve (5) and align the splines with the steering column shaft splines. 3. Position steering column mounting holes over tapped holes in mounting bracket and in alignment with steering control valve. 4. Install four capscrews (7), lockwashers, and hardened flat washers through steering column mounts. Tighten to 25 ft. lbs. (33.9 N.m) torque. Check for proper steering wheel rotation without binding. If binding occurs, realign column by loosening mounting capscrews and adjusting column in the slotted mounting holes. 5. Position the steering column seal (8) and install the seal retainer halves. FIGURE 5-1. STEERING COLUMN INSTALLATION 1. Steering Column 2. Turn Signal/Dimmer 3. Tilt Lever 4. Access Cover 5. Steering Control Valve 6. Shaft 7. Capscrews & Washers 8. Seal & Retainers 6. Connect the column wire harness to the instrument panel harness. 7. Reinstall access cover on front of cab and close battery disconnect switches.
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Operator Cab Controls
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FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW 1. Steering Wheel 2. Retarder Control Lever 3. Retarder/Service Brake Pedal 4. Throttle/Accelerator Pedal 5. Heater/Air Conditioner Vents 6. Heater/Air Conditioner Controls 7. Instrument Panel 8. Grade/Speed Chart 9. Radio Speakers 10. Warning Alarm Buzzer 11. Radio, AM/FM Stereo, Cassette 12. Warning Lights Dimmer Control 13. Warning/Status Indicator Lights 14. Payload Meter Download Connector 15. Payload Meter II 16. Air Cleaner Vacuum Gauges 17. Windshield Wipers
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STEERING WHEEL AND CONTROLS

The steering wheel (1, Figure 5-3) will telescope in and out and adjust through a tilt angle to provide a comfortable wheel position for most operators. HORN BUTTON The horn (2, Figure 5-3) is actuated by pushing the button 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 The 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 counterclockwise (L.H. rotation), releases the column to move in or out. Rotating the ring clockwise (R.H. rotation), locks the column in the adjusted position. TILT WHEEL LEVER Adjust the tilt of the steering wheel by pulling the tilt adjustment lever (4, Figure 5-3) toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location. TURN SIGNAL / HEADLIGHT DIMMER The Turn Signal Lever (5, Figure 5- 3) is used to activate turn signal lights and to select either high or low headlight beams. Move the lever upward to signal a turn to the right.
FIGURE 5-3. STEERING WHEEL AND CONTROLS
DYNAMIC RETARDING
Dynamic Retarding is a braking torque (not a brake) produced through electrical generation by the wheelmotors when the truck motion (momentum) is the propelling force. For normal truck operation, Dynamic Retarding should be used to slow and control the speed of the truck. Dynamic retarding is available in FORWARD/REVERSE at all truck speeds above 0 mph/kph; however, as the truck speed slows below 3 mph (4.8 kph), the available retarding force may not be effective. Use the service brakes to bring the truck to a complete stop. Dynamic retarding will not hold a stationary truck on an incline; use the parking brake or wheel brake lock for this purpose. Dynamic retarding is available in NEUTRAL only when truck speed is above 3 mph (4.8 kph). When Dynamic Retarding is in operation, the engine RPM will automatically go to an advance RPM retard speed setting. This RPM will vary depending on the temperature of several components in the electrical system. Dynamic Retarding will be applied automatically, if the speed of the truck obtains the maximum speed setting programmed in the control system software.
An indicator in the top, center of the instrument panel will illuminate to indicate turn direction selected. Refer to INSTRUMENT PANEL & INDICATOR LIGHTS. Move the lever downward to signal a turn to the left.
Moving the lever toward the steering wheel changes Headlight beam. When high beams are selected, the indicator in the top, center of the instrument panel will illuminate.
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When Dynamic Retarding is activated, an indicator light in the Overhead Display will illuminate. RETARDER CONTROL LEVER The Retarder Control Lever (6, Figure 5-3) mounted on the right side of the steering column can be used to modulate retarding effort. The lever will command the full range of retarding and will remain at a fixed position when released. a. When the lever is rotated to full Up (counterclockwise) position, it is in the Off/No Retard position. b. When the lever is rotated to full Down (clockwise) position, it is in the full On/Retard position. c. For long downhill hauls, the lever may be positioned to provide a desired retarding effort, and it will remain where it is positioned. NOTE: The Retarder Control Lever must be rotated back to the Off position before the truck will resume the PROPEL mode of operation. The lever and foot-operated Retarder/Service Brake pedal can be used simultaneously or independently. The Propulsion System Controller (PSC) will determine which device is requesting the most retarding effort and apply that amount.
For normal truck operation, Dynamic Retarding (lever or foot-operated pedal) should be used to slow and control the speed of the truck. Service brakes should be applied only when dynamic retarding requires additional braking force to slow the truck speed quickly, or when bringing the truck to a complete stop.
ACCELERATOR (THROTTLE) PEDAL The Accelerator Pedal (Throttle) Pedal (4, Figure 5-2) is a foot-operated pedal which allows the operator to control engine RPM, depending on pedal depression. It is used by the operator to request torque from the motors when in Forward or Reverse. In this mode, the propulsion system controller commands the correct engine speed for the power required. In Neutral, this pedal controls engine speed directly.
Starting on a Grade With a Loaded Truck Initial propulsion with a loaded truck should begin from a level surface whenever possible, but when there are circumstances where starting on a hill or grade cannot be avoided, use the following procedure: 1. Fully depress the foot-operated retarder/service 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 position (Forward/Reverse) and increase engine RPM with throttle pedal. 2. As engine RPM approaches maximum, and operator senses propulsion effort working against the brakes, release the brakes and let truck movement start. Be sure to completely release the foot-operated retarder/service brake pedal. As truck speed increases above 3-5 MPH (5-8 KPH) the Propulsion System Control (PSC) 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 and, if truck speed is above 1-2 MPH, application of retarding effort.
DYNAMIC RETARDER/SERVICE BRAKE PEDAL The Dynamic Retarder/Service Brake Pedal (3, Figure 5-2) is a single, foot-operated pedal which controls both retarding and service brake functions. The first portion of pedal travel commands retarding effort through a rotary potentiometer. The second portion of pedal travel modulates service brake pressure directly through a hydraulic valve. Thus, the operator must first apply, and maintain, full dynamic retarding in order to apply the service brakes. Releasing the pedal returns the brake and retarder to the off position. When the pedal is partially depressed, the dynamic retarding is actuated. As the pedal is further depressed, to where dynamic retarding is fully applied; the service brakes (while maintaining full retarding) are actuated through a hydraulic valve which modulates pressure to the service brakes. Completely depressing the pedal causes full application of both dynamic retarding AND the service brakes. An indicator light in the overhead panel (B3, Figure 5-6) will illuminate ), and an increase in pedal resistance will be felt when the Service Brakes are applied.
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HEATER / AIR CONDITIONER VENTS The operator has complete control of the air flow in the cab. The heater/air conditioner vents (5, Figure 5-2) are a flapper type which may be individually opened or closed and may be rotated 360 for optimum air flow. There are four (three not shown) across the top of the panel, two in front of the operator (one each in right and left panel modules), and four below the panel.
INSTRUMENT PANEL
The Instrument Panel (7, Figure 5-2) includes a wide variety of switches, gauges, and indicators. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS, for a detailed description of function and location of these components.
GRADE/SPEED CHART
The Grade/Speed chart (8, Figure 5-2 & shown here) provides the recommended MAXIMUM truck speeds for descending various grades with a fully loaded truck. The operator should reference this chart before descending any grade with a loaded truck. Proper use of Dynamic Retarding will maintain a safe speed. Two lists are provided, one a continuous rating and the second a short-term (3-minute) rating. Both lists are matched to a truck at maximum Gross Vehicle Weight. The continuous numbers on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for unlimited time or distance. The short-term (3-minute) numbers listed on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for three minutes. These speeds are faster than the continuous values, reflecting the thermal capacity of various system components. System components can accept heating at a higher-than-continuous rate for a short period of time beyond which the system would become over-temperature. If the vehicle is operated at short-term grade and speed limits for a period of time greater than three minutes, the retarding effort may begin to reduce, resulting in vehicle acceleration. The service brakes are available to slow the truck within the continuous level. This reduction in retarding effort will be gradual as the vehicle moves from the short-term limits to the continuous limits.
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 three-minute rating will successfully accommodate 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 grade exceeds the allowable amount, the grade will need to be negotiated at the continuous speed.
DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck. This decal may change with OPTIONAL truck equipment such as: wheelmotor drive train ratios, retarder grids, tire sizes, etc. ALWAYS refer to this decal in the operators cab, and follow these recommendations for truck operation.
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RADIO SPEAKERS
Radio Speakers (9, Figure 5-2) for the AM/FM Stereo radio are located at the far left and right of the overhead panel.
WINDSHIELD WIPERS
The windshield wipers (13, Figure 5-2) are powered by an electric motor. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS, for a location and description of the windshield wiper and washer controls.
WARNING ALARM BUZZER

This alarm (10, Figure 5-2) will sound when activated by any one of several truck functions. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS, for a detailed description of functions and indicators that will activate this alarm.
PAYLOAD METER
The Payload Meter (15, Figure 5-2) and Download Connector (14) is used to provide management with operational data such as tonnage hauled and cycle times. Refer to Section M, Optional Equipment, for a more complete description of the payload meter and its functions.
CAB RADIO (OPTIONAL)

This panel will normally contain an AM/FM Stereo radio (11, Figure 5-2). Refer to Optional Equipment, Section 5, of the Operation and Maintenance Manual for a more complete description of the radio and its functions. Individual customers may use this area for other purposes, such as a two-way communications radio.
AIR CLEANER VACUUM GAUGES

The air cleaner vacuum gauges (16, Figure 5-2) provide a continuous reading of maximum air cleaner restriction reached during operation. The air cleaner(s) should be serviced when the gauge(s) shows the following maximum recommended restriction: Cummins QSK60 Engine: 25 inches of H2O vacuum. NOTE: After service, push the reset button on face of gauge to allow the gauge to return to zero.
STATUS / WARNING INDICATOR LIGHT PANEL

This panel (12, Figure 5-2) contains an array of indicator lights to provide the operator with important status messages concerning selected truck functions. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS, for a detailed description of these indicators.
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CENTER CONSOLE
The Center Console (1, Figure 5-4) 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 Off/On Switch (12) Retarder Speed Control Dial (13) Propulsion System Controller (PSC) Diagnostic Port (14) Engine Diagnostic Port (3 Pin) (15) Truck Control Interface (TCI) Diagnostic Port (16) Passenger Seat (mounted on top of the right hand portion of the Console structure) (17) Engine Diagnostic Port (9 Pin)
F-N-R SELECTOR SWITCH The Selector Switch (2, Figure 5-4) is mounted on a console to the right of the operators seat. It is a three position switch which controls the Forward-NeutralReverse 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.
FIGURE 5-4. CENTER CONSOLE
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 should be stopped before the selector handle is moved to a drive position.
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HOIST CONTROL LEVER The hoist control (3, Figure 5-4) is a four position hand-operated lever located between the operator seat and the Center Console (see illustration below).
ASH TRAY The Ash Tray(4, Figure 5-4) is used for extinguishing and depositing smoking materials. DO NOT use for flammable materials, such as paper wrappers, etc. Be certain that all fire ash is extinguished!
LIGHTER The LIGHTER (5, Figure 5-4) 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 This switch (6, Figure 5-4) is spring-loaded to the OFF position. Pushing the front of the switch raises the left side cab window. Pushing the rear of the switch lowers the window. To Raise dump body: 1. Pull the lever to the rear to actuate hoist circuit. (Releasing the lever anywhere during hoist up will place the body in hold at that position.) 2. Raise engine RPM to increase hoist speed. 3. Reduce engine RPM as the last stage of the hoist cylinders begin to extend and then let the engine go to low idle as the last stage reaches half-extension. 4. Release hoist lever as the last stage reaches full extension. 5. After material being dumped clears the body, lower the body to frame. Refer to OPERATING INSTRUCTIONS, DUMPING, Section 3, of the Operation and Maintenance Manual for more complete details concerning this control To lower body: Move hoist lever forward to down position and release. Releasing the lever places hoist control valve in the float position allowing the body to return to frame. R.H. WINDOW CONTROL SWITCH This switch (7, Figure 5-4) is spring-loaded to the OFF position. Pushing the front of the switch raises the right side cab window. Pushing the rear of the switch lowers the window.
ENGINE SHUTDOWN SWITCH This switch (8, Figure 5-4) is used for engine shutdown by depressing this button and holding it until engine stops. Use this switch to shutdown engine if engine does not shutdown by turning off keyswitch, or to shutdown engine without turning off 24 VDC electric circuits. There is also a ground level engine shutdown switch on the left front frame rail behind the ladder.
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OVERRIDE /FAULT RESET SWITCH T h i s p u s h - b u t t on switch (9, Figure 5-4) is spring-loaded to the OFF position. When pushed in and held, this switch may be used for several functions. 1. This switch permits the operator to override the body-up limit switch and move the truck forward when the Selector Switch is in Forward, the dump body is raised, and the brakes are released. Use of the override switch for this purpose is intended for emergency situations only! 2. The push button deactivates the retard pedal function when speed of truck is below 3 mph (4.8 kph). 3. The override switch is also used to reset an electric system fault when indicated by a red warning light (Refer to Instrument Panel And Indicator Lights, Overhead Warning / Status panel).
RETARD SPEED CONTROL (RSC) ADJUST DIAL The RSC Adjust Dial (12, Figure 5-4) allows the operator to vary the downhill truck speed that the Retard Speed Control system will maintain when descending a grade. This function can be overridden by either the accelerator, retard lever, or retard pedal. When the dial is rotated counterclockwise toward this symbol, the truck will descend a grade at lower speeds. When the dial is rotated clockwise toward this symbol, the truck speed will increase. ALWAYS refer to the Grade/Speed decal in the operators cab, and follow the recommendations for truck operation. DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck. Throttle pedal position will override RSC setting. If operator depresses throttle pedal to increase truck speed, Dynamic Retarding will not come on unless truck overspeed setting is reached or foot operated retard pedal is used. When throttle pedal is released and RSC switch is On, Dynamic Retarding will come on at, or above, the RSC dialed speed and will adjust truck speed to, and maintain, the dialed speed. To adjust RSC control, pull switch (11) On and start with dial (12) rotated toward fastest speed while driving truck at desired maximum speed. Relax throttle pedal to let truck coast and turn RSC Adjusting Dial slowly counterclockwise until Dynamic Retarding is activated. Dynamic Retarding will now be activated automatically anytime the set speed is reached, the RSC switch is On, and throttle pedal is released. With RSC switch On and dial adjusted, the system will function as follows: As truck speed increases to the set speed and throttle pedal released, Dynamic Retarding will apply. As truck speed tries to increase, the amount of retarding effort will automatically adjust to keep the selected speed. When truck speed decreases, the retarding effort is reduced to maintain the selected speed. If truck speed continues to decrease to approximately 3 mph (4.8 kph) below set speed, Dynamic Retarding will turn off automatically. 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.
10, FIGURE 5-4 - BLANK This position is not used for the 930E. In some other truck models, this position is used for an Engine Idle Switch.
RETARD SPEED CONTROL (RSC) OFF/ON SWITCH "IN" The Retard Speed Control Switch (11, Figure 5-4) turns the system OFF or ON. Push the knob IN to turn OFF and pull the knob OUT to turn the system "OUT" ON.
"OFF"
"ON"
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PSC DOWNLOAD PORT This connector (13, Figure 5-4) is for use by qualified personnel to access diagnostic information for the Propulsion System Controller (PSC).
TCI DOWNLOAD PORT This connector (15, Figure 5-4) is for use by qualified personnel to access the Truck Control Interface (TCI) diagnostic information and data.
ENGINE DIAGNOSTICS DOWNLOAD PORT This connector (14, Figure 5-4) is for use by qualified personnel to access the diagnostic information for the engine control system. (CENSE)
PASSENGER SEAT The Passenger Seat (16, Figure 5-4) 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.
ENGINE CONTROL SYSTEM This 9-PIN connector (17, Figure 5-4) is for use by qualified personnel to access the diagnostic information for the Engine Control System. (QUANTUM)
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INSTRUMENT PANEL AND INDICATOR LIGHTS

CONTROL SYMBOLS Many control functions are identified with International symbols that the operator should learn to recognize immediately. 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 instrument panel.
This symbol may be used alone or with another symbol. This symbol identifies the Off position of a switch or control.
This symbol when it appears on an indicator or control identifies that this indicator or control is NOT used.
This symbol may be used alone or with another symbol. This symbol identifies the On position of a switch or control.
This symbol identifies a rotary control or switch. Rotate the knob clockwise or counterclockwise for functions.
This symbol identifies the PushedIn position of a push-pull switch or control.
This symbol identifies a switch used to test or check a function. Press the switch on the side near the symbol to perform the test.
This symbol identifies the PulledOut position of a push-pull switch or control.
INSTRUMENT PANEL (Figure 5-5)

The operator must understand the function and operation of each instrument and control. Control functions are identified with International symbols that the operator should learn to recognize immediately. This knowledge is essential for proper and safe operation. Items that are marked OPTIONAL do not apply to every truck.
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FIGURE 5-5. 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 2. 11S/11TD/11R 3. 712/47S/47L/710 4. 11L/48A/48B 5. 11L/48F 6. 49/710 7. N/A 8. 712/28E 9. 11L/11RB 10. 712/69M/SPR56/SPR57/SPR58 11. 71/79M/SPR55/79H/72F/SPR54 12. 712BL/52B/39H/710/SPR59 13. 71/52C/21PB/21 14. 41TS/74X/74Z/710 15. 45R/710 16. 41H/710 17. 45L/710 18. 41TS/77/77A/710 19. 712D/710/49 20. 712D/31PS/710/49 21. 712D/31TS/710/49 22. 712D/38G/710/49 23. 15V/72MT/49/710 24. 11L/36 25. 15V/34BT/710/49 26. 710/72RQ 27. 11D/41L/41TS 28. High 66S/Low 66L/710/66P Park/ 712W / Washer 66 29. 49/41TS
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PANEL GAUGES, INDICATORS, AND CONTROLS (Figure 5-5)

KEY SWITCH The key switch (1, Figure 5-5) is a three position (Off, Run, Start) switch. Normal Engine Shutdown 1. Stop truck. Reduce engine RPM to low idle. Place Selector Switch in Neutral and apply Parking Brake switch. 2. Place REST switch in On position (put drive system in REST mode of operation). Refer to discussion of REST SWITCH (26, Figure 5-5). 3. Allow engine to cool gradually by running at low idle for 3 to 5 minutes or use the Engine Shutdown with Timer Delay as described on the following page. 4. With truck stopped and engine cooled down, turn keyswitch counterclockwise to Off for normal shutdown of engine. If engine does not shutdown with keyswitch, use Engine Shutdown Switch on center console (see Operator Controls section) and hold this switch down until engine stops. Starting When the switch is rotated one position clockwise, it is in the Run position and all electrical circuits (except Start) are activated. 1. With Selector Switch in Neutral, rotate keyswitch fully clockwise to Start position, and hold this position until engine starts. Start position is spring-loaded to return to Run when key is released. 2. After engine has started, place REST switch in Off position (de-activate the REST mode of operation). Refer to discussion of REST SWITCH (26, Figure 5-5). 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 overheating. 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 relieved. 6. Verify all the LINK VOLTAGE lights turn off within 5 minutes after the engine is shut down. (One is located in cab, behind the operator seat, two others are located in the access panel at the left front corner of the electrical cabinet.) If lights remain on, refer to Section E for additional instructions and information. 7. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly. NOTE: A ground level shutdown switch is located on lower front left side of truck.
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ENGINE SHUTDOWN SWITCH, with 5 Minute Idle Timer delay This switch (2, Figure 5-5) is a 3-position rocker-type switch (Off-On-Momentary). The switch activates a timer circuit that automatically shuts down the engine after a 5 minute cooling period at low idle.
2. 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 relieved. 3. Verify all the LINK VOLTAGE lights turn off within 5 minutes after the engine is shut down. (One is located in cab, behind the operator seat, two others are located in the access panel at the left front corner of the electrical cabinet.) If lights remain on, refer to Section E for additional instructions and information. 4. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly.
Operation 1. Stop truck. Reduce engine RPM to low idle. Place Selector Switch in Neutral (see OPERATOR CONTROLS) and apply Parking Brake switch. Place REST switch in On position (put drive system in REST mode of operation). Refer to discussion of REST SWITCH (26, Figure 5-5). a. Press top of switch to the On (center position), then press firmly to the Momentary (upper position) and hold briefly to activate the 5 Minute Idle Timer (switch is spring-loaded to return to On position when released). At the same time, while holding the Momentary switch position, turn the keyswitch counterclockwise to the OFF position.
MANUAL BACKUP SWITCH The Manual Backup Switch (3, Figure 5-5) allows backup lights to be turned On providing added visibility and safety when the Selector Switch (see Operator Controls) is not in REV position. When the SWITCH is pressed toward the on position, the MANUAL BACK UP LIGHT indicator (B4, Overhead Panel, Figure 5-6) will be illuminated. LADDER LIGHT SWITCH The switch (4, Figure 5-5) turns the ladder lights On or Off after or before using ladder. Pressing the top of the rocker switch turns the lights On. Pressing the bottom of the switch turns the lights Off. Another switch is mounted at the front left of truck near the base of ladder. FOG LIGHTS (OPTIONAL) Fog Lights (5, Figure 5-5) are optional equipment that are useful in foggy conditions and heavy rain. Pressing the top of the rocker switch turns the lights On. Pressing the bottom of the switch turns the lights Off.
The engine WILL NOT SHUT DOWN if the keyswitch is not turned OFF as described above. NOTE: To cancel the 5 Minute Idle Timer sequence, press Timer Delay Shutdown switch to the OFF (lower) position. If the keyswitch is in the OFF position, the engine will stop. If the keyswitch is in the ON position, the engine will continue to run. b. When the Engine Shutdown Timer has been activated, the Timer Delay indicator light (C4, Figure 5-6) in the overhead status panel will illuminate to indicate that the shutdown timing sequence has been started. The engine will continue to run at Idle RPM for approximately 5 minutes to allow for proper engine cool-down before stopping.
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PANEL ILLUMINATION LIGHTS These lights (6, Figure 5-5) provide illumination for the instrument panel. Brightness is controlled by the panel light dimmer switch (28). CAB AIR CONDITIONER / HEATER VENTS These Vents (7, Figure 5-5) are spherically mounted and may be directed by the operator to provide the most comfortable cabin air flow.
WHEEL BRAKE LOCK CONTROL The Wheel Brake Lock (12, Figure 5-5) should be used with engine running for 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 pedal. When truck is completely stopped and in loading position, apply the brake lock by pressing the rocker switch toward the On symbol. To release, press the rocker switch toward the Offsymbol. Use at shovel and dump only to hold truck truck in position.
(8, Figure 5-5) NOT USED ON 930E
ROTATING BEACON LIGHT SWITCH (OPTIONAL) The OPTIONAL Rotating Beacon Light (9, Figure 5-5), is activated by this rocker-type switch (if equipped) when it is pressed toward the On position.
HEATED MIRROR SWITCH (OPTIONAL) The OPTIONAL Heated Mirror (10, Figure 5-5), 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 footoperated treadle valve is inoperative. Use of this switch applies rear service brakes at full, unmodulated pressure! Do not use brake lock for parking. With engine stopped, hydraulic pressure will bleed down, allowing brakes to release! PARKING BRAKE CONTROL The Parking Brake (13, Figure 5-5) 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 damage may occur to parking brake. To apply the parking brake, press the rocker switch toward the On symbol. To release the parking brake, press the rocker switch toward the Offsymbol. When the keyswitch is On and Parking Brake switch is applied, the Parking Brake indicator light (A3, Overhead Panel, Figure 5-6) 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 systems motion sensor to RELEASE the park brake.
(11, Figure 5-5) NOT USED ON 930E
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TACHOMETER The tachometer (14, Figure 5-5) registers engine crankshaft speed in hundreds of revolutions per minute (RPM). Governed RPM (Cummins QSK60-C Engine): Low Idle - 600 RPM High Idle - 1900 RPM Full Load - 1910 RPM
VOLTMETER The voltmeter (19, Figure 5-5) indicates the voltage of the 24V battery system. Normal indicated voltage at high RPM is 27 to 28 volts with batteries in fully charged condition. When keyswitch (10) is On and engine is NOT running, voltmeter indicates battery charge condition.
RIGHT TURN SIGNAL INDICATOR This light (15, Figure 5-5) illuminates to indicate the right turn signals are operating when the turn signal lever on the steering column is moved upward. Moving the lever to its center position will turn indicator Off.
ENGINE OIL PRESSURE GAUGE The engine oil pressure gauge (20, Figure 5-5) indicates pressure in the engine lubrication system in pounds per square inch (psi). Normal operating pressure after engine warm up should be: Idle - 20 psi (138 kPa) Minimum Rated Speed - 45 to 70 psi (310 - 483 kPa)
HIGH BEAM INDICATOR The high beam indicator (16, Figure 5-5) when lit, indicates that the truck headlights are on High beam. To switch headlights to High beam, push the turn indicator lever away from steering wheel. For Low beam, pull lever toward the steering wheel. WATER TEMPERATURE GAUGE The water temperature gauge (21, Figure 5-5) indicates the temperature of the coolant in the engine cooling system. The temperature range after engine warm-up and truck operating under normal conditions should be: 185-207F (85-97C) LEFT TURN SIGNAL INDICATOR This light (17, Figure 5-5) illuminates to indicate the left turn signals are operating when the turn signal lever on the steering column is moved downward. Moving the lever to its center position will turn indicator Off. FUEL GAUGE The fuel gauge (22, Figure 5-5) indicates how much diesel fuel is in the fuel tank. The fuel tank capacity is 1200 gallons (4542 liters).
SPEEDOMETER The speedometer (18, Figure 5-5) indicates the truck speed in miles per hour (MPH), or with OPTIONAL speedometer, it may indicate truck speed in kilometers per hour (KPH).
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AC DRIVE SYSTEM TEMPERATURE GAUGE The AC Drive System Temperature Gauge (23, Figure 5-5) indicates the drive system temperature. There are three colored bands: Green; Yellow; and Red. Green indicates Normal operation. Yellow indicates the system temperature is rising. There is also an amber (yellow) temperature warning light in the overhead panel (C5, Figure 5-6) that will illuminate when the temperature exceeds a certain level. When this condition occurs, the operator should consider changing truck operation in order to reduce system temperature. If the AC Drive System Temperature should reach the Red band, continued operation could damage components in the system. Safely stop truck, shutdown engine, and notify maintenance personnel immediately. HOURMETER The hourmeter (24, Figure 5-5) registers the total number of hours the engine has been in operation.
REST SWITCH The REST switch (26, Figure 5-5) is a rocker type switch with a locking device for the OFF (left side) position. When in this position, a small black tab must be pushed to the left to unlock the switch 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 engine is to be shutdown, or the truck parked for a length of time with the engine running. The Selector Switch must be in neutral and the vehicle not moving to enable this function. This will allow the engine to continue running while the AC Drive System is de-energized.
Activation of the REST switch alone does NOT completely ensure that the Drive System is safe to work on. Refer to Safety Procedures, and check all LINKON, or LINK ENERGIZED, indicator lights to verify the AC DRIVE system is DE-ENERGIZED before before performing any maintenance on the Drive System. DO NOT ACTIVATE THE REST SWITCH WHILE THE TRUCK IS MOVING! The truck may unintentionally enter the REST mode after stopping. An amber (yellow) indicator light in the overhead panel (B6, Figure 56) will illuminate when the REST state has been requested and entered.
HYDRAULIC OIL TEMPERATURE GAUGE The Hydraulic Oil Temperature Gauge (25, Figure 5-5) indicates oil temperature in the hydraulic tank. There are two colored bands: Green, and Red. Green indicates Normal operation. Red indicates high oil temperature in the hydraulic tank. Continued operation could damage components in the hydraulic system. There is also a RED temperature warning light in the overhead panel (D5, Figure 5-6) that will illuminate when the temperature exceeds a certain level. If this condition occurs, the operator should safely stop the truck, move Selector Switch to Neutral, apply the Park Brake, and operate engine at 1200 - 1500 RPM to reduce system temperature. If temperature gauge does not move into the Green range after a few minutes, and the RED overhead indicator light does not go out, shutdown truck and notify maintenance personnel immediately.
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N5-17
LIGHT SWITCH The instrument panel lights, clearance lights, and the headlights are controlled by this three position rocker type switch (27, Figure 5-5). Off is selected by pressing the bottom of the switch. Press the top of the switch until it reaches the first detent to select the panel, clearance, and tail lights only. Press the top of the switch again, until it reaches the second detent to select headlights, as well as panel, clearance, and tail lights.
PANEL LIGHT DIMMER The Panel Light Dimmer Control (29, Figure 5-5) is a rheostat which allows the operator to vary the brightness of the instruments and panel lights. Rotating knob to the full counterclockwise position turns panel lights On to brightest condition. Rotating knob clockwise continually dims lights until Off position is reached at full clockwise rotation.
WINDSHIELD WIPER and WASHER
The windshield wiper control switch (28, Figure 5-5) 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.
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FIGURE 5-6. OVERHEAD STATUS / WARNING INDICATOR LIGHTS

Row / Column A1* B1 C1 D1 E1 A2* B2* C2* D2* E2* A3* B3* C3* D3* E3 A4* B4* C4* D4* E4* Indicator Description Not Used Low Steering Pressure Low Accumulator Press. Not Used Low Brake Pressure Low Hydraulic Tank Level Not Used Circuit Breaker Tripped Hydraulic Oil Filter Low Fuel Park Brake Applied Service Brake Applied Body Up Dynamic Retarding STOP ENGINE Not Used Manual Back-Up Lights 5 Min. Shutdown Timer Retard Speed Control CHECK ENGINE Indicator Color Wire Index Red - 12FD/34TL Red - 12F/33A Red - 12F/33K Red - 12F/79V Red - 12F/33L Red - 12MD/34LL Red - 12FD/SPR1 Amber - 12MD/31CB Amber - 12MD/39 Amber - 12MD/38 Amber - 12MD/52A Amber - 12MD/44L Amber - 12MD/63L Amber - 12MD/44DL Red - 12M/509MA Amber - 12MD/SPR2 Amber - 12MD/47L Amber - 12MD/23L1 Amber - 12MD/31R Amber - 12MD/419 7 8 E6* D6* D5 E5* A6 B6* C6* C5 Row / Column A5 B5 Indicator Description No Power Propulsion System Warning Propulsion System Temperature Hydraulic Oil Temperature High STOP ENGINE No Propel Propel System @ Rest Propel System Not Ready Reduced Propulsion System Retard @ Continuous Level SWITCHES Hazard Lights (N.O.) Lamp Check (N.O. Momentary) 11L/45L/45R 33H/710 Indicator Color Wire Index Red - 12M/75-6PI Amber - 12F/79WI Amber - 12F/34TW Red - 12F/34TGI Red - 12FD/528AL Red - 12M/75NPI Amber - 12MD/72PR Amber -12MD/72NR Amber -12MD/72LP Amber - 12MD/76LR
Note: Brightness for lamps marked * can be adjusted using the dimmer control.
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N5-19
STATUS / WARNING INDICATOR LIGHT SYMBOLS

AMBER (Yellow) color indicator lights alert the operator that the indicated truck function requires some precaution when lighted. RED color indicator lights alert the operator that the indicated truck function requires immediate action by the operator. Safely stop the truck and shut down the engine. DO NOT OPERATE THE TRUCK WITH A RED WARNING LIGHT ILLUMINATED. Refer to Figure 5-6 and the descriptions below for explanations of the symbols. Location of the symbols is described by rows (A-E) and columns (1 - 6). ered normal, and truck operation may continue. If the indicator light illuminates at higher truck speed and high engine RPM, DO NOT OPERATE TRUCK. If the low steering warning light continues to illuminate and the alarm continues to sound, low steering pressure is indicated. The remaining pressure in the accumulators allows the operator to control the truck to a stop. Do not attempt further operation until the malfunction is located and corrected.
A1
Not Used
C1. Low Accumulator Precharge Pressure The low accumulator precharge warning light, if illuminated, indicates low nitrogen precharge for the steering accumulator(s). To check for proper accumulator nitrogen precharge, engine must be stopped and hydraulic system completely bled down; then turn keyswitch to Run position. Warning light will NOT illuminate if system is properly charged. The warning light will flash if the nitrogen precharge within the accumulator(s) is below 1100 45 psi (7585 310 kPa). If low accumulator precharge warning light flashes, notify maintenance personnel. Do not attempt further operation until the accumulators have been recharged with nitrogen to 1400 psi (9653 kPa). Sufficient energy for emergency steering may not be available, if system is not properly charged. D1. NOT USED Not currently used. Reserved for future use or options. E1. Low Brake Pressure This red indicator light indicates a malfunction within the hydraulic brake circuit. If this light comes on and buzzer sounds, shut down truck operation and notify maintenance personnel. NOTE: Adequate hydraulic fluid is stored to allow the operator to safely stop the truck.
B1
Low Steering Pressure
RED
C1
Low Accumulator Precharge Pressure
RED
D1
Not Used
E1
Low Brake Pressure
RED
A1. NOT USED Not currently used. Reserved for future use or options. B1. Low Steering Pressure When the keyswitch is turned ON, the low steering pressure warning light will illuminate until the steering system hydraulic pressure reaches 2100 psi (14.7 MPa). The warning horn will also turn on, and both will remain on, until the accumulator has been charged. During truck operation, the low steering pressure warning light and warning horn will turn sound if steering system hydraulic pressure drops below 2100 psi (14.7 MPa). If the light illuminates momentarily (flickers) while turning the steering wheel at low truck speed and low engine RPM, this may be consid-
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A2
Low Hydraulic Tank Level
RED
A3
Parking Brake
AMBER
B2
Not Used
B3
Service Brake
AMBER
C2
Circuit Breaker Tripped
AMBER
C3
Body Up
AMBER
D2
Hydraulic Oil Filter Monitor AMBER
D3
Dynamic Retarding
AMBER
E2
Low Fuel
AMBER
E3 A3. Parking Brake
Stop Engine
RED
A2. Low Hydraulic Tank Level This warning light indicates the oil level in the hydraulic tank is below recommended level. Damage to hydraulic pumps may occur if operation continues. Shut truck down and notify maintenance personnel immediately. B2. NOT USED Not currently used. Reserved for future use or options. C2. Circuit Breaker Tripped This light will illuminate if any of the circuit breakers in the relay circuit control boards are tripped. The relay circuit boards are located in the Electrical Interface Cabinet. NOTE: Additional circuit breakers are in the operator cab behind the center console, however tripping of these circuit breakers should not activate this light. D2. Hydraulic Oil Filter Monitor This light indicates a restriction in the high pressure filter assembly for either the steering or hoist circuit. This light will come on before filters start to bypass. Notify maintenance personnel at earliest opportunity after light comes on. NOTE: The filter monitor warning light may also illuminate after the engine is initially started if the oil is cold. If the light turns off after the oil is warmed, filter maintenance is not required. E2. Low Fuel This amber low fuel indicator will illuminate when the usable fuel remaining in the tank is approximately 25 gallons (95 liters). A warning buzzer will also sound.
This amber parking brake indicator will illuminate when the parking brake is applied. Do not attempt to drive truck with parking brake applied. B3. Service Brake This amber service brake indicator light will illuminate when the service brake pedal is applied or when wheel brake lock or emergency brake is applied. Do not attempt to drive truck from stopped position with service brakes applied, except as noted in Operating Instructions, Starting On a Grade With a Loaded Truck, Section 3, Operation and Maintenance Manual. C3. Body Up This amber Body Up indicator, when illuminated, shows that the body is not completely down on the frame. The truck should not be driven until body is down and light is off. D3. Dynamic Retarding This amber dynamic retarding indicator light illuminates whenever the retarder pedal (or retarder lever) is operated, RSC (Retard Speed Control) is activated, or the automatic overspeed retarding circuit is energized, indicating the dynamic retarding function of the truck is operating. E3. Stop Engine This RED engine monitor warning light will illuminate if a serious engine malfunction is detected in the electronic engine control system. Electric propulsion to the wheelmotors will be discontinued.
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E3. Stop Engine (Continued) Dynamic Retarding will still be available if needed to slow or stop the truck. A4 Not Used
B4 Stop the truck as quickly as possible in a safe area and apply parking brake. SHUT DOWN THE ENGINE IMMEDIATELY. Additional engine damage is likely to occur if operation is continued.
Manual Backup Lights
AMBER
C4
Engine Shutdown Timer 5 Minute Idle Retard Speed Control Indicator
AMBER
D4
AMBER
A few conditions that would cause the Stop Engine light to illuminate are listed below: Low Oil Pressure - Red warning light will illuminate, but engine does not shut down. Low Coolant Level - Red warning light will illuminate, but engine does not shut down. Low Coolant Pressure - Red warning light will illuminate, but engine does not shut down. High Coolant Temperature - Red warning light will illuminate, but engine does not shut down.
E4 A4. NOT USED
Check Engine
AMBER
Reserved for future use or options.
B4. Manual Backup Lights This amber indicator will illuminate when the manually operated Manual Backup switch (3, Figure 5-5, Instrument Panel) is turned on. C4. Engine Shutdown Timer - 5 Minute Idle When the Engine Shutdown Timer switch (2, Figure 5-5, Instrument Panel) has been activated, this indicator 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 position. 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 personnel should be alerted as soon as possible.
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D5. HIGH HYDRAULIC OIL TEMPERATURE A5 No Power RED This red warning light indicates high oil temperature in the hydraulic tank. Continued operation could damage components in the hydraulic system. If this condition occurs, the operator should safely stop the truck, move Selector Switch to Neutral, apply the Park Brake, and operate engine at 1200 - 1500 RPM to reduce system temperature. If temperature gauge (25, Figure 5-5) does not move into the Green range after a few minutes, and the RED overhead indictor light does not go out, notify maintenance personnel immediately.
B5
Propulsion System Warning Propulsion System Temperature High Hydraulic Oil Temperature
AMBER
C5
AMBER
D5
RED
E5 A5. NO POWER
Stop Engine
RED
E5. Stop Engine This red engine monitor warning light will illuminate if a serious engine malfunction is detected in the electronic engine control system. Electric propulsion to the wheelmotors will still be available. Dynamic retarding will still be available if needed to slow the truck.
This red No Propel/No Retard indicator light indicates a fault has occurred which has eliminated the retarding and propulsion capability. A warning buzzer will also sound. 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 immediately.
B5. PROPULSION SYSTEM WARNING When this amber indicator is illuminated, the light indicates a No Propel or No Retard event may be about to occur. It is intended to provide advance notice of these events when possible. It does not require the operator to stop the truck, but may suggest that truck operation be appropriately modified, in case a red alarm does occur.
Stop the truck as soon as possible in a safe area and apply the parking brake. SHUT DOWN THE ENGINE immediately. Additional engine damage is likely to occur if operation is continued.
An example of a condition that could cause the Stop Engine light to illuminate: If the governor senses an overspeed condition, the ECM will close the fuel solenoid and stop the flow of fuel to the engine until engine speed is back within normal operating range.
C5. PROPULSION SYSTEM TEMPERATURE This amber AC Drive System Temperature Warning light indicates the drive system temperature is above a certain level. When this condition occurs, the operator should consider modifying truck operation in order to reduce system temperature. The operator is not required to stop the truck at this time.
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D6. REDUCED PROPULSION A6 No Propel RED The amber Reduced Propulsion light is used to indicate that the full AC Drive System performance in propulsion is not available. At this time, the only event that should activate this light is the use of Limp Home Mode. This mode of operation requires a technician to enable.
B6
Propel System @ Rest
AMBER
C6
Propel System Not Ready
AMBER E6. RETARD AT CONTINUOUS LEVEL
D6
Reduced Propulsion
AMBER
E6
Retard At Continuous Level
AMBER
The amber Retard Continuous light indicates the retarding effort is at a reduced level. For a limited period of time, the retarding effort can exceed this level.
A6. NO PROPEL The red No Propel light indicates a fault has occurred which has eliminated the propulsion capability. 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 immediately.
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 selfdiagnostics and set-up functions at start-up. Propulsion will not be available at this time.
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HAZARD WARNING LIGHTS The hazard warning light switch (7, Figure 5-6) flashes all the turn signal lights. Pressing the bottom side of the rocker switch (toward the triangle) activates these lights. Pressing the top side of the rocker switch (toward the OFF symbol) turns these lights off.
LINK-ON WARNING LIGHT The LINK-ON, or LINK ENERGIZED, indicator light is located next to the D.I.D. display panel behind the passenger seat and indicates the AC DRIVE system is ENERGIZED. The D.I.D. display panel is for use by maintenance personnel only, and is located out of the operators field of vision for that reason.
LAMP TEST SWITCH The Lamp Test switch (8, Figure 5-6) is provided to allow the operator to test the indicator lamps prior to starting the engine. To test the lamps, and the warning horn, turn the key switch (1, Figure 5-5) 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.
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N5-25
NOTES
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N05044
SECTION P LUBRICATION AND SERVICE INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . Service Capacities . . . . . . . . . . . . . . . . Hydraulic Tank Service (Filling Instructions) . . Coolant Level Check . . . . . . . . . . . . . . . Radiator Filling Procedure . . . . . . . . . . . . Anti-Freeze Specifications . . . . . . . . . . . . LUBRICATION CHART (Oil & Grease Specifications) 10 Hours . . . . . . . . . . . . . . . . . . . . . . . . 50 Hours . . . . . . . . . . . . . . . . . . . . . . . . 100 Hours . . . . . . . . . . . . . . . . . . . . . . . 250 Hours . . . . . . . . . . . . . . . . . . . . . . . 500 Hours . . . . . . . . . . . . . . . . . . . . . . . 1000 Hours . . . . . . . . . . . . . . . . . . . . . . 2500 Hours . . . . . . . . . . . . . . . . . . . . . . 5000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1 P2-1 P2-1 P2-2 P2-2 P2-2 P2-3 P2-4 P2-6 P2-7 P2-8 P2-10 P2-11 P2-12 P2-12
LINCOLN AUTOMATIC LUBRICATION SYSTEM (Rotary Pump) General Description . . . . . . . . . . . . . . . . . . . System Components . . . . . . . . . . . . . . . . . . . System Operation . . . . . . . . . . . . . . . . . . . . Injector Operation . . . . . . . . . . . . . . . . . . . . General Instructions . . . . . . . . . . . . . . . . . . . Lubricant Required . . . . . . . . . . . . . . . . . . System Priming . . . . . . . . . . . . . . . . . . . Lubricant Pump . . . . . . . . . . . . . . . . . . . Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . System Checkout . . . . . . . . . . . . . . . . . . . . . Lubrication Cycle Timer Check . . . . . . . . . . . . . Filter Assembly . . . . . . . . . . . . . . . . . . . . . . Pump Rebuild . . . . . . . . . . . . . . . . . . . . . . . System Troubleshooting Chart . . . . . . . . . . . . . Preventative Maintenance Procedures . . . . . . . . .
. P3-1 . P3-1 . P3-3 . P3-4 . P3-6 . P3-7 . P3-7 . P3-7 . P3-7 . P3-8 . P3-8 . P3-9 . P3-9 . P3-10 . P3-13 . P3-16
P01024
Index
P1-1
NOTES
P1-2
Index
P01024
LUBRICATION AND SERVICE

Preventive Maintenance will contribute to the long life and dependability of the truck and its components. The use of proper lubricants and the performance of checks and adjustments at recommended intervals is most important. Lubrication requirements are referenced to the lube key found in the Truck Lubrication Specifications Chart (page P2-2). For detailed service requirements for specific components, refer to the SERVICE MANUAL section for that component (i.e. Section H for Suspensions, Section L for Hydraulic System, etc.). Refer to manufacturers service manual when servicing any components of the General Electric System. Refer to engine manufacturers service manual when servicing the engine or any of its components. The service intervals presented here are in hours of operation. These intervals are recommended in lieu of an oil analysis program which may determine different intervals. However, if the truck is being operated under extreme conditions, some or all, of the intervals may need to be shortened and the service performed more frequently. The 930E Truck is equipped with a Lincoln Automatic Lubrication System. The initial setup for this system provides for nominal amounts of lubricant to be delivered to each serviced point. The lubrication injectors can be adjusted to vary the amount of lubricant delivered. In addition, the timer for lubrication intervals is normally adjustable. For adjustments to these devices, consult the Lincoln Automatic Lubrication System in this section.
HYDRAULIC TANK SERVICE

There are two sight gauges on the side of the hydraulic tank. With engine stopped, keyswitch off, hydraulic system bled down and body down, oil should be visible in the top sight gauge. If hydraulic oil is not visible in the top sight gauge, add oil as follows: Adding Oil 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 only. All oil being put into the hydraulic tank should be filtered through 3 micron filters. 1. With engine stopped, keyswitch Off, hydraulic system bled down and body down, check to see that hydraulic oil is visible in the top or lower sight gauge. 2. If hydraulic oil is not visible in the lower sight gauge, remove the tank fill cap and add clean, filtered C-4 hydraulic oil (Lubrication Chart, Lube Key B) until oil is visible in the top sight gauge. 3. Replace fill cap. 4. Start engine. Raise and lower the dump body three times. 5. Repeat steps 1 through 4 until oil is maintained in the top sight gauge with engine stopped, body down, and hydraulic system bled down.
930E SERVICE CAPACITIES Crankcase: (including lube oil filters). Cummins QSK-60C Engine Cooling System: Cummins QSK-60C Engine Hydraulic System: Refer to Hydraulic Tank Service. Wheel Motor Gear Box (each side) Fuel Tank (Diesel Fuel Only) Liters 280 594 1325 76 4542 U.S. Gallons 74 157 350 20 1200
P02034
Lubrication and Service
P2-1
COOLANT LEVEL CHECK

Inspect the coolant sight gauge. If coolant cannot be seen in the sight gauge, it is necessary to add coolant to the cooling system before truck operation. Refer to the procedure below for the proper filling instructions.
RADIATOR FILLING PROCEDURE
Cooling System is pressurized due to thermal expansion of coolant. DO NOT remove radiator cap while engine and coolant are hot. Severe burns may result. 1. With engine and coolant at ambient temperature, remove radiator cap. Note: If coolant is added using the Wiggins quick fill system, the radiator cap MUST be removed prior to adding coolant. 2. Fill radiator with proper coolant mixture (as specified by the engine manufacturer) until coolant is visible in the sight gauge. 3. Install radiator cap. 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 temperature. Engine coolant must always be visible in the sight gauge before truck operation.
COOLING SYSTEM ANTI - FREEZE RECOMMENDATIONS (Ethlyene Glycol Permanent Type Anti-Freeze) Percentage of Protection Anti-Freeze To 10 +23F 5C 20 +16F 9C 25 +11F 11C 30 + 4F 16C 35 3F 19C 40 12F 24C 45 23F 30C 50 34F 36C 55 48F 44C 60 62F 52C Use only anti-freeze that is compatible with engine as specified by engine manufacturer.
P2-2
P02034
P02034
P2-3
10 HOUR (DAILY) INSPECTION

Prior to each operating shift, a walk around inspection should be performed. Check the truck for general condition. Look for evidence of hydraulic leaks; check all lights and mirrors for clean and unbroken lenses; check operators cab for clean and unbroken glass; check frame, sheet metal and body for cracks. Notify the proper maintenance authority if any discrepancies are found. Give particular attention to the following: Truck Serial Number______________________ Site Unit Number_________________________ Date:______________Hour Meter___________ Name of Service person___________________ NOTE: Lube Key references are to the Lubrication Specification Chart.
10 HOUR LUBRICATION AND MAINTENANCE CHECKS

1. FAN DRIVE AND TURBOCHARGERS Check for leaks, vibration or unusual noise. Check alternator and fan belts for proper tension, condition and for alignment. 2. RADIATOR - Check coolant level and fill with proper mixture as shown in Cooling System Recommendation Chart. Refer to Engine Manual for proper coolant additives. 3. ENGINE - Check oil level. Refer to engine manufacturers service manual for oil recommendations. (Lube Key A). Inspect exhaust piping for security. 4. FUEL FILTERS (Fuel Separators) - Drain water from bottom of each filter housing. 5. HYDRAULIC TANK - Check oil level in tank, add if necessary. Refer to Hydraulic Tank Service. Oil should be visible in sight glass. - DO NOT OVERFILL. Lube Key B. 6. FUEL TANK - Fill as required. 7. BATTERIES (Not Shown) - Check electrolyte level and add water if necessary. 8. AIR CLEANERS (Not Shown) - Check air cleaner vacuum gauges in operator cab. Service air cleaners if gauge(s) show maximum restriction as follows: Cummins QSK-60C Engine: 25 in. H2O vacuum. Refer to Section C for air cleaner element servicing instructions. (Be certain to reset the restriction indicator using the Reset Button after element replacement.) Empty air cleaner dust caps.
COMMENTS
INITIALS
P2-4
P02034
10 HOUR (DAILY) INSPECTION (continued)

9. WHEELS AND TIRES a. Inspect tires for proper inflation and wear. b. Inspect for debris embedded in cuts or tread. c. Inspect for damaged, loose, or missing wheel mounting nuts or studs. 12. BODY-UP SWITCH (Not Shown) Clean sensing area of any dirt accumulation and check that wiring is intact. 13. CAB AIR FILTER (Not Shown) - Under normal operating conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean filter element with mild soap and water, rinse completely clean and air dry with maximum of 40 psi (275 kPa). Reinstall filter. 14. AUTOMATIC LUBE SYSTEM a. Check grease reservoir; fill as required. Lube Key D. b. Inspect 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 Hydrair Suspension Pin Joints Upper & Lower Body Hinge Pins Hoist Cylinders Pins - Upper & Lower Anti-sway Bar - Both Ends 15. COOLING AIR DUCTWORK Inspect ductwork from blower to rear drive case to be certain that ductwork is secure and undamaged and there are no cooling air restrictions. COMMENTS d INITIALS
P02034
P2-5

Truck Serial Number_______________________ Site Unit Number__________________________ Date:___________Hour Meter______________ Name of Service person______________________ COMMENTS MOTORIZED WHEELS - Check for correct oil level. Refer to G.E. Motorized Wheel Service & Maintenance Manual for lubrication specifications. d INITIALS
* The following checks are required only after the initial hours of operation (such as: new truck commissioning, or a new/rebuilt component installation), check: *1. FUEL FILTERS - Change the Fuel Filters (Fuel Separators). Refer to the engine manufacturers maintenance manual for fuel filter replacement instructions. *2. HYDRAULIC SYSTEM FILTERS Replace filter elements only, after the initial 50 and 250 hours of operation; then at each 500 hours of operation thereafter. *3. FAN DRIVE ASSEMBLY - Check the torque for the six fan mounting capscrews - 175 ft.lbs. (237 N.m).
P2-6
P02034

* 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: *1. HYDRAULIC SYSTEM FILTERS Replace filter elements only, after the initial 100 and 250 hours of operation; then at each 500 hours of operation thereafter.
Truck Serial Number_______________________ Site Unit Number__________________________ Date:___________Hour Meter______________ Name of Service person______________________ COMMENTS d INITIALS
P02034
P2-7

Maintenance for the 10 hour Lubrication and Maintenance Checks should also be carried out at this time. NOTE: Lube Key references are to the Lubrication Specification Chart. Truck Serial Number _______________________ Site Unit Number __________________________ Date:____________Hour Meter_______________ Name of Service person____________________ COMMENTS 1. ENGINE - Refer to Cummins Operation & Maintenance manual for complete specifications regarding engine lube oil specifications. NOTE: If engine is equipped with the CENTINEL* oil system, engine oil and filter change intervals are extended beyond 250 hours. Refer to Cummins Operation & Maintenance manual for specific oil & filter change intervals. 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. Check the fan belt tension. Refer to Cummins Operation & Maintenance manual for specific fan belt adjustment instructions. 2. FUEL FILTERS - Change the Fuel Filters (Fuel Separators). Refer to Cummins Operation & Maintenance manual for specific fuel filter replacement instructions. d INITIALS
* The CentinelTM system is a duty-cycle-dependent lubrication management system whereby oil is blended with the fuel and extension of oil change intervals can occur. (CONTINUED NEXT PAGE)
P2-8
P02034
250 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)

3. 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. 4. COOLING SYSTEM a. Check cooling system for proper coolant mixture. Add coolant mixture as required. b. COOLANT FILTERS - Change coolant filters. Refer to engine manufacturers maintenance manual for coolant filter replacement instructions and proper coolant mixture instructions. 5. REAR WHEEL MOUNTING - Using a mirror on a long rod and a flashlight, inspect where possible, 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 Section G, for these procedures. 6. 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 truck to operation. 7. STEERING LINKAGE - Check torque on pin retaining nuts (steering linkage), 525 ft.lbs. (712 N.m). Check torque on tie rod retaining capscrews, 310 ft.lbs. (420 N.m). 8. MAGNETIC PLUG - Remove magnetic plug from front wheel covers and inspect for debris. Clean the plug and perform any necessary repairs. * These checks are 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: *9. HYDRAULIC SYSTEM FILTERS Replace filter elements 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. *10. MOTORIZED WHEEL GEAR CASE - Refer to the G.E. planned maintenance manual and specific motorized wheel shop manual. COMMENTS d INITIALS
P02034
P2-9

Maintenance for every 10, 50, & 250 hour Lubrication and Maintenance Checks should also be carried out at this time. NOTE: Lube Key references are to the Lubrication Specification Chart. Truck Serial Number _____________________ Site Unit Number ________________________ Date:____________Hour Meter_____________ Name of Service person___________________ COMMENTS 1. FINAL DRIVE CASE BREATHERS - Remove breather elements for motorized wheels and clean or replace elements. 2. HYDRAULIC SYSTEM FILTERS - Replace tank breathers and high pressure filter elements. Check 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 (Not Shown) Lubricate treadle roller and hinge pins with lubricating oil. Lift boot from mounting plate and apply a few drops of lubricating oil between mounting plate and plunger. 5. HOIST LIMIT SWITCH (Not Shown) - Check operation. Clean and adjust as necessary. 6. HOIST ACTUATOR LINKAGE (Not Shown) Check operation. Clean, lubricate, and adjust as necessary. 7. PARKING BRAKE (Not Shown) Refer to Section J, Parking Brake, Maintenance and perform the inspection recommended. d INITIALS
P2-10
P02034
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS

Maintenance for every 10, 50, 250, & 500 hour Lubrication and Maintenance Checks should also be carried out at this time. NOTE: Lube Key references are to the Lubrication Specification Chart. 1. HYDRAULIC TANK - Drain hydraulic oil and clean inlet strainer. Refill tank with oil, approximate capacity 250 gal. (947 l). Use Lube Key B. 2. RADIATOR - Clean cooling system with a quality cleaning compound. Flush with water. Refill system with anti-freeze and water solution. Check Cooling System Recommendation Chart for correct mixture. Refer to engine manufacturers manual for correct additive mixture. 3. FUEL TANK - Remove breather and clean in solvent. Dry with air pressure and reinstall. 4. OPERATORS SEAT - Apply grease to slide rails. Use Lube Key D. 5. AUTOMATIC BRAKE APPLICATION - Check that brakes are automatically applied when hydraulic brake pressure decreases below specified limit. Refer to Section J, Brake Checkout procedure . 6. AUXILIARY BLOWER - Apply a few pumps of grease to auxiliary blower bearings. There are two grease zerks (1, Figure 4-1) located on auxiliary blower (2).
Truck Serial Number _____________________ Site Unit Number ________________________ Date:____________Hour Meter_____________ Name of Service person___________________ COMMENTS d INITIALS
FIGURE 4-1. AUXILIARY BLOWER 1. Grease Zerk 2. Auxiliary Blower
P02034
P2-11
Truck Serial Number _____________________ Site Unit Number ________________________ Date:____________Hour Meter_____________ Name of Service person___________________
2500 HOUR MAINTENANCE CHECKS

MOTORIZED WHEELS - Drain and replace gear oil. Refer to G.E. Motorized Wheel Service & Maintenance Manual for lubrication specifications. Lube Key C.
COMMENTS
INITIALS
5000 HOUR MAINTENANCE CHECKS

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 tubes. Refer to the service manual. NOTE: Do not use a hot pressure washer or high pressure air to clean tubes, hot water/high pressure causes pre-cleaner tubes to distort.
COMMENTS
INITIALS
P2-12
P02034
AUTOMATIC LUBRICATION SYSTEM

GENERAL DESCRIPTION
The Lincoln Automatic Lubrication System is a pressurized lubricant delivery system which delivers a controlled amount of lubricant to designated lube points. The system is controlled by an electric timer which signals a solenoid valve to operate a hydraulic motor powered grease pump. Hydraulic oil for pump operation is supplied by the truck steering circuit. Grease output is proportional to the hydraulic motor input flow. A pump control manifold, mounted on top of the hydraulic motor, controls input flow and pressure. 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 reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump cylinder to move up and down. The pump is a positive displacement, double-acting type as grease output occurs on both the up and the down stroke. During the down stroke, the pump cylinder is extended into the grease. Through the combination of shovel action and vacuum generated in the pump cylinder chamber, the grease is forced into the pump cylinder. Simultaneously, grease is discharged through the outlet of the pump. The volume of grease during intake is twice the amount of grease output during one cycle. During the upstroke, the inlet check valve closes, and one half the grease taken in during the previous stroke is transferred through the outlet check and discharged to the outlet port.
Over-pressurizing of the system, modifying parts, using incompatible chemicals and fluids, or using worn or damaged parts, may result in equipment damage and/or serious personal 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 manufacturers 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 pressure. 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 serious bodily injury including possible need for amputation. Adequate protection is recommended to prevent splashing of material onto the skin or into the eyes. If any fluid appears to penetrate the skin, get emergency medical care immediately! Do not treat as a simple cut. Tell attending physician exactly what fluid was injected.
FIGURE 3-1. PUMP AND RESERVOIR COMPONENTS 1. Hose From Filter 2. Outlet to Injectors 3. Hydraulic Motor 4. Pressure Reducing Valve 5. Solenoid Valve 6. Vent Valve 7. Pressure Gauge 8. Pump Assembly 9. Flow Control Valve 10. Pressure Switch 11. Junction Box 12. Grease Reservoir 13. Vent Hose
P03018 4/00
Automatic Lubrication System
P3- 1
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 2. L.H. Suspension, Bottom Bearing 3. L.H. Body Pivot Pin 4. L.H. Hoist Cylinder, Top Bearing 5. L.H. Hoist Cylinder, Bottom Bearing 6. L.H. Anti-Sway Bar Bearing 7. Rear Axle Pivot Pin 8. Grease Supply From Pump 9. Pressure Switch, N.O., 2000 psi (13 790 kPa) 10. R.H. Suspension, Top Bearing 11. R.H. Suspension, Bottom Bearing 12. R.H. Body Pivot Pin 13. R.H. Hoist Cylinder, Top Bearing 14. R.H. Hoist Cylinder, Bottom Bearing 15. R.H. Anti-Sway Bar Bearing 16. Vent Hose 17. Junction Box 18. Pressure Switch, N.O., 2500 psi (17 237 kPa) 19. Grease Pump 20. Vent Valve 21. Filter 22. Grease Supply to Injectors 23. Truck Frame 24. Injector
P3- 2
P03018 4/00
SYSTEM COMPONENTS
Filter (21, Figure 3-2) A filter assembly mounted on the grease reservoir filters the grease prior to refilling the reservoir from the shop supply. A bypass indicator alerts service personnel when the filter requires replacement. Hydraulic Motor and Pump (3 & 8, Figure 3-1) The rotary hydraulic pump is a fully hydraulically operated grease pump. An integrated pump control manifold is incorporated with the motor to control input flow and pressure. Note: The pump crankcase oil level must be maintained to the level of the pipe plug port. If necessary, refill with 10W-30 motor oil.
Vent Valve (6, Figure 3-1) With the vent valve closed, the pump continues to operate until maximum grease pressure is achieved. As this occurs, the vent valve opens and allows the grease pressure to drop to 0, so the injectors can recharge for their next output cycle. Lubrication Cycle Timer (1, Figure 3-4) The solid state lubrication cycle timer provides a 24 VDC timed-interval signal to energize the solenoid valve (5, Figure 3-1), providing oil flow to operate the grease pump motor. This timer is mounted in the Electrical Interface Cabinet. Delay Timer (11, Figure 3-4) The delay timer, located in the Electrical Interface Cabinet, provides a one minute delay in the low pressure warning lamp circuit to allow a normally operating system to attain full grease system pressure without activating the warning lamp. If the system fails to reach 2000 psi (13 789 kPa) within this time period, the timer will apply 24VDC to several relays which will illuminate the low pressure warning lamp in the overhead display. An external 604K ohm resistor determines the delay period. Pump Cutoff Pressure Switch (N.O. 2500 psi [17 237 kPa]) (10, Figure 3-1) This pressure switch de-energizes the pump solenoid relay when the grease line pressure reaches the switch pressure setting, turning off the motor and pump. Grease Pressure Failure Switch (N.O. 2000 psi [13 789 kPa]) (9, Figure 3-2) This pressure switch monitors grease pressure in the injector bank on the rear axle housing. If the proper pressure is not sensed within 60 seconds (switch contacts do not close), several relays energize, actuating a warning lamp circuit to notify the operator a problem exists in the the lube system. Pressure Gauge (7, Figure 3-1) The pressure gauge monitors hydraulic oil pressure to the inlet of the hydraulic motor. Injectors (24, Figure 3-2) Each injector delivers a controlled amount of pressurized lubricant to a designated lube point. Refer to Figure 3-2 for locations.
Hydraulic oil supply inlet pressure must not exceed 3000 psi (20 685 kPa). Exceeding the rated pressure may result in damage to the system components and personal injury. Grease Reservoir (12, Figure 3-1) The reservoir has an approximate capacity of 60 lbs. (27 kg) of grease. When the grease supply is replenished by filling the system at the service center, the grease is passed through the filter to remove contaminants before it flows into the reservoir. Pressure Reducing Valve (4, Figure 3-1) The pressure reducing valve, located on the manifold reduces the hydraulic supply pressure (from the truck steering circuit) to a suitable operating pressure, [325350 psi (2 240-2 415 kPa)] for the hydraulic motor used to drive the lubricant pump. Flow Control Valve (9, Figure 3-1) The flow control valve mounted on the manifold, controls the amount of oil flow to the hydraulic motor. The flow control valve has been factory adjusted and the setting should not be disturbed. Solenoid Valve (5, Figure 3-1) The solenoid valve, when energized, allows oil to flow to the hydraulic motor.
P03018 4/00
P3- 3
System Operation
Normal Operation: 1. During truck operation, the lubrication cycle timer (1, Figure 3-4) will energize the system at a preset time interval. 2. The timer provides 24 VDC through the normally closed relay, RB7K5 (4) used to energize the pump solenoid valve (5), allowing hydraulic oil provided by the truck steering pump circuit to flow to the pump motor and initiate a pumping cycle. 3. The hydraulic oil pressure from the steering circuit is reduced to 325 to 350 psi (2 240 to 2 413 kPa) by the pressure reducing valve (4, Figure 3-3) before entering the motor. In addition, the amount of oil supplied to the pump is limited by the flow control valve (6). Pump pressure can be read using the gauge (5) mounted on the manifold. 4. With oil flowing into the hydraulic motor, the grease pump will operate, pumping grease from the reservoir to the injectors (13), through a check valve (10) and to the vent valve (11).
5. During this period, the injectors will meter the appropriate amount of grease to each lubrication point. 6. When grease pressure reaches the pressure switch (3, Figure 3-4) setting, the switch contacts will close and energize the relay RB7K5, removing power from the hydraulic motor/pump solenoid and the the pump will stop. The relay will remain energized until grease pressure drops and the pressure switch opens again or until the timer turns off. 7. After the pump solenoid valve is de-energized, hydraulic pressure in the manifold drops and the vent valve will open, releasing grease pressure in the lines to the injector banks. When this occurs, the injectors are then able to recharge for the next lubrication cycle. 8. The system will remain at rest until the lubrication cycle timer turns on and initiates a new grease cycle.
FIGURE 3-3. HYDRAULIC SCHEMATIC 1. Hydraulic Oil Return 2. Hydraulic Oil Supply 3. Pump Solenoid Valve 4. Pressure Reducing Valve 5. Motor Pressure Gauge 6. Flow Control Valve 7. Hydraulic Motor 8. Grease Pump 9. Pressure Switch (N.O.) 10. Check Valve 11. Vent Valve 12. Orifice 13. Injector Bank
P3- 4
P03018 4/00
Pressure Failure Detection Circuits: 1. When the lubrication cycle is initiated, 24VDC flows through relay RB7K1 (7, Figure 3-4) N.C. contacts to a 1 minute delay timer (11). 2. If the system is operating normally, grease pressure at the rear axle injector bank will rise to pressure switch (6) setting of 2000 psi (13.8 MPa) and energize relay RB7K1 (7), removing 24VDC from the delay timer.
3. If a problem occurs and the system is not able to attain 2000 psi (13.8 MPa), the delay timer (11) will energize relay RB7K4 (12) after 60 seconds, turning on the Low Lube System Pressure warning lamp on the overhead display. After RB7K4 relay energizes, it will energize relay RB7K3 (10). 4. Once RB7K3 is energized, it will latch and remain energized as long as the keyswitch is on. In addition, RB7K4 will also remain energized and the Low Lube Pressure Warning lamp will remain on to notify the operator a problem exists and the system requires service.
FIGURE 3-4. ELECTRICAL SCHEMATIC 1. Lubrication Cycle Timer 2. Circuit Breaker CB7 (In Electrical Interface Cabinet) 3. Pressure Switch; N.O., 2500 psi (17 237 kPa) 4. Relay K5 (On Relay Board RB7) 5. Grease Pump Motor Solenoid Valve 6. Pressure Switch; N.O. 2000 psi (13 790 kPa) 7. Relay K1 (On Relay Board RB7) 8. Lube System Manual Test Switch 9. Circuit Breaker CB9 (In Electrical Interface Cabinet) 10. Relay K3 (On Relay Board RB7) 11. Circuit Time Delay Module 12. Relay K4 (On Relay Board RB7) 13. Low Grease Pressure Warning Lamp (On Overhead Display Panel) 14. Warning & Caution Lamp Test Switch (On Overhead Display Panel)
P03018 4/00
P3- 5
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 passage (4) leading to the measuring chamber (1) above the injector piston (2).
STAGE 2. When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring 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 measuring 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).
Injector is now ready for the next cycle.
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GENERAL INSTRUCTIONS
LUBRICANT REQUIRED FOR SYSTEM Grease requirements will depend on ambient temperatures encountered during truck operation: Above 90F (32C) - Use NLGI No.2 multipurpose grease (MPG). -25 to 90F (-32 to 32C) - Use NLGI No. 1 multipurpose grease (MPG). Below -25F (-32C) - Refer to local supplier for extreme cold weather lubricant requirements. SYSTEM PRIMING The system must be full of grease and free of air pockets to function properly. After maintenance, if the primary or secondary lubrication lines were replaced, it will be necessary to reprime the system to eject all entrapped air. 1. Fill lube reservoir with lubricant, if necessary. 2. To purge air from the main supply line, remove the main supply line at the Lincoln Lube canister and connect an external grease supply to the line. 3. Remove plugs from each injector group in sequence (right front, left front, and rear axle). 4. Using the external grease source, pump grease until grease appears at the group of injectors and re-install the pipe plug. Repeat for remaining injector groups. 5. Remove the caps from each injector and connect 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. Pump Pressure Control High pressure hydraulic fluid from the truck steering system is reduced to 325 to 350 psi (2 240 to 2 413 kPa) by the pressure reducing valve located on the manifold on top of the pump motor. This pressure can be read on the gauge installed on the manifold and should be checked occasionally to verify pressure is within the above limits. Pressure Control Valve Adjustment 1. With the truck engine running, activate the lube system manual test switch to start the hydraulic motor and pump. 2. Loosen the locknut on the pressure control (1, Figure 3-5) by turning the nut counterclockwise. 3. Turn the valve stem counterclockwise until it no longer turns. (The valve stem will unscrew until it reaches the stop - it will not come off.) Note: This is the minimum pressure setting, which is about 170 psi (1 172 kPa). 4. With the pump stalled against pressure, turn the pressure control valve stem clockwise until 325 to 350 psi (2 240 to 2 413 kPa) is attained on the manifold pressure gauge (2). 5. Tighten the locknut to lock the stem in position. Note: The flow control valve (4) is factory adjusted to 2.5 GPM (9.5 L/min.). Do not change this setting.
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 2. Pressure Gauge 3. Oil Level Plug 4. Flow Control Valve
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P3- 7
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 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 injection cycle. The injector piston travel distance determines the amount of lubricant supplied. This travel is in turn controlled by an adjusting screw in the top of the injector housing. Turn the adjusting screw (1, Figure 3-6) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount. When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting 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 mm) adjusting screw threads should be showing. Decrease the delivered lubricant amount by turning the adjusting screw clockwise to limit injector piston travel. If only half the lubricant is needed, turn the adjusting screw to the point where about 0.19 inch (4.8 mm) threads are showing. The injector will be set at minimum delivery point with about 0.009 inch (0.22 mm) thread showing. NOTE: The above information concerns adjustment of injector delivery volume. The timer adjustment should also be changed, if overall lubricant delivery is too little or too much. Injector output should NOT be adjusted to less than one-fourth capacity. NOTE: The Piston Assembly (8) has a visible indicator pin at the top of the assembly to verify the injector operation. FIGURE 3-6. TYPE SL-1 INJECTOR 1. Adjusting Screw 2. Locknut 3. Piston Stop Plug 4. Gasket 5. Washer 6. Viton O-Ring 7. Injector Body Assy. 8. Piston Assembly 9. Fitting Assembly 10. Plunger Spring 11. Spring Seat 12. Plunger 13. Viton Packing 14. Inlet Disc 15. Viton Packing 16. Washer 17. Gasket 18. Adapter Bolt 19. Adapter 20. Viton Packing
SYSTEM CHECKOUT
To check system operation (not including timer), proceed as follows: 1. Turn keyswitch ON and start the engine. 2. Actuate the Lube System Test Switch at the reservoir/pump assembly on the front bumper. 3. The motor and pump should operate until the system attains 2500 psi (17 237 kPa). 4. Once the required pressure is achieved, the pump motor should turn off and the system should vent. 5. Check for pump, hose or injector damage or leakage with the system under pressure. 6. After checking system, shutdown engine, observing normal precautions regarding high voltage present in the propulsion system before attempting to repair lube system.
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LUBRICATION CYCLE TIMER CHECK To check the solid state timer operation without waiting for the normal timer setting, proceed as follows: 1. Remove timer dust cover. NOTE: The timer incorporates a liquid and dust tight cover which must be in place and secured at all times during truck operation. 2. Adjust timer selector (3, Figure 3-7) to 5 minute interval setting. 3. The timer should cycle in five minutes if the truck is operating. NOTE: If the timer check is being made on a cold start, the first cycle will be approximately double the nominal setting. All subsequent cycles should be within the selected time tolerance. 4. Voltage checks at the timer should be accomplished if the above checks do not identify the 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.
Lubrication Cycle Timer Adjustment The timer is factory set for a nominal 2.5 minute (off time) interval. Dwell time is approximately 1 minute, 15 seconds. A longer interval (off time) is obtained by turning the Selector knob (3, Figure 3-7) to the desired position . NOTE: Set timer by turning the Selector knob (3) to the 2.5 minute setting point. Then, turn the Selector clockwise, one detent at a time, to the desired setting, or until the maximum limit of eighty minutes is reached. The timer is a sealed unit, do not attempt disassembly. FILTER ASSEMBLY The filter assembly element (5, Figure 3-8) should be replaced if the bypass indicator (2) shows excessive element restriction.
FIGURE 3-7. TIMER (TOP COVER REMOVED) 1. Timer Enclosure 2. Red LED (Light Emitting Diode) 3. Timer Selector FIGURE 3-8. FILTER ASSEMBLY 1. Housing 2. Bypass Indicator 3. O-Ring 4. Backup Ring 5. Element 6. Spring 7. Bowl 8. O-Ring 9. Plug
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P3- 9
PUMP REBUILD
13. Using a .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 the pump plunger, is required.) 15. Unscrew the plunger link rod (17) from the plunger tube (11) and slide off the cup seal (16) backup washer (15) and wrist pin anchor (14). 16. Unscrew the plunger tube (11) from the outlet pin (9). 17. To dismantle the crankrod assembly (1 through 8), remove flat head screws (1) and the inner and outer weights (2 & 3). 18. Remove the small retaining rings (6) and press the crank eccentric (7) out of the ball bearing (8). Be sure to support the ball bearing on the inner race.
Be certain to bleed steering accumulators to relieve hydraulic pressure and to relieve pump outlet grease pressure before removing any hoses or fittings. Disassembly 1. Remove the four socket head screws (33, Figure 3-9) and separate the manifold (37) from the hydraulic motor (42). 2. Remove pipe plug (45) and drain the crankcase oil from pump housing (46). 3. Remove the six screws (29) and remove the housing cover (30) and cover gasket (31). 4. Remove retaining ring (57) and pull the shovel plug (56) from the housing tube (55). 5. Remove two socket head screws (44) and separate hydraulic motor (42) from the pump housing (46). 6. Remove two outlet pin nuts (50) from pump housing. 7. Remove the pump subassembly (1 through 28) from the pump housing. Pushing the subassembly up with a .75 in. (19 mm) diameter wooden or plastic rod against the check seat housing (28) is helpful. 8. Remove the housing tube (55) from the pump housing by inserting a .75 in. (19 mm) diameter rod through the inlet holes at the bottom of the housing tube and unscrewing it. 9. Remove the bronze bearing (51), O-ring (52), backup washer (53), and O-ring (54) from the housing tube. 10. Remove the crankrod assembly (1 through 8) from the pump by unscrewing the button head screws (12) and then pulling out the wrist pin bushings (13). 11. Remove the check seat housing (28) from the 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.
Cleaning and Inspection 1. Discard all seals and gaskets. Repair kits are available containing all the necessary seals and gaskets for reassembly. Refer to the appropriate truck parts book. 2. Clean and inspect the following parts. Replace if excessive wear is evident: Ball bearing (8) Crank eccentric (7) Crankrod (5) Wrist pin bushings (13) Plunger tube (11) Pump plunger & upper check parts (20, 19 & 18) Pump cylinder (24) Check seat housing/lower check ball (28, 26) Upper bronze bushing (51) Housing tube (55) Shovel plug (56) Reciprocating tube (21)
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1. Screw 2. Outer Weight 3. Inner Weight 4. Retaining Ring 5. Crankrod 6. Retaining Ring 7. Eccentric Crank 8. Ball Bearing 9. Outlet Pin 10. O-Ring 11. Plunger Tube 12. Screw 13. Wrist Pin Bushing 14. Wrist Pin Anchor 15. Backup Washer P03018 4/00
FIGURE 3-9. LUBE PUMP ASSEMBLY 16. Cup Seal 31. Cover Gasket 32. Gauge 17. Plunger Rod 18. Spring 33. Screw 19. Steel Ball 34. Valve Cartridge 35. Solenoid Valve 20. Plunger 21. Reciprocating Tube 36. Connector 22. Cup Seal 37. manifold 38. Press. Reducing Valve 23. O-Ring 24. Cylinder 39. Flow Control Valve 40.O-Ring 25. Ball Cage 26. Steel Ball 41. Gasket 27. O-Ring 42. Hydraulic Motor 43. Washer 28. Check Seat 29. Screw 44. Screw 30. Housing Cover Automatic Lubrication System
45. Pipe Plug 46. Pump Housing 47. Backup Ring 48. O-Ring 49. O-Ring 50. Nut 51. Bronze Bearing 52. O-Ring 53. Backup Washer 54. O-Ring 55. Housing Tube 56. Shovel Plug 57. Retaining Ring 58. Orifice Fitting
P3- 11
Assembly Note: Use Loctite 242 (or equivalent) thread locker on all torqued, threaded connections. Use extreme care to prevent thread locker from flowing into adjacent areas such as clearance fits and ball check. Allow a minimum of 30 minutes cure time before operating pump.
8. Assemble crank rod assembly, to pump with bushings (13) and button head screws (12). Tighten screws to 100 - 110 in. lbs. (11.3 - 12.4 N.m) torque. 9. Place pump subassembly (parts 1 through 28) into pump housing (46). 10. Install new O-ring (54), backup washer (53) and O-ring (52) and bronze bushing (51) into housing tube (55). 11. Install housing tube assembly onto pump housing (46). Be certain reciprocating tube (21) is inserted through both bushings. Using a .75 in. (19 mm) diameter rod through the inlet holes at bottom of tube, tighten to 20 - 25 ft. lbs. (27.1 - 33.9 N.m) torque. 12. Install shovel plug (56) and retainer (57). 13. Install new backup rings (47), O-rings (48 & 49), and outlet pin nuts (50). Tighten to 30 - 35 ft. lbs. (40.7 - 47.5 N.m) torque. 14. Install gasket (41) and motor (42) on pump housing (46). Install washers (43) and socket head screws (44). 15. Install shovel plug (56) in housing tube (55). Install retaining ring (57). 16. Install gasket (31), cover (30) and six self-tapping screws (29), on pump housing. 17. Using new O-rings (40), install manifold (37) on motor (42). Install socket head screws (33). 18. With the pump assembly in its normal operating position, add SAE 10W-30 motor oil to pump housing until oil is level with bottom of pipe plug (45) hole. Install pipe plug.
1. Support ball bearing (8, Figure 3-9) inner race and press eccentric (7) into bore. Install small retaining rings (6). 2. Assemble crankrod assembly parts; large retaining rings (4), inner weights (3), outer weights (2) and install flat head screws (1). Tighten to 100 110 in. lbs. (11.3 - 12.4 N.m) torque. 3. Using a new O-ring (10), install install plunger tube (11) on outlet pin (9). Tighten to 100 - 110 in. lbs. (11.3 - 12.4 N.m) torque. 4. Assemble the wrist pin anchor (14), backup washer (15), cup seal (16) and plunger link rod (17) onto plunger tube (11). Tighten to 100 - 110 in. lbs. (11.3 - 12.4 N.m) torque. 5. Assemble spring (18), ball (19), and plunger (20) on plunger link rod (17). Tighten plunger to 100 110 in. lbs. (11.3 - 12.4 N.m) torque. 6. Install reciprocating tube (21) onto wrist pin anchor (14). Tighten to 20 - 25 ft. lbs. (27.1 - 33.9 N.m) torque. 7. Install cup seal (22), O-ring (23), cylinder (24), ball cage (25), ball (26), O-ring (27) and check seat (28) into reciprocating tube (21). Tighten check seat housing to 20 - 25 ft. lbs. (27.1 - 33.9 N.m) torque.
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SYSTEM TROUBLESHOOTING CHART

If the following procedures do not correct the problem, contact a factory authorized service center. POSSIBLE CAUSES TROUBLE: Pump Does Not Operate Lube system not grounded. Electrical power loss. Timer malfunction. Solenoid valve malfunctioning. RB7K5 Relay malfunctioning Motor or pump malfunction. Pressure switch defective Correct grounding connections to pump assembly and truck chassis. Locate cause of power loss and repair. Check circuit breaker CB7. Be sure keyswitch is ON. Replace timer assembly Replace the solenoid valve assembly Replace relay Replace motor and/or pump assembly Replace pressure switch SUGGESTED CORRECTIVE ACTION
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. Lubricant supply line leaking. Vent valve leaking. Pump worn or scored. Prime system to remove trapped air. Check lines and connections to repair leakage. Clean or replace vent valve. 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 the pump building pressure and then venting. All injectors inoperative - pump build up not sufficient to cycle injectors. Replace individual injector assembly. Service and/or replace pump assembly.
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POSSIBLE CAUSES TROUBLE: Pressure Gauge Does Not Register Pressure No system pressure to the pump motor. No 24 VDC signal at pump solenoid. Pressure reducing valve set too low. Relay (RB7K5) may be defective.
Check hydraulic hose from steering system. Determine problem in 24 VDC electric system. Refer to Pressure Control Valve Adjustment. Replace relay.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All No signal at RB7K5 relay. Pressure switch may be defective Pressure reducing valve may be set too low. Grease viscosity may be too high for temperature at which pump is operating. Check Timer and CB7. Replace pressure switch. Refer to Pressure Control Valve Adjustment. Replace grease with a lower viscosity lubricant.
Pump inlet check or outlet check may have foreign matter trapped causing leakage. Lubricant supply line leaks or is broken. Insufficient hydraulic oil supply.
Remove, inspect and clean, if necessary. Inspect sealing surfaces between checks. Replace if rough or pitted. Repair lubricant supply line Check oil pressure and flow to motor.
TROUBLE: Lube Cycle Timer Not Operating Timer BAT (-) connection is not on grounded member. Timer BAT (+) connection not on circuit continuously connected to BAT (+) terminal during operation of vehicle. Connect to good ground. Establish direct connection between Timer BAT (+) connection and 24 V BAT (+) terminal.
Loose wire connections at any of the timer terminals.
Secure wire connections.
TROUBLE: Timer Stays Timed Out Commutation failure in timer caused by damaged component. Output relay contacts welded shut caused by extended short to ground. Solenoid valve connected to IGN terminal of timer instead of terminal marked SOL. Replace Timer. Replace Timer Correct wiring hook-up.
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POSSIBLE CAUSES
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 supply to the timer overcoming suppressor capacitor causing uncontrolled turn-on of its output relay. IMPORTANT: In some instances, electrical noise may be generated into vehicle electrical system 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.
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P3- 15
Preventative Maintenance Procedures

The following maintenance procedures should be used to insure proper system operation. Daily Lubrication System Inspection 1. Check grease reservoir level. Inspect grease level height after each shift of operation. Grease usage should be consistent from day-to-day operations. Lack of lubricant usage would indicate an inoperative system. Excessive usage would indicate a broken supply line. 2. Check filter bypass indicator when filling reservoir. Replace element if bypassing. 3. Check all grease feed line hoses from the SL-1 Injectors to the lubrication points. a. Repair or replace all damaged feed line hoses. b. Make sure that all air is purged and all new feed line hoses are filled with grease before sending the truck back into service. 4. Inspect key lubrication points for a bead of lubricant around seal. If a lubrication point appears dry, troubleshoot and repair problem. 250 Hour Inspection 1. Check all grease feed line hoses from the SL-1 Injectors to the lubrication points (see, Figure 3-2). a. Repair or replace all worn / broken feed line hoses. b. Make sure that all air is purged and all new feed line hoses are filled with grease before sending the truck back into service. 2. Check all grease supply line hoses from the pump to the SL-1 injectors. a. Repair or replace all worn / broken supply lines. b. Make sure that all air is purged and all new supply line hoses are filled with grease before sending the truck back into service. 3. Check grease reservoir level. a. Fill reservoir if low. b. Check reservoir for contaminants. Clean, if required. c. Check that all filler plugs, covers and breather vents on the reservoir are intact and free of contaminants. 4. Inspect all bearing points for a bead of lubricant around the bearing seal. It is good practice to manually lube each bearing point at the grease fitting provided on each Injector. This will indicate if there are any frozen or plugged bearings, and will help flush the bearings of contaminants. 5. System Checkout a. Remove all SL-1 injector cover caps to allow visual inspection of the injector cycle indicator pins during system operation. b. Start truck engine. c. Actuate the Lube System Test Switch. The hydraulic motor and grease pump should operate. d. With the grease under pressure, check each SL-1 injector assembly. The cycle indicator pin should be retracted inside the injector body. e. When the system attains 2500 psi (17 237 kPa), the pump should shut off and the pressure in the system should drop to zero, venting back to the grease reservoir. f. With the system vented, check all of the SL-1 injector indicator pins; all of the pins should be visible. Replace or repair injectors, if defective. g. Reinstall all injector cover caps. h. Check timer operation. Note: With engine running, lube system should activate within 5 minutes. The system should build 2000 to 2500 psi within 25-40 seconds. i. If the system is working properly, the machine is ready for operation. j. If the system is malfunctioning, refer to the troubleshooting chart.
1000 Hour Inspection 1. Check pump housing oil level and correct if necessary.
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SECTION Q ALPHABETICAL INDEX

A
Abbreviations, Propulsion System . . Accelerator Pedal . . . . . . . . . . . Accumulator, Steering . . . . . . . . Accumulator, Brake . . . . . . . . . . AC Drive System Electrical Checkout AID System . . . . . . . . . . . . . . Air Cleaners . . . . . . . . . . . . . . Air Conditioning System . . . . . . . Component Service . . . . . . . . . Alarm Indicating Device (AID) . . . . Alternator, 24VDC (240 Amp) . . . . Alternator, Propulsion . . . . . . . . . Antifreeze Recommendations . . . . Anti-sway Bar . . . . . . . . . . . . . Automatic Lubrication System . . . . Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-41 E2-51 . L6-2 J3-22 . E3-1 . D3-3 . C5-1 . M9-1 . M9-1 . D3-3 M13-1 . C4-1 . P2-2 . G4-4 . P3-1 . G4-1 Brake Circuit . . . . . . . . . . . . . . Bleeding Procedures Service Brakes . . . . . . . . . . . Parking Brake . . . . . . . . . . . Checkout Procedure . . . . . . . . . Failure Modes Checkout Procedure Troubleshooting . . . . . . . . . . . Brake Disc Wear Indicator . . . . . . Brake, Parking . . . . . . . . . . . . . Brake Seal Assembly, Rear . . . . . . Brake Seal Gap Adjustment (Rear) . Brakes, Wet Disc . . . . . . . . . . . Brake Valve . . . . . . . . . . . . . . Test and Adjustment . . . . . . . . . . . . . J2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-14 . J7-6 . J4-5 . J4-6 . J4-9 . J5-2 . J7-1 J5-11 J5-10 . J5-1 . J3-1 J3-10
C
Cab . . . . . . . . . . . . . . . . . . . . . Capacities, Service . . . . . . . . . . . . Charging Procedure Brake Accumulators (Hydraulic Cabinet) Brake Accumulators (Frame Mounted) . Steering Accumulators . . . . . . . . . Suspensions . . . . . . . . . . . . . . . Checkout Procedures Brake Apply Circuit . . . . . . . . . . . Brake Cooling Circuit . . . . . . . . . . Data Sheet (Hydraulic System) . . . . . Electrical Propulsion System . . . . . . Hoist Circuit . . . . . . . . . . . . . . . Steering Circuit . . . . . . . . . . . . . . Circuit Breaker Chart . . . . . . . . . . . Center Console . . . . . . . . . . . . . . Control Cabinet, Electrical . . . . . . . . Cooling System, Engine . . . . . . . . . . Cooling System, Disc Brakes . . . . . . . Cylinders Hoist . . . . . . . . . . . . . . . . . . . Steering Removal . . . . . . . . . . . . . . . . Repair . . . . . . . . . . . . . . . . . . . N2-1 . P2-1 . . . . J3-25 J3-29 . L6-5 H4-1
B
Batteries . . . . . . . . . . . Maintenance and Service . Battery Charging System . . General Description . . . . Troubleshooting . . . . . . Battery Control Box . . . . . Battery Disconnect Switches Battery Equalizer . . . . . . Bearing, Wheel Front, Installation . . . . . Front, Adjustment . . . . . Bleeddown Manifold Valve . Body, Dump . . . . . . . . . Body Guide . . . . . . . . . Body Pad . . . . . . . . . . Body-Up Retention Cable . Body-Up Switch . . . . . . . Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 . D2-1 M13-3 M13-3 M13-3 . D2-3 . D2-4 . D2-5 . G3-7 . G3-7 . L6-1 . B3-1 . B3-4 . B3-3 . B3-4 D3-13 J3-22
. . J4-1 . L10-6 L10-13 . E2-1 . L10-6 . L10-1 . D3-15 . N5-7 . E2-47 . C3-1 . . L2-6 . L8-12 . G3-10 . L6-10
Q01028 04/01
Alphabetical Index
Q1-1
D
Decks . . . . . . . . . . . . . . . . . . Diagnostic Information Display (DID) Fault Codes . . . . . . . . . . . . . Diode Board . . . . . . . . . . . . . . Differential Pressure Switch . . . . . Dual Relay Valve . . . . . . . . . . . Dump Body . . . . . . . . . . . . . . . Dump Procedure, Disabled Truck . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 E2-5 E2-5 D3-8 J3-18 J3-15 B3-1 L8-20
E
Electrical Interface Cabinet . . . . Electrical Propulsion Components Electrical System Schematic . . . Engine . . . . . . . . . . . . . . . Engine/Alternator Mating . . . . . Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 E2-1 R1-1 C4-6 C4-3 A2-3
HYDRAIR II Suspensions Front . . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . Oil and Nitrogen Specifications Hydraulic System Disc Brake Cooling System . . Filters . . . . . . . . . . . . . . Hoist Pump . . . . . . . . . . . Strainers . . . . . . . . . . . . . Schematic . . . . . . . . . . . . Steering/Brake Pump . . . . . . System Flushing . . . . . . . . Tank . . . . . . . . . . . . . . . Troubleshooting Hoist Pump . . . . . . . . . . Steering System . . . . . . .
. . . . . . H2-1 . . . . . . H3-1 . . . . . . H4-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-6 . L9-1 . L3-1 L3-15 . R1-1 L6-12 L10-10 L3-14 L3-13 L6-23
. . . . . . . . . .
I
Indicator Lights . . . . . . . . . . . . . . . N5-11 Instrument Panel . . . . . . . . . . . . . . N5-11
F
Fan, Heater . . . . . . . . . . . Filters, Hydraulic . . . . . . . . . 5 Minute Idle Timer . . . . . . . Flow Amplifier . . . . . . . . . . Flushing, Hydraulic System . . . Front Suspension, HYDRAIR II Front Tires and Rims . . . . . . Front Wheel Hub and Spindle . Fuel Tank . . . . . . . . . . . . . Vent . . . . . . . . . . . . . . . Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 . . L9-1 . D3-1 . . L6-6 L10-10 . H2-1 . G2-2 . G3-1 . B4-1 . B4-3 . B4-3
L
Ladders . . . . . . . . . . . . . Load Testing . . . . . . . . . . Lubrication and Service . . . . Lubrication Chart . . . . . . . . Lubrication System, Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2 E3-26 . P2-1 . P2-3 . P3-1
M
Metric Capscrews, Torque Chart . . . . . . A5-2 Metric Conversion Chart . . . . . . . . . . . A5-6
G
Grille, Hood & Ladders . . . . . . . . . . . B2-2 Nitrogen Specifications
N
. . . . . . . . . . . H4-6
H
Heater/Air Conditioner . . . . . Actuators . . . . . . . . . . . . Coil . . . . . . . . . . . . . . . Fan Motor and Speed Control . Hoist Circuit Operation . . . . . Hoist Limit Switch . . . . . . . . Hoist Pilot Valve . . . . . . . . . Hoist Cylinders . . . . . . . . . . Hoist Relief Valve (Adjustment) Hoist Valve . . . . . . . . . . . . Hood . . . . . . . . . . . . . . . Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2 N4-4 N4-3 N4-4 . L7-1 D3-14 . L8-9 L8-12 L10-7 . L8-1 B2-2 G3-1
O
Oiling and Charging Procedure, Operator Cab Controls . . . . . Optional Equipment Air Conditioning System . . . Alternator, 24VDC, 240 AMP Fire Control System . . . . . Fuel, Quick Fill . . . . . . . . Payload Meter II . . . . . . . Overhead Display Panel . . . . Susp.. . . . H4-1 . . . . . . . N5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1 M13-1 . M2-1 . M5-1 M20-1 N5-19
Q1-2
Alphabetical Index
Q01028 04/01
P
Parking Brake . . . . . . . . . . . . . Pedal Accelerator . . . . . . . . . . . . . Retarder . . . . . . . . . . . . . . . Service Brake . . . . . . . . . . . . Plates, Warning and Caution . . . . . Portable Test Unit (PTU) . . . . . . . Power Module . . . . . . . . . . . . . Power Train . . . . . . . . . . . . . . Engine/Alternator Mating . . . . . . Engine . . . . . . . . . . . . . . . . Pressure Control Adjustment, Pump Propulsion System Controller (PSC) Checkout Procedure . . . . . . . . Pump, Hoist System . . . . . . . . . Pump, Steering/Brake System . . . . . . . . J7-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-51 E2-51 . J3-3 . A4-1 . E3-4 . C2-1 . C4-1 . C4-3 . C4-6 L10-2 . E2-3 E3-18 . L3-1 L6-12
Spindle, Front Wheel Hub . . . . . . . . . Starter Disconnect Relay . . . . . . . . . Status/Warning Indicator Lights . . . . . Steering Accumulator Charging Procedure . . . Column . . . . . . . . . . . . . . . . . . Circuit Checkout and Adj. Procedure . . Control Valve . . . . . . . . . . . . . . . Cylinders . . . . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . . . . Strainer, Hydraulic Tank . . . . . . . . . . Suspension, HYDRAIR II Front . . . . . . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . . . . . . Switch Accumulator (Low Precharge Warning) Differential Pressure . . . . . . . . . . . Steering Pressure . . . . . . . . . . . .
. G3-1 . D2-3 . N5-20 . . . . . . . . L6-5 N5-1 L10-1 . L5-1 L6-10 L6-23 L3-15
. H2-1 . H3-1 . . L4-5 . J3-18 . . L4-3
R
Radiator . . . . . . . . . . . . . Rear Axle . . . . . . . . . . . . Rear HYDRAIR II Suspension Rear Tire and Rim . . . . . . . Relay Boards . . . . . . . . . . Retarder Pedal, Electronic . . . Rims . . . . . . . . . . . . . . . Rock Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1 . G4-1 . H3-1 . G2-3 . D3-9 E2-51 . G2-6 . B3-5
T
Tank Fuel . . . . . . . . . . . . . Hydraulic . . . . . . . . . . Tie Rod . . . . . . . . . . . . Tires and Rims Front . . . . . . . . . . . . Rear . . . . . . . . . . . . . Toe-In Adjustment . . . . . . Tools, Special . . . . . . . . Torque Tables Metric Capscrews . . . . . Standard . . . . . . . . . . 12-Point Capscrews (Grade Troubleshooting Air Cleaner . . . . . . . . . Brake System . . . . . . . Hoist Pump . . . . . . . . . Steering Circuit . . . . . . . Truck Control Interface (TCI) Checkout Procedure . . . . . . . . . . . . B4-1 . . . . . . . . L3-14 . . . . . . . . G3-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2 G2-3 G3-12 M8-1 A5-2 A5-1 A5-2 C5-5 . J4-8 L3-13 L6-23 E2-4 E3-12
S
Safety Rules . . . . . . . . . . . . . . . . Software Functions, PSC . . . . . . . . . Starter, 24VDC (Refer to Engine Service Seal Assemblies, Gap Adjustment Front Wheel . . . . . . . . . . . . . . . Rear Wheel . . . . . . . . . . . . . . . Seat, Operator . . . . . . . . . . . . . . Service Capacities . . . . . . . . . . . . Solenoid Bleeddown . . . . . . . . . . . . . . . . Special Tools . . . . . . . . . . . . . . . Specifications HYDRAIR II Oil . . . . . . . . . . . . HYDRAIR II Nitrogen . . . . . . . . . Hydraulic Oil . . . . . . . . . . . . . . . Lubrication Chart . . . . . . . . . . . . Truck Specifications . . . . . . . . . . . . . A3-1 . E2-30 Manual) . . . . . G3-9 J5-10 . N4-1 . P2-1
. . . . . . . . . . . . . . . . 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . L4-3 . . M8-1 . . . . . H4-6 H4-6 P2-1 P2-3 A2-3
U
Unloader Valve, Adjustment . . . . . . . . L10-2
. . . .
Q01028 04/01
Alphabetical Index
Q1-3
V
Valves Bleeddown Solenoid . . . . . . . . . Brake . . . . . . . . . . . . . . . . . Dual Relay . . . . . . . . . . . . . . Flow Amplifier . . . . . . . . . . . . Hoist . . . . . . . . . . . . . . . . . Hoist Pilot . . . . . . . . . . . . . . Hoist Relief, Adjustment . . . . . . . Pressure Compensator, Adjustment Steering Control . . . . . . . . . . . Unloader, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-3 . J3-1 J3-15 . L4-6 . L8-1 . L8-9 L10-7 L10-2 . L5-1 L10-2
W
Weights (Truck) . . . . . . . . . . . . . . Wheel Bearing Adjustment Front Wheel . . . . . . . . . . . . . . . Front Wheel Bearing Seal Adjustment Wheel Hub and Spindle . . . . . . . . . Wheel Motors . . . . . . . . . . . . . . . Wheels and Tires Front . . . . . . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . . . . . Window Service, Cab . . . . . . . . . . Windshield Washer . . . . . . . . . . . . Windshield Wiper . . . . . . . . . . . . . . . A2-4 . . . . . . . . . . . . . . . . . . G3-7 G3-9 G3-1 G5-4 G2-2 G2-3 N2-7 N3-2 N3-1
Q1-4
Alphabetical Index
Q01028 04/01
SECTION R SYSTEM SCHEMATICS INDEX
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . HH341
HYDRAULIC SUPPLY & BRAKE COOLING SCHEMATIC (w/HUSCO VALVE) . . . . . . . . HH347
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EJ2134
R01048
930E Schematics with Cummins QSK60 Series Engine
R1-1
NOTES
R1-2
930E Schematics with Cummins QSK60 Series Engine
R01048

Manual 930e Cummins Qsk60 A30181 A A30223

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Manual 930e Cummins Qsk60 A30181 A A30223

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Unsafe use of this machine may cause serious injury or death.

CALIFORNIA Proposition 65 Warning

CALIFORNIA Proposition 65 Warning

DANGER identifies a specific potential hazard

WARNING identifies a specific potential hazard

CAUTION is used for general reminders

KOMATSU MODEL 930E Dump Truck

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION

WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

MAJOR COMPONENT DESCRIPTION

AC Induction Traction Motorized Wheels

Major Component Description

930E MAJOR COMPONENTS

AC ELECTRIC DRIVE SYSTEM

BATTERY ELECTRIC SYSTEM

Major Component Description

STANDARD DUMP BODY*

. . . 372,727 . . . . . . 727,273 . . . . . 1,100,000 . . .

OVERALL TRUCK DIMENSIONS

Major Component Description

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

PRECAUTIONS DURING OPERATION

General Safety and Operating Instructions

OPERATING THE MACHINE

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

PRECAUTIONS FOR MAINTENANCE

BEFORE CARRYING OUT MAINTENANCE

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

ADDITIONAL JOB SITE RULES

General Safety and Operating Instructions

WHEN REPAIRS ARE NECESSARY

General Safety and Operating Instructions

Special Precautions for Working on a 930E Truck

Anytime the 930E engine is running:

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

Walk Around Inspection

General Safety and Operating Instructions

General Safety and Operating Instructions

ENGINE START-UP SAFETY PRACTICES

General Safety and Operating Instructions

AFTER ENGINE HAS STARTED

Cold Weather Starting

General Safety and Operating Instructions

MACHINE OPERATION SAFETY PRECAUTIONS

MACHINE OPERATION ON THE HAUL ROAD

General Safety and Operating Instructions