930e-3 Service Manual Rock Ejector B3-7

Shop Manual
CEBM008400
DUMP TRUCK
SERIAL NUMBERS
A30304 - A30309
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in accordance with written authorization from KAC. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA Proposition 65 Warning

Diesel engine exhaust, some of its constituents, and certain vehicle components contain or emit chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA Proposition 65 Warning

Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands after handling.
NOTES
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance 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 operator's normal seated position, unless specifically stated otherwise. Standard torque requirements are shown in torque charts in the general information section and individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have 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.
A00033
Introduction
A-1
This ALERT symbol is used with the signal words, DANGER, WARNING, and CAUTION 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
A00033
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G HYDRAIR II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00033
Introduction
A-3
KOMATSU MODEL 930E-3 DUMP TRUCK
A-4
Introduction
A00033
SECTION A GENERAL INFORMATION INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 02/94
Index
A1-1
NOTES
A1-2
Index
02/94 A01001
TRUCK COMPONENTS AND SPECIFICATIONS

Truck And Engine
The 930E-3 Dump Truck is an off-highway, rear dump truck with AC Electric Drive. The gross vehicle weight is 1,100,000 lbs. (498 960 kg). The engine is a Komatsu SSDA16V160 rated @ 2700 HP (2014 kW).
Operator's Cab
The operator cab has been engineered for operator comfort and to allow for efficient and safe operation of the truck. The cab provides wide visibility, with an integral 4-post ROPS/FOPS structure, and an advanced analog operator environment. 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 truck's operating systems.
Alternator (GE-GTA41)
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 solidstate 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. Cooling air for the control / power group and wheel motors, as well as the alternator itself, is provided by dual fans mounted on the alternator shaft.
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.
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.
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 the center console.
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 applying 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 springapplied/hydraulically-released with wheel speed application protection (will not apply with truck moving).
Suspension
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.
A02065
Major Component Description
A2-1
930E-3 MAJOR COMPONENTS

A2-2 Major Component Description A02065
SPECIFICATIONS
These specifications are for the standard Komatsu 930E Truck. Customer Options may change this listing.
SERVICE CAPACITIES
. . . . . . . . . . . . . . . . . . U.S. Gallons . . . . . . (Liters) Crankcase * . . . . . . . . . . . . . . . . 74 . . . . . . . . . .280 * Includes Lube Oil Filters Cooling System . . . . . . . . . . . . . 157 . . . . . . . . . .594 Fuel . . . . . . . . . . . . . . . . . . . . . 1200 . . . . . . . . .4542 Hydraulic System . . . . . . . . . . . . 350 . . . . . . . . 1325 Wheel Motor Gear Box. . . 25/Wheel . . . . . 95/Wheel
ENGINE
Komatsu SSDA16V160 No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750 rpm High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . 1910 rpm Rated Full Load . . . . . . . . . . . . . . . . . . . . . 1900 rpm Rated Brake HP. . 2700 HP (2014 kW) @ 1900 RPM Flywheel HP . . . . 2550 HP (1879 kW) @ 1900 RPM Weight* (Wet) . . . . . . . . 21,182 pounds (9608 kg)
* Weight does not include Radiator, Sub-frame, or Alternator
HYDRAULIC SYSTEMS
Hoist & Brake Cooling Pump:. . . . . . . . Tandem Gear Rated @ . . . . . . 246 GPM (931 l/min.) @ 1900 RPM . . . . . . . . . . . . . . . . . . . . .and 2500 psi (17 237 kPa) Steering/Brake Pump:Pressure Compensated Piston Rated @ . . . . . . 65 GPM (246 l/min.) @ 1900 RPM . . . . . . . . . . . . . . . . . . . . .and 2750 psi (18 961 kPa) Relief Pressure-Hoist . . . . . . . . 2500 psi (17.2 MPa) Relief Pressure-Steering/Brake 4000 psi (27.6 MPa) Hoist Cylinders (2) . . . . . . . . . . . . 3-Stage Hydraulic Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized Tank Capacity . . . . . . . . 250 US 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
AC ELECTRIC DRIVE SYSTEM

(AC/DC Current) Alternator . . . . . . . . . . . . . General Electric GTA - 41 Dual Impeller, In-Line Blower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,000 cfm (340 m/ min) Motorized Wheels . . GDY106 AC Induction Traction Standard Gear Ratio*. . . . . . . . . . . . . . . . . 32.62:1 Maximum Speed . . . . . . . . . . 40 MPH (64.5 km/h)
*NOTE: Wheel motor application depends upon GVW, haul road grade and length, rolling resistance, and other parameters. Komatsu & G.E. must analyze each job condition to assure proper application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . Standard Maximum Rating . . . . . . . . . . . . 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 and Rear Oil-Cooled Multiple Discs-each wheel Total Friction Area / Brake . . 15,038 in (97 019 cm) Maximum Apply Pressure . . . 2500 psi (17 238 kPa)
BATTERY ELECTRIC SYSTEM

Batteries 4 x 8D 1450CCA, 12 volt, in series/parallel, . . . . and 2x30H 800CCA, 220-ampre-hour batteries, . . . . . . . . . . bumper mounted with disconnect switch Alternator . . . . . . . . . . . 24 Volt, 260 Ampere Output Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
STEERING
Turning Circle (SAE). . . . . . . . . .97 ft. 7 in. (230.4 m) Twin hydraulic cylinders with accumulator assist to provide constant rate steering.
A02065
A2-3
STANDARD DUMP BODY CAPACITIES AND DIMENSIONS

Capacity, Heaped @ 2:1 (SAE) . . . . . . . . .276 yd3 (211 m3) Struck . . . . . . . . . . . . . . . . . . . . .224 yd3 (171 m3) Width (Inside) . . . . . . . . . . . . . . . 26 ft. 9 in. (8.15 m) Depth . . . . . . . . . . . . . . . . . . . . . . 10 ft. 7 in. (3.2 m) Loading Height . . . . . . . . . . . . . . 23 ft. 2in. (7.06 m) Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . 45 *OPTIONAL capacity dump bodies are available.
WEIGHT DISTRIBUTION
Empty Vehicle . . . . . . . .Pounds . . . . (Kilograms) Front Axle (49.3%). . . . . .226,669 . . . . . . (102 830) Rear Axle (50.7%) . . . . . .233,137 . . . . . . (105 750) Total (50% Fuel). . . . . . . 459,836 . . . . . . (208 580) Loaded Vehicle. . . . . . . .Pounds (Kilograms)
Front Axle (33.9%). . . . . .363,000 (164 656) Rear Axle (66.1%) . . . . . .737 000 . . . . . . (334 301) Total * . . . . . . . . . . . . . 1,100,000 . . . . . (498 957) *Not To Exceed 1,100,000 lbs. (498 957 kg) including options, fuel, and payload. Weights in excess of this amount require factory approval.
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 53/80 R63 Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless Rims . . . (patented Phase I New Generation rims)
OVERALL TRUCK DIMENSIONS
A2-4
A02065
SECTION A3 GENERAL SAFETY AND OPERATING INSTRUCTIONS INDEX

GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Leaving The Operators Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Precautions When Handling At High Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Precautions When Using ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Precautions For Starting Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 In Operators Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
A03021 11/03
General Safety and Operating Instructions
A3-1
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Precautions When Performing Maintenance At High Temperature Or High Pressure . . . . . . . . . 16 Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Preliminary Procedures before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . . . . . . 20 Normal Engine Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . 21 TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 DYNAMIC RETARDING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Dynamic Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Starting On A Grade With A Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 DELAYED ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
A3-2
11/03 A03021
GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority. The following safety rules are provided as a guide for the operator. However, local conditions and regulations may add many more to this list.
Read and follow all safety precautions. Failure to do so may result in serious injury or death. Safety Rules Only trained and authorized personnel can operate and maintain the machine. Follow all safety rules, precautions and instructions when operating or performing maintenance on the machine. When working with another operator or a person on work site traffic duty, be sure all personnel understand all hand signals that are to be used.
Safety Features Ensure all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See Walk-Around Inspection, Operating Instructions - Section 3) Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety features properly. Never remove any safety features. Always keep them in good operating condition. Improper use of safety features could result in serious bodily injury or death.
Clothing And Personal Items Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Additionally, never wear oily clothes as they are flammable. Wear a hard hat, safety glasses, safety shoes, mask and gloves when operating or maintaining a machine. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials--particularly when driving pins with a hammer or when cleaning air cleaner elements with compressed air. Also, ensure that the work area is free from other personnel during such tasks.
Unauthorized Modification Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create hazards. Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
A03021 11/03
A3-3
Leaving The Operators Seat When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring, always perform the following: Move the shift control lever to NEUTRAL and apply the parking brake. Lower the dump body, set the dump lever to the FLOAT position. Stop the engine. When exiting the machine, always lock compartments, and take the keys with you. If the machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.
Mounting And Dismounting Never jump on or off the machine. Never climb on or off a machine while it is moving. When climbing on or off a machine, face the machine and use the hand-hold and steps. Never hold any control levers when getting on or off a machine. Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself. When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope. If there is any oil, grease, or mud on the hand-holds or steps, wipe them clean immediately. Always keep these components clean. Repair any damage and tighten any loose bolts. Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.
Fire Prevention For Fuel And Oil . Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous. Keep flames away from flammable fluids. Stop the engine and never smoke when refueling. Tighten all fuel and oil tank caps securely. Refueling and oiling should be done in well ventilated areas. Keep oil and fuel in a designated location and do not allow unauthorized persons to enter
A3-4
11/03 A03021
Precautions When Handling At High Temperatures Immediately after machine operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and are pressurized. If the cap is removed, the fluids drained, the filters are replaced, etc., there is danger of serious burns. Allow the heat and pressure to dissipate before performing such tasks and follow proper procedures as outlined in the service manual. To prevent hot coolant from spraying: 1) Stop the engine. 2) Wait for the coolant temperature to decrease. 3) Turn the radiator cap slowly to release the pressure before removing. To prevent hot engine oil spray: 1) Stop the engine. 2) Wait for the oil temperature to cool down. 3) Turn the cap slowly to release the pressure before removing the cap. Asbestos Dust Hazard Prevention Asbestos dust is hazardous to your health when inhaled. If you handle materials containing asbestos fibers, follow the guidelines below: Never use compressed air for cleaning. Use water for cleaning to control dust. Operate the machine or perform tasks with the wind to your back, whenever possible. Use an approved respirator when necessary.
Prevention Of Injury By Work Equipment Never enter or put your hand or arm or any other part of your body between movable parts such as the dump body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious bodily injury or death.
Fire Extinguisher And First Aid Kit Ensure fire extinguishers are accessible and proper usage techniques are known. Provide a first aid kit at the storage point. Know what to do in the event of a fire. Keep the phone numbers of persons you should contact in case of an emergency on hand.
A03021 11/03
A3-5
Precautions When Using ROPS The Rollover Protection Structure (ROPS) must be properly installed for machine operation. The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support the load of the machine, but also to absorb the energy of the impact. ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu, or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or modified as specified by Komatsu. When modifying or repairing the ROPS, always consult your nearest Komatsu distributor. Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
Precautions For Attachments When installing and using optional equipment, read the instruction manual for the attachment and the information related to attachments in this manual. Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the machine. Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
Precautions For Starting Machine START THE ENGINE FROM THE OPERATORS SEAT ONLY. NEVER ATTEMPT TO START THE ENGINE BY SHORTING ACROSS THE STARTER TERMINALS. This may cause fire, or serious injury or death to anyone in machines path.
A3-6
11/03 A03021
PRECAUTIONS DURING OPERATION

Safety Is Thinking Ahead Prevention is the best safety program. Prevent a potential accident by knowing the employer's 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 a Komatsu machine. Safe practices start before the operator gets to the equipment! Safety At The Worksite When walking to and from a truck, maintain a safe distance from all machines even when the operator is visible. Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous. Examine the road surface at the job site and determine the best and safest method of operation. Choose an area where the ground is as horizontal and firm as possible before performing the operation. If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work site traffic duty or by installing fences around the work site. The operator must personally check the work position, the roads to be used, and existence of obstacles before starting operations. Always determine the travel roads at the work site and maintain them so that it is always safe for the machines to travel. If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. Never drive through water which exceeds the permissible water depth.
Fire Prevention Thoroughly remove wood chips, leaves, paper and other flammable items accumulated in the engine compartment, as they could cause a fire. Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Wipe up any excess oil, fuel or other flammable fluids, and dispose of properly. Ensure a fire extinguisher is present and in proper working condition. Do not operate the machine near open flames.
Preparing For Operation Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in motion. Always use handrails and ladders when mounting or dismounting the truck. Check the deck areas for debris, loose hardware, and tools. Check for people and objects that might be in the way. Become familiar with and use all protective equipment devices on the truck and ensure that these items (antiskid 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.
A03021 11/03
A3-7
In Operators Cab - Before Starting The Engine Do not leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab. Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt. Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use the seat belts when operating a machine. Read and understand the contents of this manual. Read Section 3 pertaining to safety and operating instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls before attempting operation of the truck. Read and understand the WARNING and CAUTION decals in the operator's cab. Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud. Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level. Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities, before operating the truck.
Mirrors, Windows, And Lights Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may prevent an accident. Adjust the rear view mirror to a position where the operator can see best from the operator's seat. If any glass or light should break, replace it with a new part. Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped with the proper work lamps needed for the operating conditions.
OPERATING THE MACHINE

When Starting The Engine NEVER ATTEMPT TO START THE ENGINE BY SHORTING ACROSS THE STARTER TERMINALS. This may cause fire, or serious injury or death to anyone in machines path. Never start the engine if a warning tag has been attached to the controls. When starting the engine, sound the horn as an alert. Start and operate the machine only while seated in the operators seat. Do not allow any unauthorized persons in the operator's compartment or any other place on the machine.
Truck Operation - General Wear seat belt at all times. Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger seat. Do not allow anyone to ride on the decks or steps of truck. Do not allow anyone to get on or off truck while it is in motion. Do not move the truck in or out of a building without a signal person present. Know and obey the hand signal communications between operator and spotter. When other machines and personnel are present, the operator should move in and out of buildings, loading areas and through traffic, under the direction of a signal person. Courtesy at all times is a safety precaution! Immediately report any adverse conditions on haul road, pit or dump area that may cause an operating hazard.
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Check for flat tires periodically during a shift. If the truck has been run on a flat, it must not be parked in a building until the tire cools. If the tire must be changed, do not stand in front of the rim and locking ring when inflating a tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side of such tires.
The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near tire and wheel area. If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at least 50 ft. (15 m) from the tread of the tire. In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least 8 hours or until the tire and wheel are cool. Keep serviceable fire fighting equipment on hand. Report used extinguishers for replacement or refilling. Always have parking brake applied when the truck is parked and unattended. DO NOT leave the truck unattended while the engine is running. Park the truck a safe distance away from other vehicles as determined by the supervisor. Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an emergency arises, know where to get prompt assistance.
Check When Traveling In Reverse Before operating the machine or work equipment, do as follows: Sound the horn to warn people in the area. For machines equipped with a back-up alarm, ensure the alarm works properly. Check for personnel near the machine. Be particularly careful to check behind the machine. When necessary, designate a person to watch the area for the truck operator. This is particularly necessary when traveling in reverse. When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site traffic. Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even with machines equipped with a back-up alarm or rear view mirror.
Traveling When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly. Lower the dump body and set the dump lever to the FLOAT position when traveling. If the engine should stop when the machine is in motion, the emergency steering system will be activated. Apply the brakes immediately and stop the machine as quickly and safely as possible (off of the haul road, if possible).
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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, drive to level ground before turning. Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low. When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use the foot brake except in an emergency. If the engine should stop on a slope, apply the service brakes fully and stop the machine. Apply the parking brake after the machine has stopped.
Ensure Good Visibility When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if necessary. Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to improve to allow the operation to be performed safely.
Operate Carefully On Snow When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions. Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and cannot be seen. When traveling on snow-covered roads, always install tire chains.
Avoid Damage To Dump Body When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits, always use extreme caution. The dump body must be completely lowered before driving the machine.
Driving Near High Voltage Cables Driving near high-voltage cables can cause electric shock. Always maintain the safe distances between the machine and the electric cable as listed below. Voltage 6.6 kV 33.0 kV 66.0 kV 154.0 kV 275.0 kV Minimum Safety Distance 3m 4m 5m 8m 10 m 10 ft. 14 ft. 17 ft. 27 ft. 33 ft.
The following actions are effective in preventing accidents while working near high voltages: Wear shoes with rubber or leather soles. Use a signalman to give warning if the machine approaches an electric cable. If the work equipment should touch an electric cable, the operator should not leave the cab. When performing operations near high voltage cables, do not allow anyone to approach the machine. Check with the electrical maintenance department about the voltage of the cables before starting operations.
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When Dumping Before starting the dumping operation, check that there is no person or objects behind the machine. Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a flagman. When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such operations using extreme care. Never travel with the dump body raised.
Working On Loose Ground Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may be weakened after heavy rain or blasting. Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the machine. Avoid these areas whenever possible.
When Loading Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body uniformly. Do not leave the operator's seat during the loading operation.
Parking The Machine Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put blocks under all the wheels to prevent the machine from moving. When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic. Before leaving the machine, lower the dump body fully, activate the parking brake, stop the engine, and lock everything. Always take the key with you.
TOWING
When Towing, Fix Wire To Hook Improper towing methods may lead to serious personal injury and/or damage. Use a towing device with ample strength for the weight of this machine. Never tow a machine on a slope. Do not use tow rope that has kinks or is twisted. Do not stand astride the towing cable or wire rope. When connecting a machine that is to be towed, do not allow anyone to go between the tow machine and the machine that is being towed. Set the coupling of the machine being towed in a straight line with the towing portion of the tow machine, and secure it in position.
(For towing method, see the Operation and Maintenance Manual, Section 3, Operating Instructions - Towing.)
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WORKING NEAR BATTERIES

Battery Hazard Prevention Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water. Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately with large quantities of water and see a doctor at once. If you accidentally drink acid, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or poison prevention center immediately. When working with batteries always wear safety glasses or goggles. Batteries generate hydrogen gas. Hydrogen gas is very explosive, and is easily ignited with a small spark of flame. Before working with batteries, stop the engine and turn the key switch to the OFF position. Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools, across the terminals. When removing or installing, check which is the positive (+) terminal and negative (-) terminal. Tighten the battery cap securely. Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.
Starting With Booster Cables Always wear safety glasses or goggles when starting the machine with booster cables. When starting from another machine, do not allow the two machines to touch. Be sure to connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative (-) cable first during removal. If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution when using tools near the battery. Connect the batteries in parallel: positive to positive and negative to negative. When connecting the ground cable to the frame of the machine to be started, connect it as far as possible from the battery.
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PRECAUTIONS FOR MAINTENANCE

BEFORE PERFORMING MAINTENANCE
Warning Tag If others start the engine or operate the controls while you are performing maintenance, you could suffer serious injury or death. Always attach the warning tag to the control lever in the operator's cab to alert others that you are working on the machine. Attach additional warning tags around the machine, if necessary. These tags are available from your Komatsu distributor. ( Part No. 09963-03000)
Proper Tools Use only tools suited to the task. Using damaged, low quality, faulty, or makeshift tools could cause personal injury.
Stopping The Engine Before Service Before performing inspections or maintenance, stop the machine on firm flat ground, lower the dump body, stop the engine and apply the parking brake. If the engine must be run during service, such as when cleaning the radiator, always move the shift control lever to the NEUTRAL (N) position and apply the parking brake. Always perform this work with two people. One person must sit in the operator's seat to stop the engine if necessary. Never move any controls not related to the task at hand during these situations. When servicing the machine, use care not to touch any moving parts. Never wear loose clothing. Put blocks under the wheels. When performing service with the dump body raised, always place the dump lever in the HOLD position, and apply the lock (if equipped). Install the body-up safety pins or cable securely.
Securing The Dump Body Any time personnel are required to perform 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 it's maximum height. 2. Remove cable (3) from its stored position on the body, and install between rear body ear (1) and axle housing ear (4). 3. Secure the cable clevis pins with cotter pins. 4. Return the cable to stored position (2) after maintenance is complete.
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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 and manner to prevent them from falling.
Working Under The Machine Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the machine. Always block the tires of the machine securely. Never work under the machine if the machine is poorly supported.
Keep The Machine Clean Spilled oil or grease, scattered tools, etc. can cause you to slip or trip. Always keep your machine clean and tidy. If water gets into the electrical system, there is danger that the machine may may move unexpectedly and/or damage to components may occur. Do not use water or steam to clean any sensors, connectors, or the inside of the operator's compartment. Use extreme care when washing the electrical control cabinet. Do not allow water to enter the control cabinet around the doors or vents. Do not allow any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control cabinet (through any opening or crevice) major damage to the electrical components is possible. Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur. Do not spray water into the retard grids. Excess water in the retard grids can cause a ground fault, which will prevent propulsion.
Rules To Follow When Adding Fuel Or Oil Spilled fuel and oil may cause slipping. Always clean up spills, immediately. Always tighten the cap of the fuel and oil fillers securely. Never use fuel for washing any parts. Always add fuel and oil in a well-ventilated area.
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Radiator Water Level If it is necessary to add coolant to the radiator, stop the engine, and allow the engine and radiator to cool down before adding the coolant. Slowly loosen the cap to relieve pressure during removal.
Use Of Lighting When checking fuel, oil, coolant, or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger or explosion.
Precautions With The Battery When repairing the electrical system or when performing electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.
Handling High Pressure Hoses Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or hoses. They may burst during use. Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.
Precautions With High Pressure Oil Do not forget that work equipment circuits are always under pressure. Do not add oil, drain oil, or perform maintenance or inspections before completely releasing the internal pressure. Small, high pressure pin-hole leaks are extremely dangerous. The jet of high-pressure oil can pierce the skin and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check for oil leakage. If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
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Precautions When Performing Maintenance At High Temperature Or High Pressure Immediately after stopping operation, engine coolant and operating oils are at high temperature and under high pressure. In these conditions, if the cap is removed, the oil or water drained, or the filters are replaced, it may result in burns or other injury. Wait for the temperature to cool and pressure to subside, before performing the inspection and/or maintenance in as outlined in the service manual.
Rotating Fan And Belts Stay away from all rotating parts such as the radiator fan and fan belts. Serious bodily injury may result from direct or indirect contact with rotating parts and flying objects.
Waste Materials Never dump waste oil in a sewer system, rivers, etc. Always put oil drained from your machine in appropriate containers. Never drain oil directly onto the ground. Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and others.
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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 tire safety, always adhere to the following conditions: Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is too low. Use the specified tires.
The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on the type of tire and the condition under which they are used. For details, please consult the tire manufacturer. When tires become hot, a flammable gas is produced, and may ignite. It is particularly dangerous if the tires become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, resulting in danger to personnel in the area. Explosions differ from punctures or tire bursts because the destructive force is extremely large. Therefore, the following operations are strictly prohibited when the tire is pressurized: Welding the rim Welding near the wheel or tire. Smoking or creating open flames
If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst and cause serious injury or damage. When performing such maintenance, consult your authorized regional Komatsu distributor, or the tire manufacturer.
Storing Tires After Removal As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up No Entry and other warning signs that even young children can understand. Stand the tire on level ground, and block it securely so that it cannot roll or fall over. If the tire should fall over, flee the area quickly. The tires for construction equipment are extremely heavy. Trying to hold the tire must not be attempted and may lead to serious injury.
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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 attempt repairs. 2. Many components on the Komatsu truck are large and heavy. Insure that lifting equipment - hoists, slings, chains, lifting eyes - are of adequate capacity to handle the lift. 3. Do not under a suspended load. Do not work under raised body unless body safety cables, props, or pins are in place to hold the body in up position. 4. Do not repair or service the truck while the engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. 5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Be certain to follow all current regulations for handling and recycling refrigerants. 6. Follow package directions carefully when using cleaning solvents. 7. If an auxiliary battery assist is needed, first use one cable to connect the 24V positive (+) post of the disabled truck batteries to the 24V positive (+) post of the auxiliary assist. Use second cable to connect the 24V negative (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery. 8. Always disconnect the positive and negative battery cables of the vehicle before doing any welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect battery charging alternator lead wire and isolate electronic control components before making welding repairs. (It is not necessary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the AID circuit control cards.) Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be attached as near as possible to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components. 9. If the truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special towing precautions. (Also refer to the Operation and Maintenance Manual, Operating Instructions - Towing .) 10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately. 11. Relieve pressure in lines or hoses before making any disconnects. 12. After adjustments or repairs, replace all shields, screens and clamps. 13. Tire Care:
Do not stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the sides of such tires. Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite, causing explosion of tire and rim. 14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should move the truck under its own power in the repair facility or during road testing after repairs are complete.
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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 a 930E dump truck, maintenance personnel should attempt to notify a Komatsu service representative. Only qualified personnel, specifically trained for servicing the AC Drive System, should 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.
ANYTIME THE ENGINE IS RUNNING: Do not open any of the cabinet doors or remove any covers. Do not use any of the power cables for hand holds or foot steps. Do not touch the retarder grid elements.
Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown and the red drive system warning lights must not be illuminated. Normal Engine Shutdown Procedure 1. Stop the truck out of the way of other traffic on a level surface (dry, if possible) and free of overhead power lines or other obstructions (in case dump body should need to be raised). a. Reduce engine speed to idle. Allow the engine to cool gradually by running at low idle for approx. 5 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. 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 the engine does not shutdown with keyswitch, use engine shutdown switch on operator cab center console, and hold this switch down until engine stops. 4. With keyswitch OFF, and engine stopped, wait at least 90 seconds. Insure the steering circuit is completely bled down by turning the steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance personnel. 5. Verify that all the link voltage lights are off (one on back wall of operator cab, and two on deck control cabinets). Notify maintenance personnel if any light remains illuminated longer than five minutes after engine shutdown. 6. Close and lock all windows, remove key from keyswitch, and lock the cab to prevent possible unauthorized truck operation. Dismount the truck properly. Put wheel chocks in place.
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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 off. Only qualified personnel, specifically trained 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 minutes, inspect the link voltage lights on the exterior of the main control cabinet and back wall of the operator's cab (DID panel). If all lights are off, the retard grids, wheel motors, alternator, and related power cables 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 reenergizing 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 operator's cab. 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. 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 should 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 cause damage to components. Before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control components. 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 operator's 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 your Komatsu service 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,
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a fault has occurred. Reinstall the control cabinet panel. Do not perform maintenance on the blower control panel, blower motor power cables. Notify your Komatsu service representative, immediately. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. 13. Replace all covers and doors and place the GF cutout switch and battery disconnect switches in their original positions. Reconnect all harnesses prior to starting the truck. Leave the drive system in the rest mode until the truck is to be moved.
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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 employer's 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 a Komatsu truck. Safe practices start before the operator gets to the equipment! 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 hats, 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. Use the service light if necessary. 4. Inspect air conditioner belts for correct tension, obvious wear, and tracking. Inspect fan guard security and condition. When leaving this point, be sure to turn off the 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 in tact. Check tires for cuts, damage or bubbles Check for evidence of incorrect tire inflation. Local work practices may prevent an operator from performing all tasks suggested here. To the extent permitted, the operator should follow this or a similar routine.
At The Truck - Ground Level Walk Around Inspection At the beginning of each shift, a careful walk around inspection of the truck should be performed 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 operator's cab. Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise direction. Move 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 performed 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 as a result.
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START HERE
Walk Around Inspection

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7. Move in behind the front wheel, and inspect the steering cylinder. Check the greasing and attaching hardware. Check suspension attaching hardware and suspension extension. Be sure the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check entire area for leaks. 8. Inspect sight glass on hydraulic tank. With engine stopped and body down, hydraulic fluid must be visible in upper sight glass. 9. Move around the hydraulic tank and in front of the rear dual tires; inspect the hoist cylinder for any damage and leaks. 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 oil that would indicate brake leakage or wheel motor leakage. Check dual tires for cuts, damage or bubbles. Verify that inflation appears to be correct. If the truck has been run on a "flat", the tire must be cooled before moving the truck inside. Check for any rocks that might be lodged between dual tires. Check rock ejector condition and straightness (so that it can not damage a tire). 12. Inspect left rear suspension for damage and for correct rod exposure. Check for leaks. Ensure that the covers over the chrome 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 the rear hatch, look up to see that rear lights are in good condition, along with the 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 around the right dual tires; inspect between the tires for rocks, and check 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 in the same manner as the left side. Check security and condition of body-up limit switch. Remove any mud/dirt accumulation from switch. 19. Move 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. Check the greasing and attaching hardware. Check suspension attaching hardware and suspension extension. Be sure the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check entire area for leaks. 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 conditions. Inspect the fan guard and belts. Check for any rags or debris behind radiator. 23. Inspect auto lube system. See Automatic Lubrication System in Section P, for specific details concerning the auto lube system. 24. Move 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 headlights 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 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.
ENGINE START-UP SAFETY PRACTICES

1. Ensure 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, ensure adequate ventilation before start-up. Exhaust fumes are dangerous! 2. Be sure the parking brake switch is in the 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 the rest switch in Section N, Operator Cab Controls. 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 level in the radiator, use coolant level sight gauge. If it is necessary to remove the radiator cap, shut down engine (if running), and relieve coolant pressure by slowly removing the radiator cap.
If the engine has been running, allow the coolant to cool before removing the fill cap or draining the radiator. Serious burns may result if skin comes in contact with hot coolant. 29. Inspect covers over retarding grids to be sure latches are in place and secure. Inspect main air inlet to be sure it is clear. Ensure all cabinet door latches are secure. 30. Move around the cab to the back. Open the doors to the brake cabinet; inspect for leaks. 31. Clean cab windows and mirrors; clean out cab floor as necessary. Ensure steering wheel, controls and pedals are free of any 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 operator's cab, should be cleared. Do not carry tools or supplies in the cab of truck or on the deck. 33. Adjust seat and steering wheel for use. 34. Read and understand the description of all operator controls in Section N, Operator Cab Controls. Be familiar with all control locations and functions before operating the truck.
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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 the engine down, immediately. Determine the steering system problem and have repaired before resuming operation. 2. Operate each of the truck's brake circuits at least twice prior to operating and moving the truck. These circuits include individual activation from the operator's 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 the truck until the brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the truck to ensure proper 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 the truck unattended while the engine is running. Shut down the engine and apply the park brake before getting out of the cab.
4. The keyswitch is a three position (OFF, RUN, START) switch. When the 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). The START position is springloaded and will return to RUN when the key is released. c. After the engine has started, place rest switch in the OFF position (de-activate the "rest" mode of operation). Refer to discussion of rest switch, in Section N, Operator Cab Controls. 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 the engine again. Severe damage to the starter motors 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. 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.
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 the truck as soon as safety permits, and shut down the engine. Have the problem corrected before resuming truck operation.
The truck is equipped with "slip/slide" control. If this function should become inoperative, operating the truck with stalled or free spinning wheel motors may cause serious damage to wheel motors! If the 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 again. 1. Always look to the rear before backing the truck. Watch for and obey ground spotter's 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 the truck is in operation. 3. Check gauges and instruments frequently during operation for proper readings. 4. Observe all regulations pertaining to the job site's traffic pattern. Be alert to any unusual traffic pattern. Obey the spotter's signals. 5. Match the truck speed to haul road conditions and slow the truck in any congested area. Keep a firm grip on the steering wheel at all times. 6. Do not allow the engine to run at idle for extended periods of time. 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!
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 the 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 Starting On A Grade With A Loaded Truck in Secton A, General Safety and Operating Instructions. 4. When backing the truck, give a 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. 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).
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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, in Section N, Operator Cab Controls. The grade/speed chart in the operator's 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.
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. 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 RETARDING OPERATION

Dynamic Retarding is a braking torque (not a brake) produced through electrical generation by the wheel motors 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. 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*).
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 the service brakes. Releasing the pedal returns the brake and retarder to the OFF position. When the pedal is partially depressed, 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
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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 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.
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. During loading, the operator must stay in the truck cab with engine running. Place the selector switch in NEUTRAL and apply the 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. There are circumstances when 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
Raising The Dump Body 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 the body raises, the truck center of gravity will move. Truck must be on level surface to prevent tipping / rolling! 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 not modulated and applies rear service brakes only.
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.
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3. When truck is stopped and in dump position, apply wheel brake lock and move the selector switch to the NEUTRAL position..
Lowering The Dump 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. 1. 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. 2. 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, then perform Steps "a" and "b" below:
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" will hold the body at that position.)
a. Move hoist lever back to the RAISE position to fully raise the dump body. Then release the hoist lever so it returns to the HOLD 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.
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. 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.
CAUTION! The truck is not to be moved with the dump body raised except for emergency purposes only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 3. With body returned to frame, move selector switch to FORWARD, release brake lock, and leave dump area carefully.
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Lowering The Dump Body (When dumping over a berm or into a crusher): 1. 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. 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.
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 Komatsu Distributors 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. 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.
CAUTION! The truck is not to be moved with the dump body raised except for emergency purposes only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 2. With body returned to frame, move selector switch to FORWARD, release brake lock, and leave dump area carefully.
5. Block disabled truck to prevent movement while attaching tow bar. 6. Release disabled truck brakes and remove blocking. 7. Sudden movement may cause tow bar failure. Smooth, gradual truck movement is preferred. 8. Minimize tow angle at all times - never exceed 30. The towed truck must be steered in the direction of the tow bar.
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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 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 in Section N for location of the engine shutdown switch with 5 minute idle timer delay. This is a 3-position rocker-type switch (OFF-ONMOMENTARY).
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4. Press the top of the engine shutdown switch to select the ON (center) position. Press the top of the switch again to activate the timer delay (momentary position). Release the switch and allow it to return to the ON position. When the engine shutdown timer has been activated, the timer delay indicator light in the overhead status panel will illuminate to indicate that the shutdown timing sequence has started. The engine will continue to idle for approximately 5 minutes to allow for proper engine cool-down before stopping. 5. Turn the keyswitch counterclockwise to the OFF position to cause the engine to shutdown when the timing sequence is complete. When the engine stops, this will activate the hydraulic bleeddown timer and turn off the 24 VDC electric circuits controlled by the keyswitch. NOTE: To cancel the 5 minute idle timer sequence, press the 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.
SUDDEN LOSS OF ENGINE POWER

Bring the truck to a safe stop as quickly as possible by using the foot pedal to apply the service brakes.
Dynamic retarding will not be available! Do not use the service brakes for continuous retarding purposes. If possible, steer the truck to the side of the road while bringing it to a complete stop. Apply the parking brake as soon as the truck has stopped moving. Turn key switch OFF and notify maintenance personnel immediately. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight or flares at night. If the engine suddenly stops, there is enough hydraulic pressure stored in the brake and steering accumulators to allow the operation of the steering and brake functions. However, this oil supply is limited so it is important to stop the truck as quickly and safely as possible after the loss of engine power. If the brake supply pressure drops to a pre-determined level, the "low brake pressure" warning light will illuminate and a buzzer will sound. If the brake pressure continues to decrease, the "auto-apply" feature will activate and the service brakes will apply automatically to stop the truck. Apply the parking brake as soon as the truck comes to a complete stop.
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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 operator's manual before operation. ! WARNING ! Do not make modifications to this structure, or attempt to repair damage without written approval from Komatsu. Unauthorized repairs will void certification. A warning instruction is applied below the parking brake and the rear wheel brake lock switches which are located to the right of the steering column on the instrument panel. Pushing the top of the rocker-style switch turns the function ON, pushing the bottom, turns it OFF. A grade/speed retard chart is located on the left front post of the operator's cab and provides the recommended maximum speeds to be used when descending various grades with a loaded truck. Always refer to the decal in operator's cab. This decal may change with optional truck equipment such as: wheel motor drive train ratios, retarder grids, tire sizes, etc. The parking brake is spring applied and hydraulically released. It is designed to hold a stationary truck when the engine is shutdown and keyswitch is turned OFF. The truck must be completely stopped before applying the parking brake, or 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 OFF symbol. 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. A plate attached to the right rear corner of the cab states the Rollover Protective Structure (ROPS) and Falling Object Protective Structure (FOPS) meets various SAE performance requirements.
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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 may 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.
A4-2
11/03 A04044
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.
This danger plate is attached to all four suspensions.
The plate contains instructions for releasing internal pressure before disconnecting any hardware. Serious injury can occur if these directions are not followed. These danger plates are mounted on the outside of each frame rail to alert technicians to read the 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.
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.
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.
A04044 11/03
A4-3
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 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 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.
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. Refer to the Section L for additional instructions for using this procedure.
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 person's body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately.
A4-4
11/03 A04044
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.
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.
These warning plates are mounted on all of the AC drive control housings and cabinets. 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.
A04044 11/03
A4-5
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 right side of the front bumper structure. It specifies that this switch is for emergency shutdown only.
A4-6
11/03 A04044
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.
A04044 11/03
A4-7
A product identification plate is located on the main frame in front of the right side front wheel and shows the truck model number, maximum G.V.W. and product identification number (truck serial number). The product identification number (truck serial number) contains information which will identify the original 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 Section P, Lubrication and Service, in this manual for more complete lubrication instructions.
A4-8
11/03 A04044
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 1-14. INDEX OF TABLES TABLE I . . . . . . . Standard Torque Chart (SAE) . . A5-1 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 TABLEVII . . . . O-Ring Face Seal Torque Chart . . A5-3 TABLE VIII . 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) . . A5-5 TABLE XII . . . . . . . .Temperature Conversions . . A5-5 TABLE XIII . . . Common Conversion Multipliers . . A5-6 EFFECT OF SPECIAL LUBRICANTS On Fasteners and Standard Torque Values KOMATSU engineering department 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 in Komatsu shop 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 1-10) on the threads and seats, unless specified otherwise. NOTE: Always be sure threads of fasteners and tapped holes are free of burrs and other imperfections before assembling. Standard torque values are not to be used when Turn-of-the-Nut tightening procedures are recommended.
Grade 5
TABLE I. -STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) - TOLERANCES 10%
TORQUE GRADE 8 N.m 9.5 10.8 20.3 22 34 41 54 61 88 95 122 129 169 183 298 ft. lbs. 10 11 21 22 35 40 58 62 90 95 125 135 175 190 310 kg.m 1.38 1.52 2.90 3.04 4.84 5.5 8.0 8.57 12.4 13.1 17.3 18.7 24.2 26.2 42.8 N.m 13.6 14.9 28 30 47 54 79 84 122 129 169 183 237 258 420 Capscrew Thread Size 3/4-16 7/8-9 7/8-14 1.0-8 1.0-12 1.0-14 1 1/8-7 1 1/8-12 1 1/4-7 1 1/4-12 1 3/8-6 1 3/8-12 1 1/2-6 1 1/2-12 TORQUE GRADE 5 ft. lbs. 235 350 375 525 560 570 650 700 910 975 1200 1310 1580 1700 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
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
Capscrew Thread Size 1/4-20 1/4-28 5/16-18 5/16-24 3/8-16 3/8-24 7/16-14 7/16-20 1/2-13 1/2-20 9/16-12 9/16-18 5/8-11 5/8-18 3/4-10
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
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
A05001 12/99
Standard Torque Chart and Tables
A5-1
Standard Assembly Torques For 12-Point, Grade 9, Capscrews (SAE) The following specifications apply to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews.
Standard Metric Assembly Torque For Class 10.9 Capscrews & Class 10 Nuts The following specifications apply to required assembly torques for all metric Class 10.9 finished hexagon head capscrews and Class 10 nuts.
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.
Capscrew 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.
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 SIZE* M6 x1 M8 x 1.25 M10 x 1.5 M12 x 1.75 M14 x 2 M16 x 2 M20 x 2.25 M24 x 3 M30 x 3.5 M36 x 4 TORQUE N.m 12 30 55 95 155 240 465 800 1600 2750 TORQUE ft.lbs. 9 22 40 70 114 177 343 590 1180 2028 TORQUE kg.m 1.22 3.06 5.61 9.69 15.81 24.48 47.43 81.6 163.2 280.5
The maximum torque tolerance shall be 10% of

the torque value shown.
TABLE II. - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9 Capscrews CAPSCREW SIZE* 0.250 - 20 0.312 - 18 0.375 - 16 0.438 -14 0.500 -13 0.562 - 12 0.625 - 11 0.750 - 10 0.875 - 9 1.000 - 8 1.000 - 12 1.125 - 7 1.125 - 12 1.250 - 7 1.250 - 12 1.375 - 6 1.375 - 12 1.500 - 6 1.500 - 12 TORQUE ft. lbs. 12 24 42 70 105 150 205 360 575 860 915 1230 1330 1715 1840 2270 2475 2980 3225 TORQUE N.m 16 33 57 95 142 203 278 488 780 1166 1240 1670 1800 2325 2495 3080 3355 4040 4375 TORQUE kg.m 1.7 3.3 5.8 9.7 14.5 20.7 28.3 49.7 79.4 119 126 170 184 237 254 313 342 411 445
* Shank Diameter (mm) - Threads per millimeter 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.
* Shank Diameter (in.) - Threads per inch This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
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 Komatsu manufacture. It is not exclusive. Other products may meet the same specifications of this list.
A5-2
12/99 A05001
TABLE IV. TORQUE CHART FOR JIC 37 SWIVEL NUTS WITH OR WITHOUT O-RING SEALS SIZE CODE 2 3 4 5 6 8 10 12 14 16 20 24 32 TUBE SIZE (O.D.) 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 THREADS UNF-2B 0.312 24 0.375 24 0.438 20 0.500 20 0.562 18 0.750 16 0.875 14 1.062 12 1.188 12 1.312 12 1.625 12 1.875 12 2.500 12 TORQUE FT. LBS. 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 (O.D.) 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 THREADS UNF-2B 0.312 24 0.375 24 0.438 20 0.500 20 0.562 18 0.750 16 0.875 14 1.062 12 1.188 12 1.312 12 1.625 12 1.875 12 2.500 12 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
TABLE V. TORQUE CHART FOR PIPE THREAD FITTINGS PIPE THREAD SIZE 0.125 27 0.250 18 0.375 18 0.500 14 0.750 14 1.000 11.50 1.250 11.50 1.500 11.50 2.000 11.50 WITH SEALANT FT. LBS. 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 (O.D.) 0.250 0.375 0.500 0.625 0.750 1.000 1.250 1.500 THREADS UNF-2B 0.438 20 0.562 18 0.750 16 0.875 14 1.062 12 1.312 12 1.625 12 1.875 12 TORQUE FT. LBS. 11 1 18 2 35 4 51 5 71 7 98 6 132 7 165 15
SIZE CODE 2 4 6 8 12 16 20 24 32
A05001 12/99
A5-3
TABLE VIII. TORQUE CONVERSIONS Foot Pounds ft. lbs. To Newton-meters (N.m) 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 2 2.71 16.27 29.83 43.39 56.94 70.50 84.06 97.62 111.18 124.74 3 4.07 17.63 31.18 44.74 58.30 71.86 85.42 98.97 112.53 126.09 4 5.42 18.98 32.54 46.10 59.66 73.21 86.77 100.33 113.89 127.45 5 6.78 20.34 33.90 47.45 60.01 74.57 88.13 101.69 115.24 128.80 6 8.14 21.69 35.25 48.81 62.37 75.93 89.48 103.04 116.60 130.16 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
See NOTE on page A5-5 regarding Table usage
TABLE IX. TORQUE CONVERSIONS Foot Pounds ft. lbs. To kilogram-meters (kg.m) FT. LBS. 0 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 2 0.277 1.66 3.04 4.43 5.81 7.19 8.57 9.96 11.34 12.72 3 0.415 1.80 3.18 4.56 5.95 7.33 8.71 10.10 11.48 12.86 4 0.553 1.94 3.32 4.70 6.09 7.47 8.85 10.23 11.62 13.00 5 0.692 2.07 3.46 4.84 6.22 7.61 8.99 10.37 11.76 13.14 6 0.830 2.21 3.60 4.98 6.36 7.74 9.13 10.51 11.89 13.28 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
TABLE X. PRESSURE CONVERSIONS Pounds/square inch (psi) To Kilopascals (kPa) Formula: psi x 6.895 = kPa 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 2 13.79 82.74 151.7 220.6 289.6 358.5 427.5 496.4 565.4 634.3 3 20.68 89.63 158.6 227.5 296.5 365.4 434.4 503.3 572.3 641.2 4 27.58 96.53 165.5 234.4 303.4 372.3 441.3 510.2 579.2 648.1 5 34.47 103.42 172.4 241.3 310.3 379.2 448.2 517.1 586.1 655.0 6 41.37 110.32 179.3 248.2 317.2 386.1 455.1 524.0 593.0 661.9 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
A5-4
12/99 A05001
TABLE XI. PRESSURE CONVERSIONS Pounds/square inch (psi) To Megapascals (MPa) Formula: psi x 0.0069 = MPa 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 20 0.14 0.83 1.52 2.21 2.90 3.59 4.27 4.96 5.65 6.34 30 0.21 0.90 1.59 2.28 2.96 3.65 4.34 5.03 5.72 6.41 40 0.28 0.97 1.65 2.34 3.03 3.72 4.41 5.10 5.79 6.48 50 0.34 1.03 1.72 2.41 3.10 3.79 4.48 5.17 5.86 6.55 60 0.41 1.10 1.79 2.48 3.17 3.86 4.55 5.24 5.93 6.62 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
See NOTE below regarding Table usage
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 34.475 psi = 34.47 kPa. Add to step 3. 5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
TABLE XII. TEMPERATURE CONVERSIONS Formula: F - 32 / 1.8 = C or C x 1.8 + 32 = F CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT C F C F C F 121 250 482 63 145 293 4 40 104 118 245 473 60 140 284 2 35 95 116 240 464 57 135 275 1 30 86 113 235 455 54 130 266 4 25 77 110 230 446 52 125 257 7 20 68 107 225 437 49 120 248 9 15 59 104 220 428 46 115 239 12 10 50 102 215 419 43 110 230 15 5 41 99 210 410 41 105 221 18 0 32 96 205 401 38 100 212 21 5 23 93 200 392 35 95 293 23 10 14 91 195 383 32 90 194 26 15 5 88 190 374 29 85 185 29 20 4 85 185 365 27 80 176 32 25 13 82 180 356 24 75 167 34 30 22 79 175 347 21 70 158 37 35 31 77 170 338 18 65 149 40 40 40 74 165 329 15 60 140 43 45 49 71 160 320 13 55 131 46 50 58 68 155 311 10 50 122 48 55 67 66 150 302 7 45 113 51 60 76 NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the center, unmarked column.
A05001 12/99
A5-5
TABLE XIII COMMON CONVERSION MULTIPLIERS
COMMON CONVERSION MULTIPLIERS ENGLISH To METRIC To Convert From inch in. inch in. foot ft. yard yd. mile mi. sq. in. in. sq. ft. ft.2 cu. in. in.3 cu. in. in.3 cu. ft. ft.3 cu. ft. ft.3 ounce oz. fluid ounce fl. oz. pound (mass) pound (force) lbs. in. lbs. (force) ft. lbs. (force) ft. lbs. (force) kilogram.meters (kg.m) psi (pressure) psi (pressure) psi (pressure) ton (short) ton (short) quart qt. gallon gal. HP (horsepower) HP (horsepower)
2
COMMON CONVERSION MULTIPLIERS METRIC To ENGLISH Multiply By 25.40 2.54 0.3048 0.914 1.61 6.45 929 16.39 0.016 0.028 28.3 0.028 29.573 0.454 4.448 0.113 1.356 0.138 9.807 6.895 0.007 0.0704 907.2 0.0907 0.946 3.785 745.7 0.745 To Convert From millimeter (mm) centimeter (cm) meter (m) meter (m) kilometer (km) sq. centimeters (cm
2)
TO millimeter (mm) centimeter (cm) meter (m) meter (m) kilometer (km) sq. centimeters (cm2)
TO inch in. inch in. foot ft. yard yd. mile mi. sq. in. in.2
Multiply By 0.0394 0.3937 3.2808 1.0936 0.6210 0.1550 0.001 0.061 61.02 35.314 0.0353 0.0353 0.0338 2.2046 0.2248 0.102 0.7376 7.2329 9.807 0.1450 145.038 14.2231 98.068 0.0011 1.1023 1.0567 0.2642 0.00134 1.3410
sq. centimeters (cm2) cu. centimeters (cm3) liters (l) cu. meters (m3) liters (l) kilogram (kg) milliliter (ml) kilogram (kg) Newton (N) Newton.meters (N.m) Newton.meters (N.m) kilogram.meters (kg.m) Newton.meters (N.m) kilopascals (kPa) megapascals (MPa) kilograms/cm2 (kg/cm2) kilogram (kg) metric ton liters (l) liters (l) Watts kilowatts (kw)
sq. centimeters (cm2) cu. centimeters (cm3) liters (l) cu. meters (m3) liters (l) grams (g) milliliter (ml) kilogram (kg) Newton (N) Newton.meters (N.m) Newton.meters (N.m) kilogram.meters (kg.m) kilogram.meters (kg.m) Kilopascals (kPa) megapascals (MPa) kilograms/cm (kg/cm ) kilograms/cm (kg/cm ) kilogram (kg) metric ton liters (l) liters (l) Watts kilowatts (kw)
2 2 2 2
sq. ft. ft.2 cu. in. in.3 cu. in. in.3 cu. ft. ft.3 cu. ft. ft.3 ounce oz. fluid ounce fl. oz. pound (mass) pound (force) lbs. kilogram.meters (kg.m) ft. lbs. (force) ft. lbs. (force) Newton.meters (N.m) psi (pressure) psi (pressure) psi (pressure) kilopascals (kPa) ton (short) ton (short) quart qt. gallon gal. HP (horsepower) HP (horsepower)
A5-6
12/99 A05001
SECTION A7 STORAGE AND IDLE MACHINE PREPARATION INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3 Short Term Idle Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3 PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4 REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5 RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7 ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10 After The Engine Has Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11 ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12 Preparing Engine For Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12 Temporary Storage (30 Days Or Less) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12 Extended Storage (more Than 30 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12 RESTORING AN ENGINE AFTER EXTENDED STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-14 ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15 Storage Instructions and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15 Placing Equipment Into Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15 Storing A Truck That Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15 Storing A Truck That Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16 Storing A Major Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16 Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17 Placing Equipment Into Service After Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17 When A Truck Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17 When A Truck Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17 For The First Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-18
A07003
Storage Procedures
A7-1
NOTES
A7-2
Storage Procedure
A07003
STORAGE AND IDLE MACHINE PREPARATION

There may be periods when it is necessary for a 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. 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. 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.
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.
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A7-3
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 manufacturer's 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.
7. 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.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a person's 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.
8. Disconnect batteries, If possible, batteries should be removed and stored in a battery shop or a cool dry location on wooden blocks. Do not store batteries on a concrete floor. Clean battery compartment, remove all corrosion and paint compartment with acid proof paint. 9. Wheel axle housings should be fully serviced with prescribed lubricants. Seal all vents. 5. Clean the radiator; refer to Engine Service 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, Lubrication and Service, 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. 10. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape. 11. All lubrication points (grease fittings) should be serviced with the prescribed lubricants. 12. Relieve tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 13. All vandalism covers and locks should be in place and secured.
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Storage Procedure
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14. If so equipped, cab windows should be closed, locked and sealed and the cab door locked to prevent vandalism and weather effects. 15. The vehicle fuel tank should be completely drained of fuel, fogged with preservative lubricant, ("NOX-RUST" MOTOR STOR., SAE10) and closed tightly. All fuel filters should be replaced. 16. 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. 17. Be certain water drain holes in truck body are open.
5. Thoroughly inspect all drive belts and hydraulic oil lines for evidence of damage, wear or deterioration. Replace any suspected lines. Don't 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.
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 manufacturer's Operation and Maintenance Manual. 3. Clean the radiator; refer to the engine manufacturer's 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, 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.
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
A7-5
Air pressure must be released from tires with bad cuts or wear that extends into the plies, before removal from the vehicle. Also, do not allow 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.
A7-6
Storage Procedure
A07003
RECONDITIONING AN IDLE VEHICLE

3. Inspect tires thoroughly for tread and side wall condition, weathering, cuts and cracks. a. Any tire suspected of being unserviceable should be dismounted and thoroughly inspected inside and out before being 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. 2. Remove vehicle batteries and move to battery shop for service and charging or replacement as necessary. b. When system reconditioning, the service brake hydraulic circuits should be checked out according to instructions in Section J, Brake Circuit Check-Out Procedure.
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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Storage Procedures
A7-7
5. The vehicle engine should be inspected and serviced according to the engine manufacturer's 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 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;install 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, Air Cleaners. 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 antifreeze 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 person's 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. The 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 - don't 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.
A7-8
Storage Procedure
A07003
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. If not previously done, install fully-charged batteries and insure that hook-up is correct.
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Storage Procedures
A7-9
ENGINE OPERATION
1. Insure all personnel are clear of equipment before starting engine. Always sound the horn as a warning before actuating any operational controls. Insure that all tools and loose equipment have been removed prior to engine start-up. Sound horn prior to engine start. Make sure emergency shut down is reset. Cables must be free moving in their housings. 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.
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. 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.
A7-10
Storage Procedure
A07003
After The 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 operator's 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. Don't 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 bird's nests in unsealed openings.
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Storage Procedures
A7-11
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.
6. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with compressed air.
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).
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, if necessary. 5. If freezing weather is expected during the storage period, add an ethylene glycol base antifreeze solution in accordance with the manufacturer's recommendations.
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. 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-L21260C, Grade 2.
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Storage Procedure
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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 isn't convenient to drain the fuel tank use a separate portable supply of the recommended fuel.
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 manufacturer's 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. 14. Drain the engine cooling system. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug.
15. 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. 16. Insert heavy paper strips between the pulleys and belts to prevent sticking. 17. Seal all engine openings, including the exhaust outlet, with moisture resistant tape. Use cardboard, plywood or metal covers where practical. 18. 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. 19. 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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Storage Procedures
A7-13
RESTORING AN ENGINE AFTER 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 manufacturer's 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, Air Cleaners. 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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Storage Procedure
A07003
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.
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: 1. Drain the oil from the gear case and install rust preventive 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 the wheel motor 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.
A07003
Storage Procedures
A7-15
Storing A Truck That Is Not Operational 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 in Storing a Truck that is Operational, in this section.
Do not operate trucks without oil in the wheel motor gear cases. 3. Perform a megohmmeter test. Refer to the truck's 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).
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.
A7-16
Storage Procedure
A07003
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. 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.
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 motorized wheels, blowers and alternator. Make sure that brushes move freely in their carbonways and that they have enough length to serve until the truck's next inspection period. Install new brushes if necessary. Insure that all brush pigtail screws are tight. 7. Perform a megohmmeter test. Refer to the truck's 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. 9. Clean and make repairs as necessary. 10. Check retarding grids and insulators for loose connections and dirt accumulation. Clean and 11. Where applicable, check exciter drive belts for cracks, and deterioration. If acceptable, set belt tension to specification. 12. Before starting engine, turn on control power. Check that contactors and relays pick up and drop out normally. 13. Perform a start-up procedure on the complete system to insure maximum performance during
A07003
Storage Procedures
A7-17
service. Refer to the truck's Vehicle Test Instructions for the complete test procedure. For The First Hour After all storage protection has been removed, the truck has been cleaned and inspected and repairs made as necessary, the motorized wheel gear case has been filled with new oil, the dirt seals have been completely purged with new grease and the system completely checked, the truck can be placed into service. It is recommended, however, that the truck be driven unloaded at a low speed (10 mph) for the first hour of operation.
A7-18
Storage Procedure
A07003
SECTION B STRUCTURES INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01016
Index
B1-1
NOTES
B1-2
Index
B01016
SECTION B2 STRUCTURAL COMPONENTS INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
B02020
Structural Components
B2-1
NOTES
B2-2
B02020
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 Str. 6. RH Deck Structure 7. Retarding Grids
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.
B02020
B2-3
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, Truck Cab, in this manual.
FIGURE 2-2. HOOD AND GRILLE REMOVAL 1. Hood & Grille Assembly 2. Capscrews and Lockwashers
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. 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. 4. Connect harnesses, hoses etc. that were removed previously. Install all clamps removed.
B2-4
B02020
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. Rear Turn and Clearance Lights 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.
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.)
RIGHT DECK AND COMPONENTS

Removal 1. Shut down engine following all the procedures listed on page 2-1 in this section of the manual.
B02020
B2-5
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). 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, Standard Torque Chart and Tables. Clean all mount installation. mating surfaces before If equipped with air conditioning and air conditioning system components are to be removed, refer to Section N, Operator Comfort, for special instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines. 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, Standard Torque Chart and Tables. Clean all mount installation. mating surfaces before
Clean mounting area before installing ground cables. Be certain all electrical connections and harness clamps are reinstalled and secure.
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.
Clean mounting area before installing ground cables. Be certain all electrical connections and harness clamps are reinstalled and secure. If the air conditioning system has been discharged, refer to Section N, Operator Comfort, 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.
LEFT DECK
Removal NOTE: The left deck mounting arrangement is nearly identical to the right deck. Refer to Section N, Truck Cab, 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.
CENTER DECK
Center deck removal only requires removal of any attached hoses cables etc. before removing the mounting hardware and lifting the deck structure off. Be certain to follow proper shutdown procedures as described on page 2-1.
B2-6
B02020
SECTION B3 DUMP BODY INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Rock Ejectors (Type II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3- 7
B03020
Dump Body
B3-1
NOTES
B3-2
Dump Body
B03020
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 manufacturer's 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.
FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER) 1. Dump Body 2. Hoist Cylinder Pin 3. Hoist Cylinder 4. Pin Retainer
5. Remove capscrews (1, Figure 3-3) and lock nuts (2) from each pivot pin. 6. Attach a body pivot pin support fixture to bracket on underside of dump body to aid in supporting the pin as it is removed. Remove body pivot pins (3) far enough to allow shims (6) to drop out. Complete removal of pins is not necessary unless new pins are to be installed. 7. Lift dump body clear off the chassis and move to storage or work area. Block the body to prevent damage to the body guide etc. FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables 2. Guide Rope 8. Inspect bushings (5, 8, & 9), body ear (4), and frame pivot (7) for excessive wear or damage.
B03020
Dump Body
B3-3
Installation
1. Park truck on a hard, level surface and block all the wheels. Attach cables and lifting device to the dump body and take up the slack as shown in Figure 3-1. Lower body over the truck frame and align body pivots to frame pivot holes. 2. Install shims (6, 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. Align the hole in pivot pin (3) with capscrew hole in pin retainer (part of body pivot ear, 4) and push the pivot pin through the shims (6), frame pivot (7), and into the pivot bushings (5, 9) in each side of the body pivot. 4. Install capscrew (1) through each pin and tighten the nuts (2) to 300 ft.lbs. (407 N.m) torque. Use washers, as necessary on the nut side only, to ensure the capscrew does not run out of threads when tightening. 5. 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. 6. Install the pin retaining capscrews and nuts and tighten to 300 ft.lbs. (407 N.m). 7. Install mud flaps, rock ejectors, electrical cables and lubrication hoses.
Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturer's 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.
FIGURE 3-3. DUMP BODY PIVOT PIN 1. Capscrew - M36 2. Lock Nut - M36 3. Body Pivot Pin 4. Body Ear 5. Body Pivot Bushing 6. Shim 7. Frame Pivot 8. Pivot Bushing 9. Body Pivot Bushing
B3-4
Dump Body
B03020
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 unloaded dump 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.
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.
3. A gap of approximately 0.075 in. (1.9 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. ! 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
B03020
Dump Body
B3-5
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 it's maximum height. Refer to Figure 3-6.
FIGURE 3-5. BODY GUIDE 1. Dump Body 2. Body Guide 3. Body Guide Wear Plates
FIGURE 3-6. BODY-UP CABLE INSTALLATION 1. Rear Body Ear Structure 2. Cable Storage 3. Cable Assembly 4. Axle Housing Ear Structure
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.
B3-6
Dump Body
B03020
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.
3. If arm (1) becomes bent, it must be removed and straightened. 4. Inspect mounting brackets (4, Figure 3-7), pins (2) and stops (3) at each shift change for wear and/or damage, and repair as necessary.
Rock Ejectors (Type II)

Inspection 1. The rock ejectors must be positioned on the center line between the rear tires within 0.25 in. (6.0 mm). 2. With the truck parked on a level surface, the arm structure should be approximately 17.9 in. (454.5 mm) from wheel housing (2). Refer to Figure 3-8. NOTE: With rock ejector arm (1, Figure 3-7) hanging vertical as shown in Figure 3-8, there must be NO GAP at stop block (3, Figure 3-7).
FIGURE 3-8. ROCK EJECTOR INSTALLATION FIGURE 3-7. ROCK EJECTOR MOUNTING BRACKET 1. Rock Ejector 2. Pin 3. Stop Block 4. Mounting Bracket 1. Rock Ejector Arm 2. Wheel Housing
B03020
Dump Body
B3-7
NOTES:
B3-8
Dump Body
B03020
SECTION B4 FUEL TANK INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 LOW FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7
B04018
Fuel Tank
B4-1
NOTES
B4-2
Fuel Tank
B04018
FUEL TANK
1. Fuel Tank 2. Capscrews & Lockwashers 3. Mounting Cap 4. Lifting Brackets 5. Breather 6. Filler Cap 7. Fuel Return Hose 8. Fuel Supply Hose
FIGURE 4-1. FUEL TANK INSTALLATION 9. Fuel Gauge Sender 10. Drain Cock 11. Fuel Supply Connector 12. Capscrews & Lockwashers 13. Low Fuel Switch 14. Wire Harness 15. Tank Mount Bracket 16. Capscrew, Flatwasher, Lockwasher
17. Flatwasher 18. Rubber Dampener 19. Ground Wire 20. Wire Harness 21. Capscrews & Lockwashers 22. Capscrews & Lockwashers 23. Refueling Cap 24. Fuel Receiver
B04018
Fuel Tank
B4-3
Removal 1. Raise the truck body and install the body-up cable. 2. Drain the fuel from the tank into clean containers. 3. Disconnect the fuel tank wire harness and remove the clamps attached to the tank. Remove ground wire (19, Figure 4-1). 4. If equipped, close the in-line shut-off valves. Remove fuel supply hose (8) and return (hose 7). Cap the hoses and tank fittings to prevent contamination. 5. Remove the hydraulic filter assembly on the frame side of the tank. Support the filter assembly by placing a chain over the frame rail. (It is not necessary to remove the hydraulic hoses.) The weight of the empty fuel tank is approximately 3725 lbs (1690 kg). Be certain to use lifting devices with adequate capacity. 6. Attach a lifting device to tank lift eyes (4). 7. Remove lower mount capscrews (16). Remove upper mount capscrews (2) and mounting caps (3). 8. Lift tank assembly from brackets and move to work area. 9. Remove fuel gauge sending unit (9), breather (5) on top of the tank, and other fittings as required to perform interior cleaning. Installation 1. Thoroughly clean the frame mounting brackets and the mounting capscrew hole threads. Retap the threads if damaged. The weight of the empty fuel tank is approximately 3725 lbs (1690 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 mount caps (3, Figure 4-1), capscrews (2) and lockwashers. Do not tighten at this time. 3. Install the four capscrews, lockwashers, and flatwashers (16), flat washers (17), and rubber dampeners (18) in the lower mounts and tighten the lower mounting bolts to 310 31 ft. lbs. (420 42 N.m) torque. 4. Tighten the trunnion mount capscrews (2) to 525 53 ft. lbs. (711 72 N.m) torque. 5. Connect the hoses removed during the removal procedure. Install the wire harness and clamps. Open the in-line shut-off valves, if equipped.
Repair If a tank has been damaged and requires structural repair, perform 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 for 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.
B4-4
Fuel Tank
B04018
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 the fuel below the level of the gauge sender. 2. Disconnect the wire from the terminal. 3. Loosen the small screws holding the fuel gauge sender unit and carefully remove.
LOW FUEL SWITCH

Low fuel switch (13, Figure 4-1) controls the low fuel level indicator on the overhead warning indicator light panel in the operator cab. The switch is calibrated to turn on the low fuel indicator when the usable fuel remaining in the tank is approximately 25 gallons (95 liters).
Installation 1. Clean mating surfaces, and install a new gasket. 2. Reinstall the sender unit in the tank. Use care and ensure that the float is oriented properly and works freely in the vertical plane during installation. 3. Reinstall the four socket head capscrews and tighten to standard torque. Reconnect the wire to the terminal. 4. Refill the tank and check for leaks.
B04018
Fuel Tank
B4-5
WIGGINS QUICK FILL FUEL SYSTEM

FUEL RECEIVER
The fuel receiver (24, Figure 4-1) is mounted on the fuel tank (1). Receiver assembly (6, Figure 4-3) is mounted on the left hand frame rail. Keep the cap on the receivers to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or if the tank does not completely fill, check the breather valve to see that the float balls are in place and the outlet screen is clean. If the valve is operating properly, the problem will most likely be with the fuel supply system. properly on the stem. If not, adjust the cage, accordingly.
TANK BREATHER VALVE

NOTE: The relief pressure of the breather valve is 10.2 - 12.9 psi (70 - 89 kPa). Removal Unscrew breather valve (5, Figure 4-1) from fuel tank (1). Installation Screw breather valve (5, Figure 4-1) into fuel tank (1). Disassembly 1. Remove clamp (3, Figure 4-2). 2. Remove cover (2) and screen (1). 3. Remove ball cage (10), solid ball (11), and float balls (12). 4. Unscrew end fitting (7) from body (4). 5. Remove stem (8) and valve spring (5). Assembly 1. Clean and inspect all parts. If damaged components are evident, replace the entire assembly. 2. Place valve spring (5) into position in body (4). 3. Insert stem (8) into end fitting (7). 4. Screw end fitting (7) into body (4). Ensure the components are properly aligned and seated. 5. Place screen (1) and cover (2) into position on the breather. Install clamp (3). 6. Insert the balls into ball cage (10) with solid ball (11) on top. 7. Insert the ball cage onto the stem. A minimum of two cage coils must be seated in the groove on the stem. Ensure the solid ball is able to seat FIGURE 4-2. BREATHER VALVE 1. Screen 2. Cover 3. Clamp 4. Body 5. Valve Spring 6. O-Ring 7. End Fitting 8. Stem 9. O-Ring 10. Ball Cage 11. Solid Ball 12. Float Ball
B4-6
Fuel Tank
B04018
LEFT SIDE FILL

This location permits fueling the truck from the left side.
1. Refueling Box 2. Filler Hose
FIGURE 4-3. LEFT SIDE FILL 3. Capscrew 5. Filler Cap 4. Tapped Bar 6. Receiver Assembly
7. Fuel Tank 8. Frame Rail
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
B04018
Fuel Tank
B4-7
NOTES
B4-8
Fuel Tank
B04018
SECTION C ENGINE INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWERTRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
C01021
Index
C1-1
NOTES
C1-2
Index
C01021
SECTION C2 POWER MODULE INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Preparation for Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-4 Removal - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-7 Installation - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9 Hookup - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
C02021
Power Module
C2-1
NOTES
C2-2
Power Module
C02021
POWER MODULE
The radiator, engine and alternator assemblies are mounted on a roller equipped subframe which is contained within the truck's 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 in Section E, 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. 8. Open the battery disconnect switches. 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. 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 Section C, Cooling System.
C02021
Power Module
C2-3
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT 4. Pump Drive Shaft 1. Hydraulic Pump 2. Shaft Guard 5. Alternator 3. Blower Duct Preparation for Removal
The complete power module, including the hood and grille weighs approximately 37,386 lbs. (16,958 kg). Make sure lifting device to be used has adequate capacity. 1. If radiator removal is required, refer to Section B, Structural Components, 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.
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT 6. Wheel Motor Duct 1. Electrical Cabinet 7. Main Alternator 2. Intake Duct 8. Alternator Inlet 3. Alternator Inlet Duct Transition Structure 4. Blower Assembly 5. Wheel Motor DuctTransition Structure 4. Remove engine air intake 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.
C2-4
Power Module
C02021
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
C02021
Power Module
C2-5
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. 16. Refer to Section N, Operator Comfort, 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.
FIGURE 2-4. ENGINE EXHAUST PIPING 1. Capscrew 2. Lockwasher 3. Nut 4. Front Exhaust Pipe 5. Rear Exhaust Pipe 6. Clamp Bands
C2-6
Power Module
C02021
FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION 1. 1. Alternator 2. 2. Rear Power Module Lift Eye 3. Rear Frame/Sub-frame Mount 4. Engine/Alternator Cradle Structure Removal - Power Module Recheck to be certain all hoses, electrical cables, ground straps etc. have been removed. 1. Remove capscrews, nuts and washers (8, Figure 2-5) securing front subframe support to main frame. 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.
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.)
C02021
Power Module
C2-7
FIGURE 2-7. POWER MODULE LIFTING POINTS 1. Module Lifting Tool 2. Alternator 3. Lifting Points 4. Engine 5. Power Module Subframe
FIGURE 2-6. SUBFRAME ROLLERS 1. Roller Assembly 2. Subframe 3. Capscrews
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 26). 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.
The complete power module, including the hood and grille weighs approximately 37,386 lbs. (16,958 kg). Make sure lifting device to be used has adequate capacity.
C2-8
Power Module
C02021
Installation - Power Module 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 roll-out 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).
The complete power module, including the hood and grille weighs approximately 37,386 lbs. (16,958 kg). Make sure lifting device to be used has adequate capacity. 5. Raise the power module and align the subframe rollers within the main frame guide rails.
FIGURE 2-8. POWER MODULE INSTALLATION Hookup - Power Module 1. Install all ground straps between frame and subframe. Reconnect wire harnesses at power module subframe connectors. 2. Install vertical and diagonal ladders on mounting pads at front bumper.
C02021
Power Module
C2-9
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 transition 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, Lubrication and Service, for capacity and fluid specifications. 14. Recharge air conditioner system per instructions in Section N, Operator Comfort.
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C2-10
Power Module
C02021
SECTION C3 COOLING SYSTEM INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Removal - Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Installation - Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5 RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
C03028
Cooling System
C3-1
NOTES
C3-2
Cooling System
C03028
COOLING SYSTEM
RADIATOR
Removal - Radiator 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, Structural Components. 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 N, Operator Comfort, and discharge the refrigerant from the system with a recovery/recycle station. The system is charged with HFC-134A refrigerant. a. Remove refrigerant hose clamps and remove the receiver/drier (7, Figure 3-1) mounted on rear, left side of the radiator shroud. Disconnect wiring from low pressure switch. b. Remove clamp and disconnect inlet and 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 7. Heat Exchanger 8. Receiver Drier 9. Mount Capscrews
FIGURE 3-2. AIR CONDITIONER CONDENSER 1. Grille Structure 2. Condenser 3. Mounting Capscrews 4. Inlet Hose 5. Outlet Hose
5 C03028
Cooling System
C3-3
FIGURE 3-4. FAN GUARD 1. Fan Guard (LH) 2. Fan Shroud 3. Fan Guard (RH) 4. Engine Subframe
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 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.
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.
C3-4
Cooling System
C03028
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: FIGURE 3-5. RADIATOR MOUNT 1. Radiator 2. Mounting Hardware 3. Subframe 4. Battery Box 5. Outlet Elbow a. Install condenser, condenser hoses, and clamps. b. Install receiver/drier and clamp Attach wires to low pressure switch. hoses.
c. Clamp all hoses and wiring to studs using clamps removed during disassembly. Refer to Section N, Operator Comfort, for complete instructions to evacuate and recharge the air conditioning system refrigerant supply. Installation - Radiator 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. 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 13. Install grille and hood according to instructions in Section B, Structural Components. 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 Section P, Lubrication and Service 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.
C03028
Cooling System
C3-5
RADIATOR FILLING PROCEDURE
RADIATOR REPAIR
Internal Inspection If desired, an internal inspection can be performed on the radiator before complete disassembly. The inspection entails removing tubes in the radiator core and cutting them open. This type of inspection can indicate overall radiator condition, as well as coolant and additive breakdown. To perform this inspection, remove about four random tubes from the air inlet side of the radiator. Remove tubes from both the top and bottom cores, and near each end of the radiator. Refer to Disassembly and Assembly in this section for proper instructions for tube removal and installation. Analyze any contaminant residue inside the tube to determine the cause. Flush the system before returning to service. Contact your nearest L&M Radiator facility for further instruction or visit the L&M website for further information at www.mesabi.com.
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.
External Cleaning Many radiator shops use a hot alkaline soap, caustic soda, or chemical additives in their boil-out tanks which can attack solders. These tanks are generally not recommended. Before such tanks are used for cleaning, ensure that the cleaning solutions are not harmful to solder, otherwise damage to the radiator will result. Be sure to completely rinse the cleaned tube/core in clean water after removing from the boil-out tank. As an alternative to boil-out tanks, radiators can be cleaned externally with a high pressure washer and soap. In most cases, it may be best to blow out any dry dirt with a high pressure air gun prior to washing the core with the high pressure washer. Pressure washers should not exceed 1200 psi. Unlike conventional cores, you can and should get right up next to the core with the spray nozzle. Starting from the air exit side, place the high pressure washer nozzle next to the fins. Concentrate on a small area, slowly working from the top down. Make sure to spray straight into the core, not at an angle. Continue washing until the exit water is free of dirt. Repeat from the opposite side.
C3-6
Cooling System
C03028
Disassembly
To aid in removal of the tubes, clean the radiator prior to disassembly. Heating the seals with hot water helps to loosen the grip on the tubes. Cleaning the radiator prior to disassembly also reduces the risk of internal contamination. After cleaning, spray lubricating oil at the top end of the tubes.
2. After the tube is loose, position the installation tool (VJ6567) at the bottom of the tube to be removed. Refer to Figure 3-7 The upper jaw of the tool should be positioned just below the rectangular section of the tube. The bottom jaw should rest on the seal. Squeeze the tool just enough to allow the bottom of the tube to be removed from the bottom seal. NOTE: To ease in the removal of tubes, use the breaker tool and installation tool simultaneously.
FIGURE 3-8. ANGLING TUBE DURING REMOVAL FIGURE 3-6. BREAKER TOOL (XA2307) 1. Start at the top row of tubes, first, and use the breaker tool (XA2307) to loosen the tube to be removed. When using the tool, position it at the top or bottom of the tube. Never position it in the middle of the tube or damage may result. Use the tool to lightly twist the tube back and forth within the seals to loosen the grip. Refer to Figure 3-6.
3. Pull the tube from the top seal while simultaneously twisting the tube. Angle the tube only far enough to clear the radiator during removal. Refer to Figure 3-8. Removing the tube at an excessive angle may cause damage to the tube. 4. Remove all the tubes at the top, before removing the bottom tubes. 5. After all of the tubes are removed, pliers can be used to remove the seals from the tanks. Discard all seals. New seals must be used for assembly.
FIGURE 3-7. INSTALLATION TOOL (VJ6567)
C03028
Cooling System
C3-7
Cleaning and Inspection 1. Clean tube holes using a drill with a 3/4 in. (19 mm) wire brush. 2. Clean the holes of any foreign debris and wipe clean. 3. Clean the inside of the tanks and tubes. In most cases just flushing the inside with a high pressure hot water washer, with soap, will do the job. If not, contact an L&M manufacturing facility or visit the L&M website for further instruction at www.mesabi.com. 4. Check for signs of internal blockage in tubes and tanks. If desired, you may cut open tubes for inspection. If contamination is present, the tube should be analyzed. The radiator must be properly flushed of all contaminants and corrective action must be taken to prevent such contamination from occurring in the future. Refer to Internal Inspection in this section. 5. Buff the tube ends with a polishing wheel and a copper polishing compound. If any debris can not be removed by buffing, emery cloth, steel wool, or a wire wheel (wire size 0.006 - 0.008 in. (0.15 - 0.20 mm) is acceptable for use. Use extreme care not to mar the tube ends.
Properly installed; slightly convex
Improperly installed; concave
FIGURE 3-9. PROPER SEAL INSTALLATION
2. Use a 1/2 in. (13 mm) diameter brush to lubricate the seals with lube/release agent (XA2308). 3. Use a spray bottle to lubricate the tube ends with the lube/release agent.
Assembly NOTE: For easier installation, soak the seals in hot water before installing. 1. Install the new tube seals onto the bottom tank and the bottom side of the center tank. Do not install seals for the top core at this time. Seals for the top of the tubes do not have locking grooves, bottom tube seals do. Ensure the correct seals are installed in the proper position. The seal holes must be dry during installation. Use a rubber mallet and a flat metal plate to lightly tap the seals into place. Using excessive force will drive the seals in too far. The seals should be slightly convex when installed properly. Improperly installed seals are concave with a smaller diameter hole. Refer to Figure 3-9.
When installing tubes, start at one end and work towards the center. After you reach the center, move to the opposite end, and again, work towards the center. If any of the tubes are difficult to install, do not proceed to force the tube. Remove the tube and determine the problem. Possible causes may be: inadequate seal/tube lubrication improperly installed seal damaged seal or tube end tube angle excessive during installation and/or tube not centered in seal Inspect seals for damage before trying to reinstall tube. Replace as necessary.
C3-8
Cooling System
C03028
4. Working from the front of the radiator (opposite of fan side) install the bottom row of tubes starting with the fan side row. When installing the tubes, center the top of the tube in the top seal while angling the tube only as much as necessary. Twist the tube while applying upward force. Push the tube into the seal until enough clearance is available to install the bottom end of the tube into the bottom seal. 5. Center the bottom end of the tube in the bottom seal. Push the tube downward until the formed bead on the tube is seated inside of the lock ring groove in the seal. If necessary, you may use the installation tool (VJ6567) to pull the tube downward into the seal. The tool has a hooking device on the end of one of the handles for aiding in installation.
Pressure Testing Radiators should be pressure tested at 15 psi for 30 minutes. Various methods of pressure testing include the following: Pressurize the radiator and submerge into a test tank. Watch for leaks. Lay the front side of the radiator on the floor. Cap off ports, and fill the radiator with hot water. Pressurize the radiator and check for leaks. Cap off radiator ports. Install an air pressure gauge and pressurize to 15 psi. Remove the air source and monitor the pressure gauge. Pressurize the radiator with air, and spray sealed joints with soapy water.
Additional Service Information Additional service information can be found on the L&M Radiator website located at www.mesabi.com.
FIGURE 3-10. USING INSTALLATION TOOL TO INSTALL TUBE
Ensure that all tube beads are seated in their respective bottom seals. Align and straighten all tubes during the installation of each row to allow maximum air flow through the radiator. 6. Install tube stay ends and install the felt air baffles behind the front and back rows while completing tube installation.
C03028
Cooling System
C3-9
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. a. Check for proper coolant/antifreeze mixture. b. Follow engine manufacturer's 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 N, Operator Comfort for complete instructions for test and repairs if required. 5. Refer to engine manufacturer's Service Manual for information regarding test and replacement of the coolant system thermostats.
C3-10
Cooling System
C03028
SECTION C4 POWERTRAIN INDEX
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Removal - Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 Joining The Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
C04027
Power Train
C4-1
NOTES
C4-2
Power Train
C04027
POWER TRAIN
ALTERNATOR
Removal - Alternator The following instructions cover the removal of the main alternator from the engine after the power module has been removed from the truck. (Refer to Figure 4-2.)
When lifting the alternator, attach a hoist to the lift eyes only. The alternator weighs approximately 8,200 lbs. (3,720 kg). Use a lifting device that can handle the load safely. 1. Attach a hoist with two lifting chains to the two alternator lifting eyes (8, Figure 4-2). 2. Block under the rear of the engine a. Loosen cradle adjustments setscrews (3, Figure 4-1). b. Loosen engine/cradle capscrews (5, Figure 4-2).
FIGURE 4-1. CRADLE STRUCTURE 1. Cradle Structure 2. Jam Nut 3. Adjustment Setscrew 4. Subframe 5. Gap
FIGURE 4-2. ENGINE AND ALTERNATOR 1. Alternator 4. Flywheel Housing 7. Sub Frame 2. Capscrews & Lockwashers 5. Capscrews 8. Alternator Lift Eyes 3. Cradle 6. Engine
C04027
Power Train
C4-3
3. Remove the access cover at the front, right side of the engine flywheel housing. Reach through the access openings and remove twelve [12] capscrews (6, Figure 4-3) joining the engine drive ring (7) to alternator rotor (8). (Rotate crankshaft to align each capscrew with access hole.)
Be certain all capscrews have been removed! 4. Remove sixteen capscrews (3) securing flywheel housing adapter (2) to alternator housing (1). NOTE: The clearance between the head of capscrew (3) and flywheel housing (4) will not permit complete removal of the capscrews at all locations. Be sure all the capscrew threads are completely disengaged from alternator housing (1). 5. Take up slack in the hoist and remove capscrews and lockwashers (2, Figure 4-2) securing the alternator to the cradle structures. 6. Keep the 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 5. Capscrew 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
C4-4
Power Train
C04027
ENGINE/ALTERNATOR MATING
Measuring Procedure 1. Thoroughly clean the alternator housing mounting surface, rotor drive adapter mounting surface and flywheel housing adapter mounting surfaces.
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.)
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_______________ 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: Average______________ b. Add 1/2 (one-half) of Total End-play (Step 2). c. Record (a + b) as; Measurement C:___________________
SERVICE DATA - Eccentricity & Runout Limits Description Max. Face Runout Flywheel Housing Max. Eccentricity of Flywheel (Coupling Assy.) Max. Axial Runout of Flywheel Face (Coupling Assy.) . T.I.R 0.25 mm 0.18 mm 0.25 mm Max. Flywheel Housing Bore Eccentricity 0.66 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
C04027
Power Train
C4-5
4. Refer to Figure 4-5. Alternator End-play: a. Using a flat steel bar (3, Figure 4-5) bolted rigidly to the alternator rotor (2), install a 5/8" - 11 capscrew (4) at each end into alternator housing (1). Leave capscrews finger-tight. b. Move alternator rotor (2) axially towards the rear (slip-ring end) by alternately tightening the capscrews (4) one-half-turn-at-a-time. Do NOT exceed 12.0 ft. lbs. (16.3 N.m) torque on each capscrew. This establishes the maximum permissIble rear travel for the alternator rotor. c. Alternately loosen capscrews (4) one-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 the 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:___________________ 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.
FIGURE 4-5. ALTERNATOR END-PLAY 1. Alternator Housing 2. Alternator Rotor 3. Steel Bar 4. Capscrew
b. If A is greater than C, subtract: (A - C) = D D = ________________Shim pack thickness to be installed at location D, Figure 4-4.
Rotor-to-Drive Ring Location B Shim Part Number TM3467 TM3469 Shim Thickness 0.004 inch 0.007 inch
Alternator-to-Flywheel Housing Adapter Location D Shim Part Number TM3466 TM3468 Shim Thickness 0.004 inch 0.007 inch
C4-6
Power Train
C04027
Joining The Alternator and Engine
When lifting the alternator, attach hoist to lift eyes only. The alternator weighs approximately 8,200 lbs. (3,720 kg). Use a lifting device that can handle the load safely. 1. Use the two top lift brackets provided on the alternator for lifting. The top front lifting bracket should be equipped with some method of adjusting the alternator to keep it horizontal. 2. Carefully move alternator into place and engage the engine drive ring (6, Figure 4-6) into the alternator rotor drive (7) using shims B, if required (refer to step 5.a. Determining Shims, in Measuring Procedure). 3. Install flywheel housing adapter capscrews (2) into alternator housing (1). Tighten to 175 ft. lbs. (237 N.m) torque. 4. Install capscrews (5) through engine drive ring (6) into the alternator rotor adapter (7). Rotate 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 4-2) and tighten to 525 ft. lbs. (712 N.m) torque. 6. Tighten engine-to-cradle structure mounting capscrews (5, Figure 4-2) to 345 ft. lbs. (465 N.m) torque. FIGURE 4-6. ALTERNATOR TO ENGINE MOUNTING 1. Alternator Housing 2. Point Capscrew 3. Flywheel Housing Adapter 4. Engine Flywheel Housing 5. Capscrew 6. Engine Drive Ring 7. Alternator Rotor B - Drive Shims D - Housing Shims
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.
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.
C04027
Power Train
C4-7
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 manufacturer's 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. Refer to 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 20,514 lbs. (9,305 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
C4-8
Power Train
C04027
SECTION C5 AIR CLEANERS INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 General Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4 Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05013 05/98
Air Filtration System
C5-1
NOTES
C5-2
05/98 C05013
AIR CLEANERS
AIR CLEANERS
Operation Air required by the diesel engine passes through the air cleaner assemblies mounted on each side of the 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 engine's 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 operator's 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 2. Precleaner Section 3. Air Intake Cover 4. Element Cover
C05013 05/98
C5-3
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 10. Safety Filter Element 11. Main Filter Element 12. Main Element Gasket 13. Clean Air Outlet 14. Pre-Cleaner Gasket 15. 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.
C5-4
05/98 C05013
Main Filter Element Cleaning 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. 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
C05013 05/98
C5-5
FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR 2. Clean dust loaded elements with dry filtered compressed air: a. Maximum nozzle pressure must not exceed 30 psi (207 kPa). Nozzle distance from filter element surface must be at least one inch (25 mm) to prevent damage to the filter 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. 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.
FIGURE 5-5. REMOVING DUST FROM PRECLEANER TUBES
Cleaning Precleaner Tubes
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.
C5-6
05/98 C05013
AIR INTAKE TROUBLESHOOTING

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. 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 05/98
C5-7
NOTES
C5-8
05/98 C05013
SECTION D ELECTRICAL SYSTEM (24VDC NON-PROPULSION) INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this Manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT 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 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.
D01033
Index
D1-1
TRUCK SHUTDOWN PROCEDURE

1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Be certain the rest warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to steer. 5. Verify the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a 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
SECTION D2 24VDC ELECTRIC SUPPLY SYSTEM INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 24VDC BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 BATTERY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 BATTERY CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 24VDC Auxiliary Battery Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7 Isolation Diodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7 Engine Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
D2024
24VDC Electrical Supply System
D2-1
NOTES:
D2-2
D02024
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The 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 (Group 31Type ) 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 truck's batteries.
Lead-acid storage batteries contain sulfuric 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 lead-acid storage batteries. See the precautions in Section A of this manual to insure proper handling of batteries and accidents involving sulfuric 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.
An undercharged battery is incapable of providing sufficient power to the truck's 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 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 lead-acid 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.
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 3/8 to 1/2 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.
D2024
D2-3
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 sulfuric 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 1/2 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 charged battery is in no danger of freezing, therefore, a battery should be kept charged, 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)
D2-4
D02024
BATTERY SUPPLY SYSTEM

24VDC BATTERY CHARGING ALTERNATOR Refer to Optional Equipment, Section M for information regarding the truck battery charging alternator.
Four Type 8D batteries (4) are installed in the battery box and are used for the 24VDC engine cranking circuit. Two smaller (Group 31 Type) batteries (3) are installed to provide 24VDC for the truck systems other than engine starting. A 24VDC to 12VDC converter located in the battery control box (1) is used to convert the 24 volt battery system voltage to 12 volts for various truck components. When maintenance or repairs are performed, the batteries can be quickly disconnected from the starter or control circuits using the disconnect switches located on the battery control box (1). An external battery charger may also be connected through auxiliary battery connectors also located on the battery control box.
BATTERY BOX The truck batteries are located in an enclosure (2, Figure 2-1) in the center of the truck below the diagonal ladder. 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.
FIGURE 3-1. BATTERY BOX & BATTERY CONTROL BOX 1. Battery Control Box 2. Battery Box 3. System Batteries 4. Engine Start Batteries 5. Engine (Ground Level) Shutdown Switch
D2024
D2-5
BATTERY CONTROL BOX

The battery control box (1, Figure 2-2) is located near the left corner of the front bumper. This box contains the battery disconnect switches and other components listed below. Battery Disconnect Switches The battery switches provide a convenient method of disconnecting the truck batteries from the truck electrical circuits without the need to remove any battery cables. The rear disconnect switch (10) opens the starter battery circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits if desired. The front switch (12) disconnects the 24VDC system batteries.
24VDC Auxiliary Battery Connectors Two pairs of receptacles (11), 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 front receptacle and the other pair connected to the rear receptacle on the truck. NOTE: If both the truck cranking batteries and the system batteries are discharged, the system batteries should be recharged before attempting to start the engine.
FIGURE 3-2. BATTERY CONTROL BOX COMPONENTS 1. Battery Control Box Housing 2. 24VDC to 12VDC Converter 3. Circuit Breaker (50A) 4. Engine Starter System Isolator Diode 5. Circuit Breaker (15A) 6. Circuit Breaker (70A) 7. Engine Starter Relay 8. Battery System Isolation Diode 9. Ground Buss 10. Starter Battery Disconnect Switch 11. Auxiliary Battery Connector 12. System Battery Disconnect Switch
D2-6
D02024
24VDC to 12VDC Converter A DC to DC converter (2) provides a 12VDC power source for the truck radio/cassette player, cab power windows, and cigarette lighter. The converter is powered by the starter circuit batteries and is protected by CB60, a 70 amp circuit breaker (6) in the input circuit. Converter output circuits are protected by CB00, a 50 amp circuit breaker (3), both located inside the battery control box.
Engine Starter Relay The Engine Start Relay (7) receives the signal to begin cranking from the Start Relay located on Relay Board No. 6. When the Engine Start Relay is activated, it provides current to the starter motors to engage the drives and begin cranking the engine, eliminating the need for magnetic switches.
Isolation Diodes Schottky type isolation diodes are used to provide isolation between the system and the starter battery circuits, and in the dual starter motor start command circuits. These devices control the direction of current flow in high current applications. The battery system isolation diode (8) allows charging current from the battery charging alternator to charge both system batteries, but prevents current flow from the system batteries to the starter motors when the engine is started. The engine starter system isolation diode (4) provides current flow from the cranking batteries through the engine start relay (described below) to the starter motor engagement drives.
Be certain to observe and verify polarity, connection points, and correct circuit numbers if relay replacement is necessary. Incorrect hookup will damage the solid state relay.
D2024
D2-7
NOTES
D2-8
D02024
SECTION D3 24VDC ELECTRICAL SYSTEM COMPONENTS INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 BRAKE WARNING BUZZER (BWB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 FUSE BLOCK 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 POWER DISTRIBUTION TERMINALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 PULSE VOLTAGE MODULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 5 MINUTE IDLE TIMER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 5 Minute Idle Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 TAIL LIGHT RESISTOR DIODE ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 ENGINE STARTER FAILURE DELAY TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 LUBRICATION SYSTEM TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 AUTO LUBE DELAY TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 BAROMETRIC PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 KONTROL POWER RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 ALARM INDICATING DEVICE (AID) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Temperature and Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Hot Switch Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Hot Switch Inverter Card (Slot 4) (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Diode Matrix (Without Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Diode Matrix (With Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
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24VDC System Components
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Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12 DIODE BOARD - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12 Diode Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12 RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 RELAY BOARDS RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 RELAY BOARD IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 RELAY BOARD FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Relay Board 1 (RB1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Relay Board 3 (RB3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Relay Board 6, 7 & 8 (RB6, RB7, RB8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Installing Additional Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
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24 VDC ELECTRICAL SYSTEM COMPONENTS

24 VDC ELECTRICAL SYSTEM COMPONENTS
The 24 VDC electrical system components shown in Figures 3-1 through 3-3 are accessed by unlatching the auxiliary electrical box door on the back side of the control cabinet.
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.
BRAKE WARNING BUZZER (BWB) The brake warning buzzer provides an audible alarm for the operator if a malfunction occurs in the hydraulic service brake system. This buzzer is located inside the overhead console near the left radio speaker. Refer to Section J for additional operational details.
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 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.
AUXILIARY CONTROL CABINET COMPONENTS

The Auxiliary Control Cabinet (Figures 3-1 through 33) is mounted on the left side of the main electrical cabinet, near the rear of the cab. The cabinet houses various components for the 24VDC circuits, engine related devices and terminal strips connecting truck wiring harnesses with the electrical cabinet, cab, etc. 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 manufacturer's service publications and the appropriate G.E. publications. The electrical schematics in Section R should be used when troubleshooting problems with the following components.
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Refer to Figure 3-1 for location of the following components located on the back wall of the cabinet.
PULSE VOLTAGE MODULATOR The Pulse Voltage Modulator (PVM) (5, Figure 3-1) receives a load curve signal from the engine controls and converts it to a 0 to 10 volt signal for use by a PSC card in the Electronic Control Panel (IPC).
FUSE BLOCK 1 & 2 Fuse blocks (1 & 2, Figure 3-1) contain fuses that protect various circuits on the truck. Always replace a blown fuse with a new one of the same rating. For a listing of fuse sizes and circuits, refer to the Fuse Block chart on the last page. POWER DISTRIBUTION TERMINALS A 24 VDC terminal (4, Figure 3-1) and a 12 VDC terminal (7) are mounted on the rear 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.
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FIGURE 3-1. AUXILIARY CONTROL CABINET - BACK WALL 1. Fuse Block 1 2. Fuse Block 2 3. Dome Light Switch 4. Terminal - 24VDC 5. Pulse Voltage Monitor (PMV) 6. Ground Block (GB31) 7. Terminal - 12VDC 8. Terminal Boards (TB21-TB34)
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Refer to Figure 3-2 for location of the following components located on the right wall of the cabinet. 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 5 minute idle timer indicator lamp on the overhead display will also illuminate. 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 center console engine 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. 5 Minute Idle Timer The 5 minute idle timer (3, Figure 3-2) 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.
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. Turn the engine shutdown switch off. Verify voltage at circuit 712 drops to 0 when the shutdown switch is turned to OFF.
TAIL LIGHT RESISTOR DIODE ASSEMBLIES The tail light resistor diode assembly RD1, RD2 (7 & 8, Figure 3-2) 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.
ENGINE STARTER FAILURE DELAY TIMER The Engine Starter Failure Delay Timer (2, Figure 32) is used in the circuitry which detects a failure of one of the two starter motors and provides a warning to the operator if either starter does not energize for at least 2 seconds when attempting to start the engine.
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FIGURE 3-2. AUXILIARY CONTROL CABINET - RIGHT WALL 1. Relay Board 8 2. Starter Failure Delay Timer 3. 5 Minute Timer Module 4. A.I.D. Panel 5. 12V Power Relay 6. Key Switch Power Relay 7. Tail Light Resistor/Diode (RD2) 8. Tail Light Resistor/Diode (RD1)
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Refer to Figure 3-3 for location of the following components located on the left wall of the cabinet. LUBRICATION SYSTEM TIMER Automatic Lubrication System lubrication interval is controlled by the timer (2, Figure 3-3). Lubrication cycle frequency can be adjusted by removing the timer 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 P for additional automatic lubrication system details. AUTO LUBE DELAY TIMER This 1 minute signal delay timer (1, Figure 3-3) allows the lube system to attain normal grease pressure without activating the low pressure warning lamp on the overhead display.
BAROMETRIC PRESSURE TRANSDUCER The Barometric Pressure Transducer (4, Figure 3-3) monitors air pressure, providing a signal to a TCI analog interface card in the Electronic Control Panel (IPC).
KONTROL POWER RELAY The Kontrol Power relay (3, Figure 3-3) is energized when the Control Power switch (located in the main electrical cabinet) is turned on. This relay isolates the GE control power from the truck circuits and provides power to non-propulsion system 24VDC components.
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FIGURE 3-3. AUXILIARY CONTROL CABINET - LEFT WALL 1. Auto Lube System Delay Timer 2. Auto Lube System Timer 3. Kontrol Power Relay 4. Barometric Pressure Transducer 5. Relay Board (RB3) 6. Relay Board (RB4) 7. Relay Board (RB5) 8. Diode Board (DB1) 9. Relay Board (RB1) 10. Relay Board (RB6) 11. Relay Board (RB7)
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ALARM INDICATING DEVICE (AID) SYSTEM The Alarm Indicating Device (4, Figure 3-2) is connected to 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 34): 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) (Optional) Oil Level Card (Slot 6) (Optional) 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 3-4). 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.
FIGURE 3-4. 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.
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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 185F (85C) and 500 ohms at 250F (122C). Normal setting is 204F (96C). 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 ohm 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.
Hot Switch Inverter Card (Slot 4) (Not Used) Oil Level The Oil Level Card (Optional) 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.
Temperature The Temperature Card (Optional) is used to turn on the High Oil Temperature Indicator Light. The indicator light tells the operator hydraulic tank oil temperature has exceeded acceptable levels. Normal temperature setting is 250F (121C). 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.
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.
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.
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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.
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.
DIODE BOARD - DB1 The diode board (8, 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. 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 manufacturer's instructions for proper test.
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.
FIGURE 3-5. DIODE BOARD 5. Foam Block 1. Mounting Rail 6. Board 2. Screw 7. Diode 3. Nut 4. Mounting Plate
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RELAY BOARDS
The Auxiliary Control Cabinet contains eight 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, 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 light that is ON. If a circuit breaker light is ON, press all the circuit breakers to make sure that they are all ON. There is no visual indication which circuit breaker has tripped. 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. Relays may take 1minute to trip, 30 seconds before they can be reset. Check the wiring and all of the connections between the relay board and the component for an open circuit. Defective component. Replace component. Service
Poor ground at the component. Repair the ground connection.
To replace a relay: NOTE: The relays are labelled to identify the applicable circuits and components Also, refer to the Fuse Block 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 harnesses from relay board. Remove four relay board mounting screws and remove relay board from truck. 3. Remove four hold down screws (2, Figure 3-6) (one in each corner) in circuit breaker cover plate. Remove two screws (6) and card (5). 4. Remove nuts on wire terminal leads on the circuit breaker to be replaced. Remove mounting screws on circuit breaker to be replaced. 5. Lift out circuit breaker. Retain flat washers from wire terminals. 6. Install new circuit breaker of the same capacity rating as the one removed. Install one nut and two flat washers for each wire connection to the new circuit breaker. 7. Install cover plate and all screws removed during disassembly. 8. Carefully install card (5) with screws (6). 9. Install relay board in truck and connect all wiring harnesses. 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.
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D3-13
1. Place battery disconnect switches in the OFF position. 2. Remove the two mounting screws (6, Figure 36) 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 1. . . . . . . Relay Board 3. . . . . . . ............... Relay Board 4. . . . . . . Relay Board 5. . . . . . . Relay Board 6. . . . . . . ............... ............... ............... Relay Board 7. . . . . . . Relay Board 8. . . . . . . ...............
RELAY BOARD IDENTIFICATION The relay boards are identified as follows: (Refer to Figures 3-2 and 3-3 for location.)
Clearance/Turn Signal Stop, Retard, Backup Lights Parking Brake, Horn, Body-up, Engine Cranking Head Lights Engine Functions, Mid/Full Load Signals, Backup Lights & Horn, Park Brake Off Signal Autolube System, Ether 5 Minute Idle System, Starter Failure System
Refer to Fuse Block Chart for electrical circuit identification numbers.
1. Relay Board 2. Screw 3. Screw 4. Circuit Breaker 5. Circuit Panel Card 6. Screw 7. Breaker Open Light (RED) 8. Bleed Down Light (GREEN) (Relay Board 4 Only) 9. K1, K2, K3, K4 Lights (GREEN) 10. Screw 11. Relay 12. Circuit Harness Connector
FIGURE 3-6. TYPICAL RELAY BOARDS
D3-14
D03028
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. 1 light will be ON during right turn signal operation 2 light will be ON during left turn signal operation 3 light will be on when clearance lights are activated. 4 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 Left Turn Light Relay (K1) Right Turn Light Relay (K2) Clearance Lights Relay (K3) Flasher Relay (K4)
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)
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)
D03028
D3-15
Relay Board 6, 7 & 8 (RB6, RB7, RB8) Relay boards 6, 7 & 8 (Figure 3-7) do not contain circuit breakers or modular cards. Additional circuits may be added by utilizing a spare relay socket. The following relays are installed on RB6: Back-up Lights & Horn Relay (K1) Engine Run/Ignition Relay (K2) Engine Start Relay (K3) Spare Relay (K4) Spare Relay (K5) Park Brake Off Relay (K6) 70% Load Signal to PSC Relay (K7) Full Load Signal to PSC Relay (K8)
FIGURE 3-7. AUX RELAY BOARD 1. Circuit Board 2. Mounting Rail 3. Screw 4. Nut 5. Mounting Plate 6. Foam Block 7. Relay
The following relays are installed on RB7: Auto Lube Pressure Relay (K1) Auto Ether Start Relay (K2) Auto Lube Timer Relay (K3) Auto Lube Timer Relay (K4) Auto Lube Solenoid Relay (K5) Spare Relay (K6) Spare Relay (K7) Spare Relay (K8)
Installing Additional Circuits To add an additional circuit using a spare 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 - Nor mally 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).
The following relays are installed on RB8: 5 Minute Idle System (K1) 5 Minute Idle System (K2) Starter Motor Failure #2 (K3) 5 Minute Idle System (K4) Starter Motor Failure #1 (K5) 5 Minute Idle System (K6) Starter Motor Failure Warning Light (K7) Starter Motor Failure Delay (K8)
D3-16
D03028
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 LIMIT SWITCH 1. Switch Mounting Bracket 2. Adjustment Capscrews 3. Proximity Switch 4. Actuator Arm 5. Adjustment Capscrews
D03028
D3-17
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. FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT 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. 1. Body 2. Frame 3. Actuator Arm 4. Switch Mounting Plate 5. Hoist Limit Switch
D3-18
D03028
FUSE BLOCKS AMPS

FB1-1 FB1-2 FB1-3 FB1-4 FB1-5 FB1-6 FB1-7 FB1-8 FB1-9 FB1-10 FB1-11 FB1-13 FB1-14 FB1-15 FB1-23 FB1-24 FB2-1 FB2-2 FB2-13 FB2-14 FB2-17 FB2-18 FB2-19 15 10 5 10 10 15 10 10 10 10 10 5 5 5 15 10 15 15 10 10 10 15 15
DEVICES(S) PROTECTED
A/C, Heater Blower Motor Windshield Washer / Wiper Fuel Guage Engine Temp Guage Volt Meter Key Switch Power Hoist Solenoid Turn / Clearance Lights Engine Options AID and Indicator Lights Engine Start Failure Engine Shutters Dome Light Switch Guage Voltage Pedal Voltage Engine Interface Cab Drive System Power Auto Lube Timer Dome, Fog, Ladder Lights Service Lights Left Front Wheel Right Front Wheel 12 V Power Plugs R.H. Window L.H. Window 63
CIRCUIT
12H 712G 712P 712H 712T 712E 12M 712SF 712R 712A 15V 15PV 15VL 71P 68A 11SL 11L 15LFWS 15RFWS 67C 67R 67P
LOCATION
Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet Auxiliary Control Cabinet
CIRCUIT BREAKERS AMPS

CB11 CB13 CB14 CB15 CB16 CB17 CB18 CB19 CB20 CB21 CB22 CB23 CB24 CB25 CB26 CB27 15 15 15 15 15 15 15 15 5 15 5 15 15 15 15 15
DEVICES(S) PROTECTED
Backup Horn and Lights Clearance Lights Turn Signal Flasher Tail Lights Retard Lights Manual Back-Up Lights Stop Lights Backup Lights and Horn Engine Control Power Service Lights, Horn, Solenoid Engine Run Relay Headlights, Left Low Beam Headlights, Right Low Beam Headlights, Left High Beam Headlights Right High Beam Headlights and Dash Lights 79A 46 11Z 41T
CIRCUIT
LOCATION
RB4, Auxiliary Control Cabinet RB1, Auxiliary Control Cabinet RB1, Auxiliary Control Cabinet RB1, Auxiliary Control Cabinet RB3, Auxiliary Control Cabinet RB3, Auxiliary Control Cabinet RB3, Auxiliary Control Cabinet RB3, Auxiliary Control Cabinet RB4, Auxiliary Control Cabinet RB4, Auxiliary Control Cabinet RB4, Auxiliary Control Cabinet RB5, Auxiliary Control Cabinet RB5, Auxiliary Control Cabinet RB5, Auxiliary Control Cabinet RB5, Auxiliary Control Cabinet RB5, Auxiliary Control Cabinet
44D 47B 44A 79A 23D 11A 439E 11DL 11DR 11HL 11HR 11D
D03028
D3-19
NOTES:
D3-20
D03028
SECTION D10 BATTERY CHARGING ALTERNATOR INDEX

BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 BATTERY CHARGING SYSTEM (Niehoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 TROUBLESHOOTING PROCEDURES (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 Equipment Required: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7 ON VEHICLE TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage . . . . . . D10-9 BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS:. . . . . . . . . . . . . . . . . . . . . . . D10-9 CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10 ADVANCED SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11 Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11 Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11 Go To Regulator (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12 Go To Regulator Connector On The Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12 ALTERNATOR OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13 ALTERNATOR DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13 ALTERNATOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
D10002
Battery Charging Alternator
D10-1
SERVICE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-15 ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17 Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17 Preliminary Checks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17 Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17 ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18 Bypass Test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18 BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19 STATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Regulator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Control Box Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21 ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23 ASSEMBLY- ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28 BF4822 STATOR SERVICE TOOL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37 Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37 Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38
D10-2
D10002
BATTERY CHARGING ALTERNATOR

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 truck's batteries. An undercharged battery is incapable of providing sufficient power to the truck's electrical system. Some possible causes for an undercharged battery are: Sulfated battery plates Loose or corroded battery connections
Lead-acid storage batteries contain sulphuric 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. Maintenance and Service The electrolyte level of each cell should be checked at the interval specified in Lubrication and Service, Section P, and water added if necessary. The proper level to maintain is 3/8 - 1/2 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.
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 lead-acid 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.
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.
D10002
D10-3
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.
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 1/2 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 1 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 3/4 charged battery is in no danger of freezing, therefore, a 3/4 charge or better is desirable, especially during winter weather. Table 10-1: Specific Gravity Corrected to 80 F (27 C) 1.280 1.250 1.200 1.150 1.100 Freezing Temperature Degrees -90 F (-70 C) -60 F (-54 C) -16 F (-27 C) +5 F (-15 C) +19 F (-7 C)
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.
D10-4
D10002
BATTERY CHARGING SYSTEM (Niehoff)

General Description The Niehoff model N1227 or C609 (Figure 10-1) is a heavy duty, 24 VDC unit rated at 240 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 10-1. ALTERNATOR EXTERIOR
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
D10002
D10-5
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. Insure that an undercharged battery condition has not been caused by accessories having been left ON for extended periods. 2. If a battery defect is suspected, check battery as specified in Battery - Troubleshooting in this section. 3. Inspect the wiring for defects. Check all connections for tightness and cleanliness. Remove and clean battery cables. 4. If truck is equipped with a battery equalizer system, verify proper operation of equalizer and individual battery voltages. Refer to Battery Equalizer in Section D, 24VDC Electrical Supply System.
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 2. 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 2 to diagnosis system condition. Table 10-2: TROUBLESHOOTING CHART AMPS VOLTS LOW 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. 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
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 10-2 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
HIGH
NORMAL Watch until amps decrease or
HIGH LOW
HIGH LOW
LOW LOW
NORMAL Charging system is OK. HIGH

STOP TEST! If battery and voltmeter check is OK, regulator and/ or alternator defective.
The following tests require working near the engine when running. Use caution when working near engine fan, alternator fan and belt.
D10-6
D10002
FIGURE 10-3. REGULATOR BYPASS TEST FIGURE 10-2. 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 10-3). 2. Momentarily touch the "F-" connector pin on the alternator connector to ground. 3. Observe meter readings: If voltage or amperage rises, the alternator is OK. The regulator is defective and should be replaced. If grounding the harness male pin has no effect, the alternator is defective and should be replaced. 1. Alternator Control Unit 2. R Terminal (Relay) 3. E Terminal (Energize) 4. Alternator B+ Terminal 5. Alternator / Voltage Regulator Harness Plug
D10002
D10-7
FIGURE 10-4. 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
D10-8
D10002
ON VEHICLE TROUBLESHOOTING GUIDE

ALTERNATOR ELECTRICAL CONDITIONS - 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 alternator's "B+" terminal (except isolator type systems). No "link" from "R" terminal to energize ("E") terminal on alternator when engine operating. HIGH VOLTAGE OUTPUT Causes of high voltage: Wrong regulator. High regulator set point. Defective regulator. Defective alternator.
TOOLS AND EQUIPMENT:

1 - Voltmeter (Digital type preferred.) 1 - Ammeter (Digital, Inductive type preferred.) 1 - 12 gauge lead, 12 inches long, with alligator clip at each end.
Defective regulator. Defective alternator.
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 set-point 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.
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.
D10002
D10-9
Maintenance Free types: Immediately after engine start, system volts are lower than regulator set-point 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 set-point 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 Group-8D 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 voltage is the voltage delivered to the battery when the alternator and regulator are operating properly. This charge voltage value is the voltage regulator's set-point. At times the charge voltage value may be less than the regulator's set-point but it will never be higher than that set-point. Battery voltage is the steady state voltage of the battery. The value of this voltage relates directly to state of charge. B+ voltage is battery positive voltage, but does not refer to a specific value as does battery voltage. 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.
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 set-point 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.
DEFINITIONS
NOTE: Charge voltage and amp rates vary from battery type to battery type, based on battery construction technology and physical size of battery. 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.
D10-10
D10002
ADVANCED SYSTEM TROUBLESHOOTING

NO ALTERNATOR OUTPUT Static Test - Engine OFF, Key ON, Battery Switch ON. Identify and locate "B+", "E", and "R" and ground ("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.
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.
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.
D10002
D10-11
Go To 'R' Terminal On The 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.
Go To Regulator (If Required) Disconnect voltage regulator from alternator. There are no static tests available for the regulator. Continue test.
Go To Regulator Connector On The Alternator Connect a jumper wire from ground on alternator into "F-" pin of connector attached to alternator. B+ FE B-
METRI-PACK Connector 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.
Vehicle Charging Circuit Test Is Now Complete: Remove all jumper wires from alternator used to test charging circuit.
Re-test Charging Circuit For Operation With The 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.
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 defective. Replace the regulator, only. is
NOTE: Turn key and battery switch OFF before installing new regulator. Turn battery switch and key back on AFTER installing new regulator. Continue test. Remove all jumper wires from alternator used to test charging circuit. Reconnect link from "R" terminal to "E" terminal
D10-12
D10002
ALTERNATOR OVERHAUL
ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC 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) 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)
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
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. 9 in. lbs. METRIC 163 Nm 2 Nm 2 Nm 15 Nm 2 Nm 24 Nm 61 Nm 15 Nm 27 - 30 Nm 7 - 8 Nm 4 Nm 5 Nm 68 Nm 1 Nm
D10002
D10-13
ALTERNATOR SPECIFICATIONS
VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24VDC AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240 GROUND . . . . . . . . . . . . . . . . . . . . . . . . .NEGATIVE REGULATOR STEPS. . . . . . . . . . . . . . . . . . . . . . . .2 REGULATOR SETTINGS. . . . . . . . . . . . . 27.6 / 28.6 WEIGHT . . . . . . . . . . . . . . . . . . . . . . 65 lbs. / 29.3 kg 1. Measurements listed on the curves are for a stabilized machine at maximum output at 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.
D10-14
D10002
SERVICE PARTS Ref No.

1 2 3 4 5 6 7 8 9 9.a 10 11 12 13 14 15 16 17 18 19 20 20.a 20.b 20.c 21 22 23 24 25 25.a 25.b 25.c 25.d 25.e 25.f 26 27 28 29 30 31 32 33 34 35 36 37
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
D10002
D10-15
ALTERNATOR PARTS Refer to previous page for Parts List.
D10-16
D10002
ON-VEHICLE TEST
Equipment: Belt Tension Gauge Voltmeter, 0 - 40 Volt range Ammeter, 0 - 400 Ampere range
Preliminary Checks: 1. Check Belt Tension. Use Belt Tension Gauge to measure belt tension: Poly V Belt Adjustment (20 lbs./strand): 240 lbs. maximum for 12 groove Poly V-belt. 2. Check Battery.Batteries must be in good 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 10-5 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: d.Disable fuel system. e.Turn all lights and accessories "ON". Crank the engine for 10 - 15 seconds to discharge battery, then stop cranking engine. f. Turn all lights and accessories off. g.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 10-3. 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 10-3. FIGURE 10-5. 1. Alternator 2. Voltmeter 3. Ammeter 4. Battery
7. Attach meters as indicated by Figure 10-5, 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.
D10002
D10-17
Table 10-3: TROUBLESHOOTING

AMPS HIGH VOLTS LOW 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.
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.
HIGH
NORMAL Watch until AMPS fall, or VOLTS exceed normal range. If AMPS fall and VOLTS remain normal, charging system is OK. If VOLTS exceed normal, regulator and/or field coil should be replaced (Go to Static Tests). HIGH Stop test. Regulator and/or field coil should be replaced. (Go to Static Tests.) Make sure voltmeter leads are attached at alternator. If connections are OK, alternator and/or regulator must be repaired or replaced. Bypass regulator (See Figure 10-3). If VOLTS and/or AMPS rise, alternator is OK and regulator should be replaced. If no effect, repair alternator. (Go to Static Tests.) Stop test. If battery and voltmeter check OK, regulator and/or field coil must be replaced.
FIGURE 10-6. VOLTAGE STEP ADJUST 1. Low 2. Medium 3. High
CAUTION! USE HIGH SETTING ONLY FOR: EXTREME COLD INTERMITTENT SERVICE MAINTENANCE - FREE BATTERIES
HIGH
LOW
LOW
CHECK BELT TENSION BEFORE ADJUSTING VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO OTHER POST.
LOW LOW
NORMAL Charging system is OK. HIGH
System voltage may rise above 32 volts on a 24 volt system during bypass test. Possible damage to sensitive electronic components may occur. Refer to the "On Vehicle Troubleshooting Guide" for an alternative to the bypass test.
Table 10-4: 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 10-7. 1. F+ Stud (some units have F+ Stud & Phase taps)
D10-18
D10002
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
TEST 2 - Full Load Test With load set to rated output (nameplate) 10%, run alternator at 5000 rpm. Refer to Table 10-6. Table 10-6: 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 HIGH
NORMAL Charging system OK. HIGH
Mount alternator on test bench according to the bench manufacturer's instructions. Refer to Figure 10-5 for set-up to measure voltage and amperage produced by alternator. Voltage within 0.2V of regulator setpoint is "normal". Amperage within 10% of rated output at 5000 rpm is "high". TEST 1 - No Load Test Without electrical load but with battery connected, run alternator at 5000 rpm. Refer to Table 10-5 below. Table 10-5: N0-LOAD TEST AMPS HIGH VOLTS LOW DIAGNOSIS Test bench battery is discharged (or defective). Allow to charge or replace.
LOW
LOW
LOW LOW
NORMAL Increase load. HIGH
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 10-7. 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 10-7 below.
HIGH
NORMAL Give time to stabilize while monitoring VOLTS. If VOLTS rise above normal range (Table 13-2) regulator and/or field coil must be replaced. If AMPS fall, charging system is OK. 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. Stop test. Bench malfunction or wiring error.
Limit terminal connection to a few seconds to protect charging system from excessive voltage. Table 10-7: REGULATOR BYPASS TEST CONNECT Amps Rise DISCONNECT Amps Fall 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.
HIGH
LOW
LOW
LOW LOW
NORMAL Regulator OK. Go to Test 2. HIGH No Change No Change
Note: Before replacing regulator, check continuity of energize circuit (refer to Static Tests, Test 5).
D10002
D10-19
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
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.
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 10-10). 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 10-4 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+"
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).
Refer to regulator tester manufacturer's instructions for test procedure. If regulator tester is not available, it is difficult to test regulator for open output transistor. However, most regulator failures are caused by shorted output 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. FIGURE 10-8. 1. Ignition (E) (Harness Lead #4) 2. Relay (R) 3. Terminal Block 4 F- (Harness Lead #1) 5. F+ (Harness Lead #3) 6. Ground Wire from Regulator (Harness Lead #2) 7. B+ Buss Leads to Rectifier
D10-20
D10002
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 10-8 for location of control box terminal strip connections. Refer to Figure 10-7 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 10-8 and make ohmmeter connections between the terminal strip inside the control box and control box terminals located on the outside of the control box.
Metri-Pack Connecter FIGURE 10-9. TEST 6 - Diode Heat Sink Tests
SAE Connecter
Check to make sure that all phase leads are disconnected from the heat sink (refer to Figure 10-10).
Table 10-8: CONTROL BOX CONTINUITY CHECKS

OHMETER SCALE TERMINAL STRIP CONNECTION CONTROL BOX EXTERNAL CONNECTION (Figure 10-5) GND* (B-) (F-) PIN (F+) TERMINAL READING
x 10K x1 x1
FFF+
VERY HIGH ZERO ZERO
FIGURE 10-10. 1. Positive Diode Studs 2. S Phase Terminal
*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 10-9).
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.
D10002
D10-21
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 manufacturer's 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.
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 10-10: "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 10-10. 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 10-6, 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.
Stator Tests NOTE: The front stator related Phase leads are "P1", "P2", & "P3"; The rear stator phase leads are "P4", "P5", & "P6" The Alternator has two separate assemblies that will be checked individually. Make sure all phase leads are disconnected from the heat sink (Refer to Figure 10-6).
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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 10-11). 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 10-12). 3. Remove regulator.
FIGURE 10-12.
FIGURE 10-11.
Pulley Removal 1. Use a 15/16" socket wrench on the pulley nut. Clamp the pulley in a vise, jaws padded with brass or aluminum, and loosed pulley nut (Figure 10-13). 2. Remove pulley nut and hardened washer. 3. With a gear puller remove the pulley from the shaft. 4. Remove woodruff key from shaft. 5. Remove pulley bushing from shaft. FIGURE 10-13.
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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 10-14).
FIGURE 10-16. 1. Machine Screws
FIGURE 10-14.
2a.Use three 10-32 UNF x 2" long machine screws as jacks in the three threaded holes of rotor end plate (Figure 10-16). Pull rotor off of core gradually by working screws against core in sequence. If rotor resists movement, see alternate method below. Alternate Method
Rear Rotor Removal 1. Remove six flanged locknuts from core studs or six self tapping screws (1, Figure 10-15). Scribe location of stud or screw holes on rotor face plate.
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.
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. FIGURE 10-15. 1. Self Tapping Screws 2. The loose fit rear bearing is retained on the shaft and core assembly and can be removed with a pulley puller.
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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 10-17 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 10-17 B). 5. Remove front housing cover plate. 6. Remove the six nuts holding phase leads (black wires) to diode studs (Figure 10-17 C). 7. Remove the six phase leads from the diode studs and push the phase leads back through the large openings in front housing (this will facilitate separation of front housing from tube). 8. Remove nine flanged locknuts from stator/tube assembly studs at front of front housing. Note: The Front housing is attached to the rotor/shaft 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. 1. Cover 2. Field Leads (white wires) FIGURE 10-17. 3. Front Cover Screw
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Control Unit (These instructions may be used with control unit assemblies having SAE or Metri-Pak connector.) Refer to Figures 10-18 and -19 for the following steps: 1. Remove the top cover of the control unit assembly (Five screws).
Before removing the old control unit assembly, observe wire position by wire function, not wire color. Wire connections on some units are not color coded. 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 10-18. TYPICAL CONTROL UNIT 1. Ignition (E) (Harness Lead #4) 2. Relay (R) 3. Terminal Block 4. F- (Harness Lead #1) 5. F+ (Harness Lead #3) 6. Ground Wire from Reg. (Harness Lead #2) 7. B+ Buss Leads to Rectifier
FIGURE 10-19. 1. Cover Screws (TOP) 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. 2. Control Unit Screw
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 10-27) from front outer side of front housing. 2. Remove retaining ring (3, Figure 10-27) from rear inner side of front housing. 3. Support front housing on blocks and with a press, remove front bearing (4, Figure 10-27) from front housing. Use Tool BF4818 (Figure 10-28). Front Rotor Removal 1. Remove six flanged locknuts from core studs or six self tapping screws (Figure 10-20).
FIGURE 10-21. 1. Jack Screws
FIGURE 10-20. 1. Flanged Locknuts or Screws 2a.Use three 10-32 UNF x 2" long machine screws as Jacks in the three threaded holes of rotor end plate (Figure 10-21). Pull rotor off core gradually by working screws against core in sequence. Alternate Method 2b.Using an air hammer (air chisel) with a blunt tipped tool, vibrate the area around the rotor element to rotor core attaching studs. The vibrations should loosen the built up rust in that area. Remove the rotor 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 10-22. 1. Bobbin Removal Tool (BF4820) 2. Stator & Shell Assembly
2. Remove the screws attaching field coil bobbin to stator tabs (Figure 10-22). 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 perma-fill 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 1023). 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.
ASSEMBLY- ALTERNATOR
Field Coil Assembly 1. Lay stator and shell assembly on its side, phase leads to the left (Figure 10-24). 2. Insert field coil from right hand side of stator and shell assembly, field leads (white wires with spade terminals) facing toward phase leads.
FIGURE 10-24. 1. Field Leads 2. Remove or insert field coil from this end.
FIGURE 10-23.
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 10-25) 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 10-26). Tighten screws to 8-10 lb-in. (0.9- 1.1 Nm) torque. Note: If field coil leads cannot be threaded through stator openings with the terminal attached, unsolder terminals, remove sleeving and then insert leads. After field coil is in place slip sleeving on field leads, solder terminals to wires and slip sleeving back over terminal.
Front Bearing Assembly 1. Clean bearing I.D. surface of front housing. 2. Install retaining ring in rear inner groove of front housing. Note: This retaining ring has two flat sides (3, Figure 10-27). 3. Coat outer race of front bearing (4, Figure 1027) with thin coat of loctite. FIGURE 10-25. 1. Field Coil Bobbin Ear
FIGURE 10-27. 1. Retaining Ring (Tapered) 2. Front Housing 3. Retaining Ring (Flat, both sides) 4. Bearing - Outer Race
FIGURE 10-26.
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4. Using tool BF4818 and a press, press front bearing into front housing until bearing seats against retaining ring (Figure 10-28). Outer ring will be installed after housing is placed on shaft.
FIGURE 10-28. 1. Tool (BF4818) Front Rotor Assembly 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 10-29). 2. Using six flanged locknuts or self tapping screws, fasten rotor assembly to shaft and core assembly. (Loctite should be applied to studs or screws before installing). Torque flanged 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 10-39 before proceeding with assembly. 1. Support rotor, shaft and core assembly on blocks with the rear bearing end down. 2. Position bearing in front housing assembly onto shaft, drive side of housing facing up. 3. Using tool BF4810 press bearing on shaft until bearing inner race seats on shaft shoulder (Figure 10-30). 4. Install tapered retaining ring with tapered side to front outer side, in front outer groove of front housing (2, Figure 10-27). FIGURE 10-30. 1. Arbor Press 2. Tool (BF4810) FIGURE 10-29. 1. Shaft 2. Stud 3. SLot
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Front Housing - Rotor, Shaft & Core 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 10-31). As the shell studs come through the holes in the front housing, guide the six phase leads (black wires) and two field leads (white wires) through the large openings in the front housing (Figure 10-31). 3. Make sure that shell and front housing are seated together completely. 4. Fasten front housing to shell by installing nine flanged locknuts on shell studs (apply Loctite to studs before installing locknuts). Torque flanged locknuts to 18 in. lbs. (2.0 Nm) maximum.
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 10-32, Figure 10-8). Note: Do not allow sleeving on leads to slide down leads; phase terminal without sleeves can short to front housing.
FIGURE 10-32. 1. Field Leads 2. Phase Leads
6. Using 6 nuts (coat with Loctite) attach the six phase leads (black wires) to diode studs. Note: Insulator and washer placed over positive diode stud before securing phase terminal for positive diode locations. Refer to Figure 10-33. If insulator or washer were lost during disassembly, replace before attaching phase lead. 7. Rotate shaft and make sure rotor does not 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. 9. Use five screws (coat with Loctite) to attach control box cover to control box. Torque screws to 20 in. lbs. (2.2 Nm).
FIGURE 10-31. 1. Mounting Foot 2. Phase Leads 3. Field Leads 4. Drain Holes
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1. Field Leads
FIGURE 10-33. 2. Phase Leads
Control Unit Assembly Replacement Refer to Figures 13-34 and 13-35 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 10-34. 1. Ignition (E) (Harness Lead #4) 2. Relay (R) 3. Terminal Block 4. F- (Harness Lead #1) 5. F+ (Harness Lead #3); 10 in. lbs. (1.3 Nm) torque 6. Terminal Block Screw; 30 in. lbs. (3.5 Nm) torque 7. Ground Wire from Regulator (Harness Lead #2) 8. 24 in. lbs. (2.7 Nm) torque 9. B+ Buss Leads to Rectifier 10.When replacing output stud only; tighten to 12-15 ft.lbs. (16-20 N.m) torque, coat with epoxy. 10. Solder here. 10. Apply RTV here. 10. Tighten to 180 in.lbs. (20 N.m) torque.
FIGURE 10-34. 1.Cover Screws (TOP) 2. Control Unit Screw
NOTE: Tighten nine screws to 20 in.lbs. (2 Nm) torque.
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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-flatwasher-terminalnut. 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.
FIGURE 10-35. 1. Studs or Screws 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 10-36. 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 1037). 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.
Rear Rotor Assembly 1. Place rotor assembly on shaft and core assembly inside stator, field coil and shell assembly (Figure 10-36).
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Shaft/Core Replacement Remove old shaft/core assembly. Remove the shaft/core assembly from alternator (as directed in this publication). Remove the front seal from the old end housing. Install New Shaft/Core Assembly (Figure 10-39) Remove the ring seal from the new shaft/core assembly, if present.Install the shaft/core assembly into the alternator (as directed in this manual).
FIGURE 10-36. 1. Ring Seal Groove 2. Ring Seal 3. Bearing 4. O-Ring 5. Ring Seal 6. Ring Seal Groove 7. Fan Mounting Hardware 8. Fan Guard Screws
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 10-38). Remove the ring seal from the new fan, if present.Install the new fan onto the shaft and slide into position. Place fan nut and washer onto the shaft and tighten to 55 ft.lbs (75 N.m). FIGURE 10-38. 1. Ring Seal Groove 2. Bearing 3. Bearing Seal 4. Fan Mounting Hardware 5. Fan Guard Screws
3. Apply Loctite to studs, then install nine flanged locknuts on studs.Torque flanged locknuts to 18 in. lbs. (2.0 N.m) maximum. 4. Install cover plate on front housing with six screws.
FIGURE 10-37. 1. Bearing Seal 2. Bearing 3. Ring Seal Groove 4. Fan Guard Screws 5. Fan Mounting Hardware FIGURE 10-39. 1. Insertion Tool (BF4821) 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.
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 10-42). Torque screw to 32 in. lbs. (3.6 N.m) maximum. 3. Connect regulator to regulator harness from control unit.
Press Fit Bearings Stand alternator on front end, in a press, supporting the front bearing bushing. Insert bearing over rear end of shaft. Place bearing insertion tool (part of BF4821 package) over bearing and press until inner race of bearing is seated onto shaft shoulder (Figure 10-41). Use caution when bearing outer race begins to enter end housing bore because misalignment at this point can damage housing.
FIGURE 10-41.
FIGURE 10-40. 1. Ball Bearing 2. Shaft 3. Support 4. Bushing 5. Front Housing 6. End Housing 7. BF4821 Insertion Tool
Loose Fit Bearings Before starting installation of loose fit rear bearings, check that O-ring is greased (grease with Amoco Rykon or equivalent) and properly installed in O-ring groove in housing bore. Continue with bearing 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 1. Place fan assembly on shaft (Figure 10-43). 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 10-44). Torque pulley nut to 120 ft. lbs. (162.7 N.m). Note: Brass or aluminum jaw protectors must be inserted into vise jaws to prevent damage to pulley.
FIGURE 10-42. When repairing units manufactured before June 1994, the ring seal and contact seal must be removed before installing the fan (Refer to Figure 10-38). 2. Use hardened washer and locknut to fasten fan to alternator. Place alternator and pulley into vise. With a 3/4" socket, tighten fan nut (Figure 10-43). Torque fan nut to 50 in. lbs. (68 N.m). Note: Brass or aluminum jaw protectors must be inserted into vise jaws to prevent damage to pulley. FIGURE 10-43.
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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 10-45) 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 10-46) 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.
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. 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 10-45) Shell Assembly Preparation The bore that is to receive the new stator should be clean and free from burrs. 1. Position the bottom thrust plate in the work area. 2. Place the pressure plate, threaded hub facing down, on the bottom thrust plate. Align the smooth bored hole in the pressure plate with the keyed hole in the bottom thrust plate. Insert the correct length locating rod through the 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 stator's single lead. The finished shell assembly will have a slot arrangement of two leads-space, 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. FIGURE 10-44. 1. Bottom Thrust Plate 2. Stator Index Pins 3. Guide Pins 4. Jack Screw 5. Locating Rod (Long) 6. Locating Pin 7. Locating Rod (Short) 8. Pressure Plate
D10-38
D10002
Pressure Plate Setup (Refer to Figure 10-46) 8. Place thrust washer on jack screw. Lube the jack screw for 1", about 1" from the tip of the jack screw. Lubricate approximately 1" of the jack screw where it enters the pressure plate with white lube or a wheel bearing type of grease. Also place a dab of this grease on both sides of the thrust washer that is placed under the hex head of the jack screw. Insert the jack screw through the top thrust plate. Screw jack screw into the pressure plate about 5 turns. Place a dab of lube on both sides of the thrust washer under hex head of the jack screw. Screw jack screw into the pressure plate until contact is make between head of the jack screw and top thrust plate. 9. Continue threading the jack screw in, until stator contacts shell/shell assembly. Measure from top of locating pin to the top of the top thrust plate. Record this measurement as starting point to be used later. 10. Check the position of stator leads by looking through the large torque arm holes in the top thrust plate. Turn jack screw until significant 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 10-45. 1. Top Thrust Plate 2. Support Ring 3. Stator & Shell Assembly 4. Support Ring 5. Bottom Thrust Plate 6. Torque Arm 7. Front Stator 8. Rear Stator
D10002
D10-39
NOTES
D10-40
D10002
SECTION E ELECTRICAL PROPULSION SYSTEM INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section R of this manual.
E01012
Index
E1-1
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT 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.
BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far enough to disconnect the card connector from the backplane connector. Disconnect the battery charging alternator lead wire and open the battery disconnect switches. The welding ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid laying welding cables across or near truck wiring harnesses or power cables; voltages can be induced in adjacent cables, damaging electrical components.
E1-2
Index
E01012
SECTION E2 ELECTRICAL PROPULSION SYSTEM COMPONENTS INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Auxiliary Blower System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 TRUCK CONTROL INTERFACE PANEL (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6 Diagnostic Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7 DID PANEL EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7 PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 STATE MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Transitions Between States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 De-Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Self-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37 Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37 Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
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E2-1
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38 Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38 AUXILIARY BLOWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38 EVENT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38 Event Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38 Power On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38 Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39 Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39 EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39 EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39 Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40 Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40 To Record and Save a Data Pack to a Floppy Disk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40 Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-41 SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 PSC - TCI Communications processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 Entering/Exiting Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 PROPULSION SYSTEM COMPONENT ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-44 ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
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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 V 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 operator's 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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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 auxiliary 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 or H1 PSC Panel and replace the 17FB134 and 17FB138 cards. Fiber Optic Assembly: Provides electrical isolation for control and feedback signals for Phase Modules and Chopper Modules. NOTES: * The 17FL320H1 PSC panel does not have a 17FB127 card. **Early production trucks equipped with 17FL320D1 Panel have 17FB134 and 17FB138 cards installed instead of 17FB172 cards.
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 17FL349/17FL373 TCI Panels contain 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 EVENT 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 18 software.
TABLE I RESTRICTION No Power DEFINITION

"NO RETARD" (red) light illuminates.
No retarding allowed No propulsion allowed No power on the link

NO PROPEL" (red) light illuminates. No propulsion allowed Retarding allowed Link power allowed PROPEL SYSTEM CAUTION" (amber) light illuminates. Propel, retard and DC link power still allowed. Speed is limited to 10 MPH (16 KPH) Prohibits system from enabling inverter #1 drive signal. Prohibits system from enabling inverter #2 drive signal. Raises engine speed to account for a possible stuck RP contactor. Closes RP1 No restrictions. Event is for information purposes only.
No Propel
Speed Limit
INV1 Disable INV2 Disable Engspd/RP
None
FIGURE 2-2. DIAGNOSTIC INFORMATION DISPLAY
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TABLE II: DID PANEL FAULT CODES (Codes Received from PSC) EVENT NUMBER
000 002 NO FAULT GROUND FAULT
EVENT DESCRIPTION
EVENT RESTRICTION
None No power
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 0.05 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.
003 004 005 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 006
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 diode rectifier diode BOTH INVERTERS COMMUNICATION FAILED
No power None
No Propel
No power
Lost Communication with both inverters.
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008 :01 :02 :03 009 :01 :02 011 :01 :02 012 :01 :02 013 014 :01 :02 :03 :04 :05 :10 :11 :12 :13 :14 :15 :16 :21 :22 015 :02
EVENT DESCRIPTION
DC LINK OVERVOLTAGE not in retard in retard instantaneous ALT FIELD OVERCURRENT normal instantaneous RETARD LEVER BAD voltage too high voltage too low RETARD PEDAL BAD voltage too high voltage too low LINKV TEST FAILED ANALOG 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 A2D ground A2D gain fault current ATOC blower 1 amps blower 2 amps ANALOG SENSOR FAULT (resrtictive) link amps
EVENT RESTRICTION
DC link voltage exceeds limit for a sufficient time.
No power
Occurs while not in retard, exceeds propel voltage limit. Occurs while in retard, exceeds retard voltage limit. Occurs instantaneously in propel or retard, exceeds link voltage limit. Alternator field current exceeds limit.
No power
Exceeds current limit over time. Exceeds current limit with no persistence. Incorrect input from retard lever.
None
Incorrect input from retard lever. Incorrect input from retard lever. Incorrect input from retard pedal.
None
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. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor.
No power
Speed limit
Speed limit
Incorrect input from a sensor. Incorrect input from a sensor.
E02014 01/02
E2-9
016 :01 :02 :03 :04 :05 :06 :07 :09 :10 :11 :12 017 018 :01 :02 019 020 021 022 023 024 :01 :02 :03 :04 025 :01 :02
EVENT DESCRIPTION
PSC CPU CARD (FB147) task_1 task_2 task_3 task_4 task_5 task_6 maintenance task BRAM CRC flash CRC excess timeouts invalid pointers DIGITAL I/O CARD FAULT (FB104) ANALOG I/O CARD FAULT (FB143) analog card no response analog card timeout RIDING RETARD PEDAL LO SPEED HI TORQUE TIMEOUT TCI COMM. FAULT PERSISTENT TCI COMM FAULT TERTIARY OVERCURRENT PSC CONFIG FILE INCORRECT no file bad CRC wrong version overspeeds incorrect AUX INVERTER FAULT not ok or no speed feedback numerous shutdowns
EVENT RESTRICTION
Problem has occurred in the system CPU card.
No power
CRC on BRAM does not match expected value. 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. No power No power System CPU cannot communicate with digital I/O card. System CPU cannot communicate with analog I/O card. Card missing. Read timeout. None No propel No propel No power No propel 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 and truck is stopped for 10 seconds. Current in alternator field tertiary winding exceeds limit over time. Incorrect PSC configuration file. No configuration file selected No power Wrong configuration file version Incorrect overspeed values Auxiliary Blower System fault. No power Aux speed feedback indicates no or incorrect blower speed. Aux ok goes low twice when speed command is greater than running speed.
E2-10
01/02
E02014
026 :01 :02 027 030 031 :01 :02 :03 032 :01 :02 :03 033 035 036 :01 :02 :03 :04 :05 037 :01 :02 :03 040 041 042 043 044 045 :01 :02 046 047
EVENT DESCRIPTION
CAPACITOR OVERPRESSURE INV1 INV2 PSC PANEL CONNECTOR GF CONTACTOR BATTERY BOOST CIRCUIT GFR failed to open AFSE panels SCR3 shorted RP CONTACTOR RP1 RP2 RP3 RETARD CIRCUIT ESS INPUT GY19 GRID BLOWER FAILURE blower 1 stall blower 2 stall blower 1 open blower 2 open blower 1 & 2 delta too large COMPUTER POWER SUPPLY VOLTS 5 POS VOLTS 15 POS VOLTS 15 NEG VOLTS 24 POS VOLTS 24 NEG DIRECTION SELECTED IN LOAD BOX MODE DRIVE SYSTEM BATTERY LOW DRIVE SYSTEM BATTERY HIGH CHOPPER OPEN CIRCUIT chopper 1 chopper 2 RETARD CIRCUIT SHORT ENGINE STALL
EVENT RESTRICTION
No power No power No power No power Speed limit
Excessive filter cap pressure INV1 capacitor INV2 capacitor A panel connector B, C, or D is not properly connected. GF command/feedback don't agree. GFR command/ feedback don't agree.
Speed limit
RP command/ feedback don't agree. RP command/ feedback don't agree. Speed limit & engine RP command/ feedback don't agree. speed/RP RP command/ feedback don't agree. Speed limit & engine speed/RP Speed limit Engine Speed Sensor out of range. A grid blower has failed. A grid blower has failed. No power 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. Speed limit +15V Power Supply out of limits. -15V Power Supply out of limits. +24V Power Supply out of limits. -24V Power Supply out of limits. No propel Speed limit None Speed limit Selector switch moved to FORWARD or REVERSE during self load. Battery volts below limit. Battery volts above limit. Open circuit in a Chopper Open circuit in Chopper 1 Open circuit in Chopper 2 Speed limit & engine speed No power An engine stall condition has occurred.
E02014 01/02
E2-11
048 051 :01 :02 052 :01 :02 053 :01 :02 054 :01 :02 055 056 061 063 :01 :02 065 :01 :02 :03 :04 :05 :06 :07 :08
EVENT DESCRIPTION
SHORTED DC LINK 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 FRONT WHEEL TACHS INVERTER SW VERSION MOTOR OVERSPEED ENGINE LOAD SIGNAL below minimum above maximum TEMP INPUT RANGE CHECK aux pc temp sensor aux inv temp sensor afse temp sensor alternator temp left stator temp left rotor temp right stator temp right rotor temp
EVENT RESTRICTION
No power
DC link short detected at startup. 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
INV1 disable
INV2 disable
None
None
None None None None None None Truck is over the motor overspeed limit. 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. Aux phase controller temp. sensor Aux inverter temperature sensor. Speed limit AFSE temperature sensor. Alternator temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range.
E2-12
01/02
E02014
:09 :10 :11 :12 :13 :14 :15 070 071 072 073 :01 074 075 076 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 077 084 085 :02 :03 :04 087
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 LEM OFFSET TOO HIGH link amps INV1 COMM FAILED INV2 COMM FAILED FB173 CARD speed FPGA DL speed FPGA run ALT FPGA DL Ucontroller slow task med task fast task FD task Alternator 3 phase volts bad alt FPGA timeout INVERTER FAILED VI TEST CONTROL POWER SWITCH OFF AUX COOLING aux rpmfb input aux rpm feedback abnormal shutdown HP LOW
EVENT RESTRICTION
Temp out of range. Temp out of range. Temp out of range.
Speed limit
Temp out of range. Temp out of range. Temp out of range. Temp out of range.
None Speed Limit Speed Limit None INV1 Disable INV2 Disable
Link capacitance level low, but OK Link capacitance level too low Ground fault detection circuit
FB173 card failure
No power
No power None None None None None 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. A fault occurred during shutdown Horsepower adjust is at negative limit for 30 seconds.
E02014 01/02
E2-13
088 089 :02 091 092 094 095 096 098 099 HP LIMIT ENGINE SPEED DOES NOT MATCH COMMAND RPM does not match command INVERTER 1 CUTOUT INVERTER 2 CUTOUT ILLEGAL LIMP REQUEST BAD BRAM BATTERY UNEXPECTED PSC CPU RESET DATA STORE SOFTWARE EVENT
EVENT DESCRIPTION
EVENT RESTRICTION
None None None None None None None None None None
Horsepower limit exceeded while in propulsion. Engine speed feedback does not match commanded speed. Engine speed feedback does not match commanded speed.
A limp mode request is received while truck is moving. BRAM battery voltage low. PSC CPU reset without request. PTU data store command. Software error
E2-14
01/02
E02014
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 (FB138) 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 (NR) 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
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 INV1 (INV2) off 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 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 INV1 (INV2) 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
E02014 01/02
E2-15
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 (FB134) 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 (NR) 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
Logic ground not ok Could not access I/O card A/D conversion did not work DB on too long while not braking INV1 (INV2) off 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 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% None 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
E2-16
01/02
E02014
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 INV1 (INV2) off Filter voltage outside limits INV1 (INV2) off Link voltage sensor failed INV1 (INV2) off 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 INV1 (INV2) off DC power connection open Link and phase voltage mismatch INV1 (INV2) off +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 INV1 (INV2) off Fiber optic power supply monitor Fiber optic card disabled Fiber optic card enabled and no dir None 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
E02014 01/02
E2-17
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
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 INV1 (INV2) off 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
E2-18
01/02
E02014
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 INV1 (INV2) off 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 01/02
E2-19
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 (NR) 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 None 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 INV1 (INV2) off 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
E2-20
01/02
E02014
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+ (NR) Aup temp short Aup temp open Aup temp warm Aup temp hot Aup fb not off S
EVENT RESTRICTION
No direction called for Calling forward, running backward Calling reverse, running forward Input voltage too low Link filter voltage too low INV1 (INV2) off No high speed data from system controller Line voltage not ok Line current not ok System TIC not being updated. DB GTO junction too hot Inverter GTO junction too hot VI test incomplete Phase A GTO did not turn off INV1 (INV2) off Overcurrent in phase A IGBT saturated. IGBT saturated. Phase A pos GTO did not turn off Phase A up feedback not off INV1 (INV2) 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 Phase A up thermistor short None Phase A up thermistor open Phase A up thermistor warm Phase A up thermistor hot Phase A not off with enable/DC volts
E02014 01/02
E2-21
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 A- (NR) Adn 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 INV1 (INV2) 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 Phase A down thermistor short None Phase A down thermistor open Phase A down thermistor warm Phase A down thermistor hot Phase A down not off with enable/DC volts Phase A current sensor failed INV1 (INV2) off Current IA not zero at startup Phase A current too high Phase A current sensor open Phase A current sensor short INV1 (INV2) off Phase A voltage sensor failed Phase A voltage too high Phase B GTO did not turn off Overcurrent on phase B IGBT saturated IGBT saturated Phase B GTO did not turn off INV1 (INV2) 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
INV1 (INV2) off
E2-22
01/02
E02014
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 B- (NR) Bdn 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 None Phase B up thermistor open Phase B up thermistor warm Phase B up thermistor hot Phase B up not off with enable/DC volts Phase B negative GTO did not turn off Phase B down feedback not off INV1 (INV2) 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 None Phase B down thermistor open Phase B down thermistor warm Phase B down thermistor hot Phase B down not off with enable/DC volts Phase B current sensor failed INV1 (INV2) off Current IB not zero at startup Phase B current too high Phase B current sensor open Phase B current sensor short INV1 (INV2) off Phase B voltage sensor failed Phase B voltage too high Phase C GTO did not turn off INV1 (INV2) off Overcurrent on phase C IGBT saturated IGBT saturated
E02014 01/02
E2-23
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 C- (NR) Cdn 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 INV1 (INV2) 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 None 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 INV1 (INV2) 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 None Phase C down thermistor warm Phase C down thermistor hot Phase C down not off with enable/DC volts INV1 (INV2) off Phase C voltage sensor failed Phase C voltage too high
E2-24
01/02
E02014
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 (NR) tach1 rate hi tach1 no input TACH_INTERMIT INVERTER, TACH 1 (NR) tach1 one channel INVERTER, TACH 2 tach2 high rate tach2 no input INVERTER, TACH 2 (NR) tach2 one channel INVERTER, CHOPPER 1 (NR) 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 (NR) 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 MOTOR FAULTS (NR) rotor temp hi stator temp hi
EVENT RESTRICTION
INV1 (INV2) off
Tach 1 high rate of change Tach 1 no frequency input
None Tach 1 single channel operation None Tach 2 high rate of change Tach 2 no frequency input None Tach 2 single channel operation Chopper 1 feedback not off Chopper 1 feedback not on None 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 None ChopB thermistor short ChopB thermistor open ChopB thermistor warm ChopB thermistor hot Chopper 2 not off with DC volts INV1 (INV2) off Too much speed difference. INV1 (INV2) off Motor connection open Motor connection short None Motor rotor temperature high Motor stator temperature high
E02014 01/02
E2-25
TABLE IV: DID PANEL FAULT CODES (Codes Received from Inverter 1, 2) EVENT NUMBER
155/255 :01 175/275 176/276
EVENT DESCRIPTION
INVERTER, SECOND LOAD second load open INV 1 GENERIC EVENT INV 1 GENERIC EVENT
EVENT RESTRICTION
None
Second load connection open None INV1 (INV2) off Inverter shutdown with no event code.
E2-26
01/02
E02014
TABLE IV: DID PANEL FAULT CODES (Codes Received from TCI) 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 FB144 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 flt manager task flash CRC maint task failed to init excess timeouts BBRAM bad BBRAM CRC FB104 DIGITAL I/O CARD FAULT FB160 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
EVENT RESTRICTION
TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem.
No propel
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. CRC on BBRAM did not match expected value.
No propel No propel
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.
Speed limit
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
None Speed limit Speed limit Speed limit Speed limit
E02014 01/02
E2-27
611 :01 :02 613 :01 :02 614 :01 :02 :03 616 617 :01 :02 619 620 622 :01 :02 623 :01 :02 :03 :04 :05
EVENT DESCRIPTION
FREQUENCY INPUT left front wheel speed right front wheel speed ANALOG INPUT A2D gnd A2D gainchk BATTERY SEPARATE CONTACTOR FAILURE Battery Separate Failure crank batt > cntrl batt cntrl batt > crank batt DIRECTION MISMATCH ENGINE START REQUEST DENIED engine warn while cranking engine kill while cranking ENGINE WARNING RECEIVED ENGINE KILL WHILE VEHICLE MOVING PARK BRAKE FAULT command/response failure set above maximum speed HYDRAULIC BRAKE FLUID tank left front outlet right front outlet left rear outlet right rear outlet
EVENT RESTRICTION
Front wheel speed input out of range
None
Left front wheel sensor out of range. Right front wheel sensor out of range. Signal is outside the design range of valid values.
None
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 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.
None
No propel
None
No propel No propel No propel
Engine controller sends caution signal, rpm above low idle. Engine shutdown switch activated while truck is moving. Error in park brake operation has occurred. Park brake command and feedback don't agree. Park brake set feedback received when truck is moving. Hydraulic brake oil temperature has exceeded limit.
None
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624 625 626 628 :01 :02 :03 :04 629 :01 :02 630 :01 :02 :03 :04 631 :02 632 :01 :02 :03 633 634 635
EVENT DESCRIPTION
BODY UP AND PAYLOAD INDICATION DUMP BODY UP WITH SPEED LOAD BRAKE APPLIED WITH SPEED CONNECTED BATTERY VOLTS control battery low control battery high crank battery low crank battery high BAROMETRIC PRESSURE SIGNAL low high MOTOR BLOWER PRESSURE no cooling air low high voltage sensor reversed AMBIENT TEMPERATURE high TCI CONFIGURATION DATA no file bad CRC version incorrect BBRAM CORRUPTED TRUCK OVERLOADED - RESTRICTIVE TRUCK OVERLOADED - NON-RESTRICTIVE
EVENT RESTRICTION
Speed Limit None None
Full payload and body up signal received at same time. Dump body raised while truck is moving. One of the connected batteries' volts incorrect with engine speed above low idle.
None
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.
None
Voltage below minimum operational limit. Voltage above maximum operational limit. Motor inlet and outlet pressure signal outside operational limits.
Speed Limit
No voltage signal feedback Voltage feedback below minimum operational limit. Voltage above maximum operational limit. Ambient temperature signal outside operational limits.
None No propel No propel No propel No propel None Speed limit None
Voltage above maximum operational limit. Problem with TCI configuration file. No configuration file loaded. Wrong version of file loaded. Battery backed RAM has failed. The over-payload signal is on, speed is reduced. The over-payload signal is on, propulsion allowed.
E02014 01/02
E2-29
636 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 638 639 640 641 642 696 698
EVENT DESCRIPTION
AUX INVERTER buss volts low buss volts high overcurrent battery loss high dc buss when running high dc buss after pc powerup Low dc buss after pc powerup 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 ENGINE CRANKING TIMEOUT ENGINE START REQUEST WHILE RUNNING ACCEL PEDAL TOO HIGH ACCEL PEDAL TOO LOW ENGINE STARTED USING OVERRIDE UNEXPECTED TCI CPU RESET DATA STORE
EVENT RESTRICTION
None None None None None None None None None None None None None None None None None No Propel None None None None
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. High dc bus voltage detected during operation. High dc bus voltage detected after phase controller powerup. Low dc bus voltage 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.
Accelerator pedal voltage high Accelerator pedal voltage low TCI CPU reset without request. A data snapshot has been manually initiated.
E2-30
01/02
E02014
638 639 640 641 642 696 698
EVENT DESCRIPTION
ENGINE CRANKING TIMEOUT ENGINE START REQUEST WHILE RUNNING ACCEL PEDAL TOO HIGH ACCEL PEDAL TOO LOW ENGINE STARTED USING OVERRIDE UNEXPECTED TCI CPU RESET DATA STORE
EVENT RESTRICTION
None None No propel None None None None
Accelerator pedal voltage high Accelerator pedal voltage low TCI CPU reset without request. A data snapshot has been manually initiated.
E02014 01/02
E2-31
PSC SOFTWARE FUNCTIONS

The operation of the AC Drive System is regulated by a software program which resides in the Propulsion System Control Panel's 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. 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:
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.
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: 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".
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. 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.
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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. 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. 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 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.
Transitions Between States Transitions between states under normal operational conditions (no failures, etc.) are described as follows: 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.). 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. 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.
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).
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.
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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 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. 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.
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: 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.
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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: 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:
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.
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1. If the truck is in neutral, the commanded engine speed at full scale accel pedal will be the engine's high idle. If the truck is not in neutral, the maximum commanded engine speed will be the engine's 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. 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.
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.
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.
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-toline 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.
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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. Note: The 17KG526A1 Electrical Cabinet does not have RP3 installed. 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 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.
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. 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.
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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 truck's 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 listed in Table I, page E2-5.
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:
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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. 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.
In the above default cases, data is stored for 3 seconds (2.95 second 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. To Record and Save a Data Pack to a Floppy Disk PSC: 1. With the PTU serial cable attached to the PSC port, type c:\ACNMENU and press {enter}. 2. Select "PTU TCI and PSC" and press {enter} 3. Type your name and press {enter}. 4. Type your password and press {enter}. 5. Cursor to "Special Operation" and press {enter}. 6. Cursor to "Event Data Menu" and press {enter}. 7. Cursor to "View Data Packs" and press {enter}. 8. Type FLTR number to be recorded and press {enter}. 9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key.
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.
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10. Cursor to "Record Screen" and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS "C:>" prompt. 13. Insert a blank disk in drive A. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename Note: Insert the name assigned to the file in step 11 in place of "filename" in the command in step 14. 15. Press {enter} to copy the file to the disk. TCI: 1. With the PTU serial cable attached to the TCI port, type c:\ACNMENU and press {enter}. 2. Select "PTU TCI and PSC" and press {enter} 3. Type your name and press {enter}. 4. Type your password and press {enter}. 5. Cursor to "Special Operation" and press {enter}. 6. Cursor to "Event Data Menu" and press {enter}. 7. Cursor to "View Data Packs" and press {enter}. 8. Type PK number to be recorded and press {enter}. 9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key. 10. Cursor to "Record Screen" and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS "C:>" prompt. 13. Insert a blank disk in drive A. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename Note: Insert the name assigned to the file in step 11 in place of "filename" in the command in step 14. 15. Press {enter} to copy the file to the disk.
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.
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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.
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 card's backplane wiring.
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).
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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.
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 maintenance 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.
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.
Entering/Exiting Limp Home Mode 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. 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. 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). 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 component's primary function is also listed.
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION REF. NO. AFSE 36
COMPONENT Alternator Field Static Exciter Panel (17FM466) Alternator Field Voltage Divider Panel (17FM363) Alternator (5GTA34) System analog input/output card (17FB143) Auxiliary Blower Motor (5GDY84)
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 assembly behind the electrical cabinet. Used to drive two blowers for cooling the traction motors and control cabinet components. 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 3phase, 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.
AFVLT ALT ANALOG I/O CARD
21
AUX BLOWER MOTOR AXCAP AXFU1, 2 11 33
Auxiliary Power Filter Capacitor Bank Auxiliary Power Rectifier Input Fuses 1 and 2 Auxiliary Power Filter Inductor
AXIND
30
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 REF. NO. BATFU BATTSW BDI BFC BLFP BM1, 2 BM1I BM2I CCLR1, 2 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 56 68 67 10 63 65 66 20 61 40 41 59 27 28 5, 6 45 44 53 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
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.
Capacitor Charge Indicating Lights Illuminated when 50 volts or more is present on the DC link (the DC bus connecting the Alternator output, Chop1 and 2
per Module/Resistor Grid circuits and traction Inverters).
Inverter 1 Filter Capacitors Inverter 2 Filter Capacitors Cabinet Light Switch Alternator Field Current Sensing Module
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.
Alternator Tertiary Current Sensing Detects amount of current flowing through the Alternator tertiary winding. Module Chopper GTO Phase Module 1 and Controls the DC voltage applied to the grids during retarding. 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 Control Power Switch
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.
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION 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
FUNCTION
Detects amount of current flow through the Alternator ter-
Battery Boost Current Transformer tiary winding. Signal turns off the AFSE battery circuit CT Voltage Limiting Resistor DC Bus Diagnostic Information Display (17FM558) Digital Input/Output Card (17FB104) DI/DT Transformers DI/DT Transformers Fault Detection Panel (17FM384) 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)
Provides a resistive load for the CT. The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters.
when the tertiary winding voltage level is able to excite the Alternator field.
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. Provides an output signal when a diode fails in the Main Rectifier. Monitors Alternator Field current for FDP operation. Provides voltage 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 REF. NO. GFR GFRS GRR INV1 TMC CARD 52 50 26
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)
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.)
INV2 TMC CARD I1CO I2CO KEYSW LDBXI 48 57 58
Inverter 1 Cut Out Switch Inverter 2 Cut Out Switch Key Switch
Load Box Current Sensing Module Monitors current during load box test.
LED's indicate status of the following: CPR: Illuminated when CPR is energized. SYS RUN: Illuminated when the PSC power-up sequence has completed successfully and control logic 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).
LEDP
60
Light Emitting Diode Panel
LINKI LINKV L1, 2, 3 M1, 2
7 3
Link Current Sensing Module Link Voltage Measuring Module (17FM458) Cabinet Lights Motorized Wheels (5GDY85)
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION 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 51 25 37 32 13 12 15 14 2 64
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) Retard Grid Resistors
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. Note: Some trucks do not have RP3 installed. 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. A DC to DC converter which provides regulated 24 VDC outputs from the unfiltered battery supply. Note: This power supply replaces SPS above, and also replaces the 17F127 power supply cards in the 17FL320H1 PSC and 17FL 373A1 TCI panels in later model trucks. Each speed sensor provides two output speed signals, proportional to the Traction Motor's 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.
47 55
Retard Contactors 1, 2 and 3 (17CM55) Suppression Modules Snubber Resistors Snubber Resistors Battery Boost Resistor Snubber Power Supply (17FH36)
PS
37a
Power Supply (17FH41)
SS1, 2 SYS CPU Card
Traction Motor Speed Sensors System Central Processing Unit Card (17FB147)
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TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION REF. NO. TCI TH1 VAM1 VAM2 54 46 46
COMPONENT Truck Control Interface (17FL349 or 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 potentiometer's 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 29) 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 4. Potentiometer 2. Electrical Harness 5. Adjustment Screw 3. Grommet 6. Cover
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.
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SECTION E3 AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE INDEX

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 TRUCK SHUTDOWN PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 NORMAL TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4 SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6 Battery and Control Checks of System WITH Battery Power OFF. . . . . . . . . . . . . . . . . . . . . . E3-6 Battery and Control Circuit Checks of System With Battery Power ON . . . . . . . . . . . . . . . . . . E3-9 Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10 CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12 MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12 TCI PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13 PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13 INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14 TCI CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14 Modular Mining Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15 TCI Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16 TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-18 TCI Digital Input Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-20 PSC Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-22 PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26 Miscellaneous Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 A3PV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 LINKV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
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AC Drive System Electrical Checkout Procedure (Release 18 Software)
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Thermistor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 17FM384 Panel Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 Pedal Percentages and Meter Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28 Meter Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28 Reprogram With Serial Numbers and Pedal Percentages . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30 LOAD TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32 Preload Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32 ADDITIONAL TRUCK CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34 On-Board Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36 Initiate Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-39 Manual Offset HP Output Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43 PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43 MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 Troubleshooting Phase Modules and Chopper Modules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 Phase Module Removal and Snubber Resistor Replacement . . . . . . . . . . . . . . . . . . . . . . . . E3-44 Snubber Resistor Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45 Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45 AUXILLIARY BLOWER CONTROL SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . E3-46 AUXILLIARY INVERTER (CONTROLLER) TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . E3-49 AUXILLIARY SNUBBER PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-50 IGBT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-51
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AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE

AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE ENGINE 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:
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.
DO NOT step on or use any power cable as a

handhold when the engine is running.
Prior to welding, disconnect Engine Control

System (ECS) harnesses and ground wire (MTU engine). If equipped with DDEC or Komatsu engine, disconnect ECM harnesses. GE cards should be pulled forward far enough to disconnect card from backplane connector.
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.
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.
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.
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.
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 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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NORMAL TRUCK SHUTDOWN PROCEDURE

1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake and brake lock switches. Be certain the Parking Brake and the Service Brake Applied indicator lamps in the overhead display panel are illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp on the overhead display is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. After approximately 90 seconds, verify the 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) 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) 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 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 THE BACK WALL OF THE OPERATOR CAB CONTINUE TO BE ILLUMINATED AFTER FOLLOWING THE ABOVE PROCEDURE, A FAULT HAS OCCURRED.
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)
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.
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SYSTEM CHECKOUT
Test equipment needed to fully test A/C system:
Battery and Control Checks of System WITH Battery Power OFF
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.
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.
The TCI and PSC are programmed through the

DB9 port connectors in the operator cab.
The Inverter cards are programmed through the

DB9 port connectors located to the right of the 17FL320 (PSC) panel. 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 Main 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 18 software. Procedures required for later software versions may vary. Contact the Komatsu distributor or factory representative for current software version available.
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TABLE I. CIRCUIT RESISTANCE CHECKS (All readings - from circuit to ground) CIRCUIT 11B1 11 15V 71GE 71TCI 439 10V 11SL 11ST 15PV 11S LOCATION * * TB21 TB22 TB23 TB25 TB28 TB28 TB28 TB29 TB30 APPROX. VALUE 120 120 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. Engine service lights turned OFF. 17FL349 Panel Only (Not applicable on 17FL373 Panel.) NOTES * 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.
11A
TB30
11T 11FR 11HTR 712 71 11L 12M 12F
TB30 TB30 TB30 TB32 TB32 CB30
>36 >10 >200
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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. 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 (). 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 1.0K ohms or greater. Terminal 1B+ to terminal 1B- (circuit #RTNO1) - approximately 1.0K ohms on the Rx100 scale. Terminal 1B- to ground - read 0 ohms.
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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. PSC panel (17FL320) - plug in all cards. Verify the CNA, CNB, CNC, and CND connectors are connected. d. TCI panel (located in the Electrical Interface Cabinet) - plug in all cards. Verify the CNP round connector is installed. 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.
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.
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Power Supply Check (PS): Note: The following procedure is applicable to 17KG498E1 Control Cabinets. For earlier model trucks, refer to Sensor Power Supply (SPS) Check. 3. Remove the CN1 connector on the Power Supply and check the harness side connector pins to ground using an ohmmeter. Refer to the table below for resistance value at each pin.
Sensor Power Supply (SPS): Note: The following is applicable to 17KG498D1 and prior Control Cabinets. For later model trucks, refer to Power Supply Check (PS). 5. 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
Ohms 0 0 0 0 0 0 515 515 515 515 0 0 0 1.3K 1.3K 0 0 543 543 Circuit return return return return return return -15 -15 -15 -15 return return return +24 +24 return return -24 -24
TABLE II.
Pin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Ohms 47 47 47 47 47 47 47 47 47 47 0 0 0 0 0 0 0 0 0 600 600 600 210 210 0 0 Circuit +5 +5 +5 +5 +5 +5 +5 +5 +5 +5 return return return return return return return return return +15 +15 +15 +15 +15 return return Pin 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62
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 6. 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). Checks with Key Switch OFF 7. 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) 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. 8. Check circuit 11B1 voltage to ground. Read approximately 12V DC. 9. 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.
4. After resistance checks are complete, reconnect CN1 connector.
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Verify voltage at BATP is equal to voltage measured at circuit 11, step 7. 10. Turn the Key Switch ON. 11. Check Circuit 712 to ground. Voltage should equal the Circuit 11 value in step 7. 12. Turn the Key Switch OFF. Open the battery disconnect switches. 13. Reinstall the 50 amp fuse (BATFU).
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. 7. Measure voltage between circuit 72E (TB24) (+) and circuit 0 (TB24-H) (-) in the Electrical Interface Cabinet. Voltage should be 5.0 volts. 8. If truck is equipped with Komatsu engine, install a jumper from 22F0 @ TB32 to ground.
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. If truck is equipped with the 17KG489E1 Control Cabinet with Power Supply PS installed, verify all five green lights in the power supply located on the shelf behind the center cabinet door are lit. 4. 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). 5. Check voltage on the following circuits in the Electrical Interface Cabinet. Voltage at each should equal the circuit 11 voltage measured at step 7, Checks With Key Switch OFF: Circuit 71 on TB32 CIrcuit 71GE on TB22 Circuit 71TCI on TB23 if equipped with the 17FL349 TCI panel. 6. 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.
Voltage should change to 7.0 volts. 9. Remove jumper to 22F0. 10. Verify the display on the DID panel is lit.
Sensor Power Supply (SPS): NOTE: Check only if experiencing problems with the Fiber Optic Card, the LEMs, or the Capacitor Monitor Panel. (Applicable to trucks equipped with 17KG498D2 Control Cabinet only.) 11. 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).
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CPU Battery Checks 12. Turn OFF the Control Power Switch (CPS) for this test. 13. Connect a VOM across the screws securing the green plate on the edge of the 17FB147 card in the PSC panel. Connect the positive lead to the top screw (2, Figure 3-3) and the negative lead to the bottom screw (4). Verify approximately 3.5 volts. 14. Connect a VOM across the screws securing the green plate on the edge of the 17FB144 card in the TCI panel. Connect the positive lead to the top screw and the negative lead to the bottom screw Verify approximately 3.5 volts. Note: If battery voltage is low in step 13 or 14, refer to Memory Backup Battery Replacement instructions on the following page. FIGURE 3-3. BATTERY LOCATION (PSC Panel Shown) 1. FB147 CPU Card 2. Positive (+) Screw 3. Battery Assy. 4. Negative (-) Screw 5. FL320 Panel Enclosure
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.
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TCI PROGRAMMING
PSC PROGRAMMING
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.
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 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 17FB144 CPU card: c:\>ACNMENU {enter} Highlight PROGRAM 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- PROGRAM TCI PANEL {enter} Highlight- PROGRAM TCI {enter}
To program the 17FB147 CPU card: c:\>ACNMENU {enter} Highlight PROGRAM 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 PROGRAM PSC PANEL Highlight PROGRAM PSC
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.
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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INVERTER PROGRAMMING
TCI CHECKOUT
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED AND ENGINE IS NOT RUNNING BEFORE PERFORMING THE FOLLOWING 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.) To program the Inverters: c:\>ACNMENU {enter} Highlight PROGRAM INVERTERS {enter} Highlight either DOWNLOAD TMC - FB172 (2735) or DOWNLOAD IMC - FB138, depending on which cards are installed in slots No. 09 and 11. {enter}. 2. Cycle keyswitch or CPS when requested on screen. 3. Verify the file shown on the screen for downloading is correct.
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. 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}
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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} 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}
Modular Mining Communication Port In the version 18 software, the PTU baud rate has been increased from 9600 to 38400, however the Modular Mining port remains at 9600 baud. Therefore, before testing the Modular Mining port, the PTU baud rate must be changed back to 9600. Follow the instructions below to reset: 1. Using DOS, select the c:\geohvac\ptuaccur directory. 2. Select the following file to edit: ptu.cfg 3. At approximately line 94 the following should be displayed: 27 0 38400 8 1 n/* comm port 1, 9600 baud, 8 data, 1 stop, no parity */ 4. Change the 38400 value to 9600 and save the file.
Check MMI Port: 1. 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} (see notes below) Verify the PTU is communicating on this screen by observing a blinking cursor on the screen. {escape} {escape} Notes: Only 4 command numbers are supported through this port. When the PTU starts, it sends out 3 or 4 commands that the TCI will not respond correctly to. At the top TCI screen, press the space key a number of times when the screen indicates a mismatch until reaching the Real Time Data screen.
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TCI Input Checks On the TCI PTU: Move cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter
1. Verify analog values and functions highlighted on the PTU are similar to the examples below:
Note: Actual values shown in illustrations will vary from those displayed on truck being serviced:
2. Press {enter} to display TCI SERIAL LINK DATA screen shown below:
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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 III 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 III), 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 III, 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. b. Turn key switch to START position.
TABLE III. 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 Rest Light
DESCRIPTION
LOCATION (Fig. 3-3)

B6 C6 D6 C5 A5 A6 B5 E6 D5
Propel System Not Ready Light Reduced Propulsion Level Light Link ON light, DID Panel (Behind Operator's 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: Press {enter} to turn PKBRKON on: 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 Verify 0.0 volts Verify approx. 24 volts
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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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, ENGCRNK2, 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-Col. A1* B1* C1 D1 E1 A2* B2* C2* D2* E2* A3* B3* C3* D3* E3 A4* B4* C4* D4* E4* A5 B5 C5 D5 E5* A6 B6 C6 D6 E6 Spare Low Steering Pressure Low Accumulator Precharge Spare Low Brake Pressure Low Hydraulic Tank Level Autolube Low Pressure Circuit Breaker Tripped Hydraulic Oil Filter Restricted Low Fuel Park Brake Applied Service Brake Applied Body Up Dynamic Retarding Applied STOP ENGINE Spare Manual Back-Up Lights 5 Minute Shutdown Timer Retard Speed Control CHECK ENGINE No Propel/Retard Propulsion System Caution Propulsion System Temp. Caution High Brake/Hydraulic Oil Temp. STOP ENGINE (Komatsu engine only) No Propel Propulsion System at Rest Propulsion System Not Ready Propel System at Reduced Level Retard System at Reduced Level Amber Amber Amber Amber Red Amber Amber Red Red Red Amber Amber Amber Amber Red Red Amber Amber Amber Amber Amber Amber Amber Amber Red Red Red Indicator Description 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: A Value of (-01) may indicate the TCI is not communicating with the aux inverter.
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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 IV for Table checkout steps 1 through 16. Verify the inputs are highlighted on the PTU screen when activated. When performing step 1 in Table IV, and if truck is equipped with warning/caution light 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 IV on the following page for instructions. 4. Turn OFF and ON all circuit breakers on relay boards RB1, RB2 (if installed), RB3, RB4, and RB5 in the Electrical Interface Cabinet. Verify the Circuit Breaker Tripped lamp on the overhead display illuminates when each circuit breaker is turned off, except as noted below. Notes: To check CB19 on relay board RB3, selector switch must be in REVERSE position. CB20 will not activate Circuit Breaker Tripped lamp when turned off. To check CB13 & CB15 on relay board RB1, the running lights must be on.
5. Turn OFF circuit breakers on RB2 (if installed). Verify the Circuit Breaker Tripped lamp on the overhead display illuminates. 6. Check steps 17 and 18 in Table IV. 7. Remove jumpers and turn circuit breakers on RB2 ON. 8. Press {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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TABLE IV. TCI DIGITAL INPUT TESTS STEP DO NAME DESCRIPTION

Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate) Note: When version 18 software is installed, the following will occur when the Lamp Test Switch is activated: Back-up horn sounds and back-up lights turn on. Retard lights at rear of truck and on top of cab turn on. Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp) (Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU but overhead display lamp should illuminate.) Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp) If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.) Clear/delete/dump body up override pushbutton switch on console Rest Switch (Place in REST position to activate) Note: Some trucks are equipped with a release button on the Rest Switch that must be pressed before moving the switch to the REST position. Verify the internal lamp on the Rest Switch lights when in REST position. Selector Switch in REVERSE position Selector Switch in FORWARD position Engine Shutdown Switch (Depress switch on console) Verify circuit 439 (TB25) changes from 0 to 24VDC. Data Store Switch (on front of console - push to activate) Body Up Switch (Activated when body is down) Circuit 63L (TB12) to ground voltage should be approximately 24 volts with body down, 0 volts when body is raised. Verify lamp is Overhead Display is OFF 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) Truck at 70% Payload (Jumper 73MS @TB25 to ground.) Truck Fully Loaded (Jumper 73LS @TB25 to ground.)
LAMPTEST
ENGCAUTION
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
ENGWARN RESET RESTSW REVREQ FORREQ ENGKILL DATASTORE BODYDWN PRKBRKSW PRKBRKFDBK ENGSTRTREQ RSC OVERPAYLD CONTROLON MIDPAYLD FULLPAYLD
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF, if RB2 is installed):
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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 Normal Operation {enter} Cursor to PSC Real Time Data {enter} 7. Verify the values and functions highlighted on the PTU are similar to the PSC Serial Link Data screen in Figure 3-5 below:
FIGURE 3-5. PSC REAL TIME DATA SCREEN 8. Press {enter}. Verify PTU screen values are similar to Figure 3-6.
FIGURE 3-6. PSC SERIAL LINK DATA SCREEN
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9. Press {enter}. Verify the values on the PTU are similar Figure 3-7 below:
FIGURE 3-7. PSC ANALOG INPUT CHANNELS SCREEN 10. Press {enter}. Verify the values on the PTU are similar to Figure 3-8 below:
FIGURE 3-8. PSC TEMPERATURES SCREEN
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Cursor to Engine Stopped tasks {enter} Cursor to Manual Test Mode {enter} 11. Highlight the devices listed in steps 1 through 11 in Table V below on the digital output section on this screen and then press {enter}. Press {enter} again to turn off 12. For step 14 (GD1E) in Table V 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).
13. 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} 14. Turn OFF the Control Power Switch 15. Reconnect the round connectors to Inverter 1. 16. Reconnect the round connector to Chopper Module 1.
TABLE V. PSC DIGITAL OUTPUT TEST STEP

1 2 3 4 5 6 7
DO NAME
GF GFR RP1 RP2 RP3 CPRL AFSE
DESCRIPTION
GF Contactor GFR Contactor RP1 Contactor RP2 Contactor RP3 Contactor (If installed) Control Power Relay Alternator Field Static Exciter
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). Verify the GFR relay picks up. Verify RP1 picks up and RP1FB is highlighted. Verify RP2 picks up and RP2FB is highlighted. If installed, verify RP3 picks up and RP3FB is highlighted. With CPRL highlighted turn off CPS and verify that control power is not lost. Turn CPS back on. With AFSE highlighted verify 24 volts to ground on the +25 terminal on the AFSE terminal board. Verify the second LED from the top (labelled Control System OK), located on Information Display Panel on the side of the control cabinet is ON Verify the fourth LED from the top (labelled Test Mode), located on the 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 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 side of the control cabinet is on.
SYSRUN
Control System OK LED
9 10 11
TEST REST SYSFLT
Test Mode LED Rest Mode LED System Fault LED
Early Production Trucks: For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor across circuits 79RD (TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed. 12 13 14 15 16 17 FORT REVT GD1E GD2E CMCTL AUXRESET Forward Travel Direction Reverse Travel Direction Gate Drive Power, Inverter 1 Enable Signal Gate Drive Power, Inverter 2 Enable Signal Chopper Module Control AUX Inverter Reset Verify circuit 72FD changes from 24VDC to 0VDC when FORT is activated Verify circuit 79RD changes from 24VDC to 0VDC when REVT is activated Refer to steps 12 through 19 in digital output test procedure. Refer to steps 20 through 28 in digital output test procedure. Do not check. AUXRSET should be highlighted.
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17. 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}.
25. 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. 18. 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. 19. 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. 20. 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). 21. Use an AC voltmeter to check for 90 to 100 volts AC between the pins on the round connector on the top of Chopper Module 2 (CM2 G-X) removed in step 3. Press {escape} {escape} 22. Turn OFF the Control Power Switch 23. Reconnect the round connectors to Inverter 2. 24. Reconnect the round connector for Chopper Module 2.
When performing the following procedures, never look directly into the fiber optic light. Eye damage could result. 26. 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. 27. 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. 28. 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 VI below are highlighted. 2. Check digital inputs in Table steps 6 through 8 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.
TABLE VI. PSC DIGITAL INPUT TEST STEP

1 2 3 4 5 6 7 8
DI NAME
KEYSW CPSFB CNFB CNIFB CNXFB INV1CO INV2CO BRKON
DESCRIPTION
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
DEVICE CHECKOUT
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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Miscellaneous 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.
Verify panel output is 0.12 volts (battery volts divided by 200) 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;
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.
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. 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. 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}
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.
A: Retard Pedal: Move the cursor under the (K - Z) column on channel 1 (CH1) {enter} Cursor to Parameter name rpinhi_ail5 {enter} Record the parameter value with the retard pedal fully released. (typical value; 1.53 volts). Record the parameter value with the retard pedal fully depressed. (typical value; 9.50 volts).
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.
B: Retard Lever: Cursor down to channel 2 (CH2) and position the cursor under the (K - Z) column {enter} Cursor to parameter name retlever_ail4 {enter} 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} Adjust speedometer internal adjustment pot to obtain 25 mph (or 40 km/h). Type in: 40 Verify speedometer in cab reads 40 mph (or 64 km/h). 9. 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
10. 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: 11. 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) 12. 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: 3) View GE Product Service Data {enter} Cursor to Leave GE Product Service screen {enter}. Cursor to: 4) 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 Note: If the calculated value for Retard Lever Travel Off Request is less than 3%, use 3% as the input value.
FIGURE 3-9. PEDAL PERCENTAGE CALCULATIONS
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I: Program TCI (PTU connected to TCI port) 1. 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. 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.
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 = 37 (see note below) Note: In step 7, truck configurations 07E and 13E will indicate 31 (instead of 37) for 38.1 gear ratio.
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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. Remove the locking bar from the right side of the auxiliary blower behind the inspection cover. 6. 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 3-10. 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 3-11. 8. Start the engine. 9. Place the GF Cutout Switch in the NORMAL position (up).
THE BATTERY BOOST CHECK MUST BE PERFORMED EXACTLY AS DESCRIBED BELOW. FAILURE TO DO SO MAY RESULT IN SERIOUS INJURY.
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 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 3-10. PSC REAL TIME DATA SCREEN
FIGURE 3-11. 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.
6. On the PSC Real Time data screen: Verify BRKON is 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. Hoist & Steering Circuit Switch Checks: 10. 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. 11. 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. 12. On the fuel tank, short Circuit 38 at low fuel level switch to ground. The Low Fuel light indicator in the overhead should light. 13. 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. 14. 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. 15. Turn key switch OFF. Verify steering pressure bleeds down.
Brake System Pressure Switch Checks: 1. Start engine and allow engine to warm up for approximately 10 minutes. 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-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. 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}
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Aux Blower Rotation Check If the blower has been replaced or cables removed and reinstalled, verify correct blower rotation to insure correct hookup. Note: On some trucks the Auxiliary Blower System is replaced by the Alt external fans. 1. Remove the inspection cover from the Aux Blower on the driver side of the truck. 2. Verify Inverter Cutout Switches are in the CUTOUT position (down). 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.
Final Checks: 1. Connect the PTU to the PSC communication port. 2. Start the engine. Select PSC Real Time Data screen on the PTU: 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} 3. Place the GF cutout switch in the normal position (up). 4. Place the REST switch in the OFF position. 5. Compare the values displayed with the values shown on the sample screen in Figure 3-12. 6. Verify AUXFB is about 1700 rpm and exhaust air is flowing from the rear exhaust ports of the control cabinet. 7. With the engine running, move the GF cutout switch to the normal position and turn the Rest Switch OFF: Verify both inverter link voltages (I1V & I2V) are approximately 700 volts. 8. Place the Rest Switch in the ON position. 9. Press {escape} {escape}. 10. Shut down engine and remove equipment.
FIGURE 3-12. PSC REAL TIME DATA SCREEN
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On-Board Load Testing
Inspect and verify the front and side electrical cabinet doors are closed and locked before performing the following tests. 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: Load testing can be performed through the DID panel or by using the PTU. The procedures below assume the PTU will be used.
2. Connect a VOM from circuit 72E @ TB24-G (+) to circuit 0 @ TB24-H (-). This is the 10 volt load hand-shaking signal from the engine. (Value should be 5.0 volts with just control power on.) Refer to PVM Test at the end of this section for additional information. 3. Turn brake lock ON. 4. On the PSC PTU: Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 5. With the engine running, place the Rest Switch in the OFF position. 6. Verify the values and the functions highlighted on the PTU are similar to the screens shown in Figures 3-13 through 3-15. Note: Press {enter} to move to the next screen.
FIGURE 3-13. PSC REAL TIME DATA SCREEN SAMPLE
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FIGURE 3-14. PSC SERIAL LINK DATA SCREEN
FIGURE 3-15. PSC ANALOG INPUT CHANNELS
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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. Verify the analog values and the functions highlighted on the PTU are similar to the screen shown in Figure 3-16.
FIGURE 3-16. TCI REAL TIME DATA SCREEN
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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} Cursor to ENTER LDBX {enter} 2. CCU should momentarily display at the bottom of the screen. (This is a self-test indication). 3. Put the Selector Switch in NEUTRAL and depress the accelerator pedal. RPM must be above 1300 RPM to pick up RP1. 4. Compare the values on the Loadbox Screen to the values shown in Figure 3-17.
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 0). Refer to PVM Optimum Load Curve Handshaking Troubleshooting Test for additional troubleshooting information.
FIGURE 3-17. SELF LOAD TEST; RP1 PICKED UP
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9. Compare the values on the loadbox screen with the values shown in the sample screen in Figure 3-19. In the following step, air exhausted from grid vents can be very hot. 10. Record the Loadbox Screen on the PTU as follows: a. While viewing the loadbox screen during full load: Press the {F2} key Cursor to record and press {enter} Type a filename and press {enter}
5. Without touching them, check for air flow from the grid blowers as follows: a. Increase engine RPM until two RP contactors pickup. 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. Hot air should be flowing from the other front section of the grid. 6. Warm-up engine with two RP contactors picked up until the engine coolant temperature stabilizes. 7. Compare values displayed on the Loadbox Test Screen with the sample screen in Figure 3-18. 8. Fully depress the accelerator pedal to pickup all three RP contactors. Note: Some trucks have RP1 & RP2 only
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.)
FIGURE 3-18. SELF LOAD TEST SCREEN; RP1 RP2/RP3 PICKED UP
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FIGURE 3-19. SELF LOAD TEST SCREEN; RP1 RP2 & RP3 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 3-20 for parasitic losses curve. Read the parasitic losses from the graph based on ambient temperature and altitude. Add the value on the graph to the delivered HP to GE and compare that to the -5% value at the rpm rated tolerance. (i.e. 2612 HP plus value from graph = corrected HP) 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 3-21 for parasitic losses curve. Read the parasitic losses from the graph based on ambient temperature and altitude. Add the value on the graph to the delivered HP to GE and compare that to the -5% value at the rpm rated tolerance. (i.e. 2612 HP plus value from graph = corrected HP) 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 and allow engine to cool down: 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 3-20. TOTAL PARASITIC LOSS AT FULL POWER DDEC 4000, 2700 GHP, ECS 8 Blade, 78 dia. 5.3 PW @836 RPM
FIGURE 3-21. TOTAL PARASITIC LOSS AT FULL POWER Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78 dia. 5.3 PW @ 798 RPM
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TROUBLESHOOTING
PVM Optimum Load Curve Handshaking Troubleshooting Note: a value of below 0.5VDC or above 9.5VDC (on circuit 72E) indicates a failure. Trucks equipped with DDEC engine: 1. 1. With the engine shut down, keyswitch ON and control power ON, measure voltage between 72E (+) and 0 (-) 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. 2. With the engine running and under load, with keyswitch and control power switch ON, check the voltage at 72E(+) to 0 (-). 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 0 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 0 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 0 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 0 (-) lead. Voltage should be 5.0 volts. a. Jumper circuit 22FO to ground and verify voltage on 72E to 0 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 0 (-). 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 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/0 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
8. If there is NO voltage, troubleshoot the Gate Drive Power Converter (GDPC) or the harness. 9. If there IS voltage, reconnect the harness and disconnect the GTO Gate lead on the G 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 3-22 are OFF.
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.
If any of the above warning lights remain ON,

a system failure may have occurred. Refer to Truck Shutdown Instructions Shutdown After System Failure for procedures to follow before attempting repairs. 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.
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.
In the following step, DO NOT look directly at the red light. Eye damage could occur. 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.
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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. 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.
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.
Snubber Resistor Installation 1. To pull the new resistor cables through the hole in the base, spray the cables with ether or alcohol near the new grommet so that it slides easier in place. Do not RTV the new grommet. 2. Using RTV 6708, seal the corners of the resistor where it contacts the snubber base to prevent air leakage at the seams. 3. Install a flat washer over each mounting hole between the base and the gasket. 4. Install new inner and outer gaskets. Using RTV 6708, seal the seam between the outer gasket and the two inner gaskets. 5. Apply Loctite to the four mounting screws for the snubber resistors and install the resistors on the base. 6. Install the snubber assembly in the truck, making sure the resistor wires are on top. 7. Install the four mounting bolts for each snubber resistor assembly. Tighten to 65 ft. lbs. (88 N.m) torque.
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AUXILLIARY 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 3-22) are OFF before working on Auxiliary Blower Control circuits. Short CP+ to CP-. 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 3-22 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.
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 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 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. If problem still exists, replace controller.
FIGURE 3-22. AUXILIARY BLOWER CONTROL COMPONENTS 1. Auxiliary Inductor (AXIND) 2. Snubber (AUX SNUB) 3. Auxiliary Inverter (Controller AXINV) 4. Blower Control System Warning LED's 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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AUXILLIARY 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 3-25) 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 3-22) 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+ & PHA 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 Term 1 Term 1 PH+ PHAC Input 2 Term 2 Term 2 PH+ PHAC Input 3 Term 3 Term 3 PH+ 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 1/02
E3-49
AUXILLIARY 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 3-25) are OFF before working on Auxiliary Blower Control circuits.
1. After verifying capacitor charge warning LEDs (6, Figure 3-25) are not lit, disconnect external wiring from snubber panel terminals (3, Figure 3-23) to isolate the panel from other system components 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 3-23 and 3-24 for test point locations.
FIGURE 3-23. AUXILIARY SNUBBER PANEL 1. Capacitor 2. Choke 3. Terminals
Measuring Point 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
Specified Value 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 3-24. AUXILIARY SNUBBER
E3-50
1/02 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. 8. Reinstall cover (2) and attach harness connector at CNX receptacle.
The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (6, Figure 3-25) are OFF before working on Auxiliary Blower Control circuits. 1. After verifying capacitor charge warning LEDs (6, Figure 3-25) are not lit, remove cable attached at CNX connector (7). 2. Remove 6 screws retaining cover (2). Remove cover. 3. Disconnect cables at AM101, AM201, and AM301 connection studs (4) and isolate from other circuits. 4. Disconnect wires at IV+ and IV- terminals (5). 5. Remove connectors J1, J2, J3, J4, J7 and J8. Refer to Figure 3-25 for pin numbers when 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
FIGURE 3-25. IGBT CHECK TEST POINTS 1. Auxiliary Inverter (Controller) 2. Cover 3. 3-Pin Connectors 4. AM101, AM201, AM301 Connection Studs 5. IV+, IV- Terminals 6. Blower Control System Warning LED's 7. CNX Connector
J1 J2 J3 J4 J7 J8
1 2 1 2 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
E03015 1/02
E3-51
NOTES
E3-52
1/02 E03015
SECTION G REAR AXLE, SPINDLES AND WHEELS INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
G01017
Index
G1-1
NOTES
G1-2
Index
G01017
SECTION G2 TIRES AND RIMS INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6 RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02015 08/01
Tires and Rims
G2-1
NOTES
G2-2
Tires and Rims
08/01 G02015
TIRES AND RIMS

The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. 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 14,285 lbs. (6,480 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 08/01
Tires and Rims
G2-3
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.
G2-4
Tires and Rims
08/01 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 nuts at the 12 o'clock and six nuts at the 6 o'clock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three nuts directly below the 3 o'clock and three nuts directly above the 9 o'clock positions. Tighten the nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three nuts directly above the 3 o'clock and three nuts directly below the 9 o'clock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Re-torque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque. 3. Remove blocking etc. and lower jack. 4. Operate truck for one load and retighten wheel nuts to the specified torque.
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 FIGURE 2-3. REAR AXLE JACK LOCATION 3. Inner Rear Tire
G02015 08/01
Tires and Rims
G2-5
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. Adapter 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 nuts at the 12 o'clock and six nuts at the 6 o'clock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three nuts directly below the 3 o'clock and three nuts directly above the 9 o'clock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three nuts directly above the 3 o'clock and three nuts directly below the 9 o'clock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque.
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, Wet Disc Brake Assembly Wet Disc Brake Bleeding Procedure.
d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Re-torque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque. 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.
G2-6
Tires and Rims
08/01 G02015
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. Using the procedures in Step 3, install flanged nuts (11) in the sequence described and tighten to the same torque value as the inner wheel.
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 (11) and adapter flange nuts (10) 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 08/01
Tires and Rims
G2-7
RIM
Tire Removal 2. Attach a hydraulic bead breaker to the rim by slipping the jaws of frame assembly over the outer edge of flange (7, Figure 2-6). Make sure the jaws of the frame are as near to the bead seat band (6) as possible. 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. 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). Reposition wheel assembly and repeat removal procedure on opposite side of tire. Remove tire 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.
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
G2-8
Tires and Rims
08/01 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). 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 incompatible 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. 10. As soon as seating has been accomplished, install valve core and inflate tire to recommended tire pressure.
Prying against tire bead may cause damage to tire bead and will cause air leaks. 4. Position tire over rim and work tire on as far as possible without prying against the beads. Any damage to tire bead will destroy air seal and cause air leaks at these points.
G02015 08/01
Tires and Rims
G2-9
NOTES
G2-10
Tires and Rims
08/01 G02015
SECTION G3 FRONT WHEEL HUB AND SPINDLE INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Installation - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 Disassembly - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Cleaning and Inspection - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Assembly - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10 Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11 STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Removal - Steering Cylinder and Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13 Installation - Steering Cylinder and Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14 Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14 TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
G03017 08/02
Front Wheel Hub and Spindle
G3-1
NOTES
G3-2
08/02 G03017
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. 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. 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.
Removal Remove the front tire and rim assembly. Refer to Section G, Tires and Rims, Front Tire and Rim Removal 1. Close hydraulic pump shut-off valves. 2. Disconnect speed sensor connector(s) (5, Figure 3-1). Tie cables back away from the spindle to prevent damage during spindle removal. NOTE: The left wheel has two speed sensors installed. 3. Disconnect disc brake cooling oil hoses (4) at inlet and outlet ports on the brake housing. Disconnect brake apply line. Cap hoses and ports to prevent contamination. Remove the oil in the brake housing and hub bearings by removing hex plug (2) and draining into a suitable container. 4. Remove the lubrication lines from the tie rod and steering cylinder. 5. Disconnect the tie rod and steering cylinder rod from the spindle being removed. Refer to Removal - Steering Cylinder and Tie Rod, in this section.
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
G03017 08/02
G3-3
8. Remove 16 of the arm attachment capscrews (5) as follows: a. Refer to Figure 3-5 (spindle removal tool) and remove the capscrews in the steering arm designated by an "X". b. Remove the capscrews using a circular pattern and 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 in. - 12 UNF) in the threads after the 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 spindle removal tool on the bottom of the steering arm. Lubricant, such as chassis lube, is recommended for use on the washers and threads of the capscrews. 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).
The front spindle, brake and wheel hub assembly weighs approximately 10,670 lbs. (4840 kg). Be certain lifting device is capable of lifting the load. 6. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 3-2. Use blocking as necessary to keep the assembly level. 7. Remove capscrews and washers (1, Figure 33) 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 Section M, Special Tool Group for fabrication information. Usage of this tool is described in the following steps.
FIGURE 3-2. SPINDLE AND WHEEL HUB REMOVAL (TYPICAL)
FIGURE 3-3. WHEEL HUB AND SPINDLE REMOVAL 1. Capscrews 2. Retainer Plate 3. Spindle 4. Steering Arm 5. Arm Retainer Capscrews
G3-4
08/02 G03017
FIGURE 3-4. SPINDLE REMOVAL TOOL INSTALLATION 1. Capscrew (P/N KC7095) 2. Hardened Washer (P/N WA0366) 3. Removal Tool 4. Steering Arm 5. Spindle 6. Suspension Piston
FIGURE 3-5. SPINDLE REMOVAL TOOL 1. Capscrew Insertion Holes (X) 2. Tool Structure
13. Tighten the capscrews, again to the maximum specified torque. Using a large hammer and heat as specified in the previous step, carefully tap the top surface of the spindle. Heavy components and high forces are involved in this procedure. Use caution at all times when applying force to these parts. Sudden release of the spindle could cause components to move forcefully and unexpectedly. 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. 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 the wheel hub and spindle assembly away from suspension piston rod. Use care during removal to prevent damage to the suspension piston rod taper and the tapered spindle bore. 15. Move the spindle and hub assembly to a clean work area for repair.
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G3-5
Installation - Wheel Hub and Spindle Assembly 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. 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 75 ft. lbs. (1017 102 N.m) torque. 8. Install tie rod on steering arm using EH4638 alignment tool. Tighten pin retaining nut to 750 75 ft. lbs. (1017 102 N.m) torque. 9. Connect lubrication lines. 10. Install the brake system cooling hoses using new O-rings in the flange fittings. Install the brake apply line. Be certain drain plug (2, Figure 3-1) is installed. 11. Reconnect the speed sensor cables. 12. Install wheel and tire as described in Section G, Front Tires amd Rims - Installation. 13. Be certain hydraulic pump shut-off valves are open. 14. Start the engine. Move the hoist control lever to the FLOAT position to allow hydraulic oil to circulate through the brake cooling system, and fill the front wheel hub and disc brake assembly with oil. 15. Bleed air from brake apply lines as described in Section J, Wet Disc Brake Assembly - Wet Disc Brake Bleeding Procedure. 16. Shut off the engine. Check hydraulic tank oil level and refill if necessary. 17. Inspect the brake assembly and all hose connections for leaks.
Use of anti-seize compounds that contain copper are prohibited from use on spindle bores and rod tapers. These lubricants can cause severe damage. Only use 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 steering arm. Tighten capscrews to 1995 100 ft. lbs. (2705 135 N.m) torque.
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08/02 G03017
Disassembly - Wheel Hub and Spindle Assembly 1. Remove the wheel hub and spindle as covered in "Removal" before proceeding to Step 2. Remove any dirt and mud from the assembly. 2. To aid in complete disassembly of the wheel hub and spindle assembly, support the assembly in a vertical (hub cover up) position using a fabricated spindle stand. 3. Install six, 0.50 in. -13 x 0.75 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 the 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 adapter (19) to brake housing. 6. Remove the capscrews and washers that secure cover (5). Remove the cover and discard O-ring seal (41). 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. 9. Remove outer bearing cone (7) and retainer pin (40). 10. Remove spindle cap (10) and O-ring (9). 11. 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 a lifting eyes and an overhead hoist to the brake assembly. Carefully lift the assembly off the hub. Refer to Section "J" for brake assembly rebuild instructions. 13. Remove and discard seal carrier O-ring (38). 14. Remove speed sensor gear (35) and shims (36). 15. If bearings require replacement, press cups (6 & 29) from the wheel hub. 16. Remove capscrews (31) and hardened flatwashers (32). Remove brake adapter (19) and discard O-rings (22 & 25). 17. Remove inner bearing cone (28) and retainer pin (39). 18. Remove bearing spacer (27).
Cleaning and Inspection - Wheel Hub and Spindle Assembly 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 antiseize 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.
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G3-7
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 Adapter 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 35. Speed Sensor Gear 36. Shims 37. Seal Carrier 38. O-ring 39. Bearing Retainer Pin 40. Bearing Retainer Pin 41. O-ring
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08/02 G03017
Assembly - Wheel Hub and Spindle Assembly
8. Install a new O-ring (9) onto spindle cap (10). Lubricate the O-ring with clean hydraulic oil. Install the cap into the end of spindle (26). The tapped holes on the spindle cap must face the outside for disassembly purposes.
NOTE: All mating surfaces of wheel and brake components must be clean and dry during assembly. No thread lubricant is permitted on these surfaces. 1. Position the spindle vertically (hub end up). 2. Check bearing cones (7 & 28, Figure 3-6) for a slip fit on spindle (26). 3. Check the threads in the bearing retainer holes in the end of the spindle to be certain the capscrews will thread freely. If not, re-tap the threads. 4. Install bearing cups (6 & 29) in the wheel hub (1)as follows: a. Preshrink the 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 the spacer against the spindle. The spacer must fit tightly against the spindle shoulder. 6. Install pin (39) in the pin groove and install inner bearing cone (28) over the pin and against the spacer. (The cone is a loose fit on the 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 Step 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. 14. Assemble a shim pack to equal the dimension calculated in Step 13 within 0.001 in (0.0254 mm).
The brake assembly should not be installed at this time in order to facilitate the bearing adjustment procedure.
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G3-9
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 12 (average depth) Step 13 subtract etched dim. Step 14 Required shim pack 1.416 in. -1.375 in. = 0.041 in.
19. Install hardened flatwashers (32) and capscrews (31). Tighten capscrews to 1995 100 ft. lbs. (2705 136 N.m).
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), 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 blocks with the inner bearing bore at the top. 17. Assemble the brake to the 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. NOTE: Shims may be installed on either side of speed sensor gear (35) for speed sensor alignment. b. Install speed sensor gear (35). c. Install new O-ring (38) in the groove in the hub. Ensure the O-ring is not twisted. Lubricate the O-ring. d. Install lift eyes on the brake assembly and attach to an overhead hoist. e. Lower the brake assembly onto the hub while aligning the hub and seal carrier mounting holes. NOTE: Do not remove the shipping bars until the inner gear ring of the brake assembly is attached to the hub. a. Install capscrews (14) and washers (15) from under hub flange. Tighten the capscrews to standard torque. b. Align the brake hub holes with the wheel hub and install hardened flatwashers (24) and capscrews (23). Tighten the capscrews to 1995 100 ft. lbs. (2705 136 N.m). c. 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.
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 these capscrews, slightly to align the brake assembly holes with the brake adapter. 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 on the brake adapter (in place of capscrews (20). Space the studs 90 apart to ensure the brake assembly is properly aligned during the following steps. a. Install a new O-ring (22) onto the brake adapter 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 the hub over the spindle and slowly lower while 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" (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 procedure.
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08/02 G03017
23. After the brake assembly is properly positioned on the adapter and the four capscrews are snug, remove the alignment studs. Remove socket head capscrews (34) securing seal retainer (37) to brake assembly (18). Install the remaining brake adapter/brake assembly mounting capscrews (20) and hardened flatwashers (21). Tighten the capscrews to 1995 100 ft. lbs. (2705 136 N.m). 24. Install bearing retainer pin (40) in groove in spindle. Align and slide outer bearing cone (7) over pin. Lubricate the bearing with clean hydraulic oil. 25. Install shim pack (8), retainer (13), capscrews (11), and washers (12). Tighten the capscrews alternately in several successive increments while rotating the hub. Final torque is 750 75 ft. lbs. (1017 100 N.m). 26. Install a new O-ring (41) on cover (5). Install the cover, capscrews, and washers. Tighten the capscrews to standard torque. 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. 27. Measure seal gap as follows: a. Measure gap, dimension "A", Figure 3-7 at three, equally spaced places and record the results. b. Add the three dimensions and divide the result by 3 to obtain the average gap width 28. 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. 29. Re-tighten seal retainer capscrews to standard torque and measure gap as described in Step 28. If necessary, repeat Step 29 until the proper gap is maintained. 30. 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. Loosen and adjust sensor clearance. c. Lock the 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. 31. Install speed sensor cables. 32. 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
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G3-11
STEERING CYLINDERS AND TIE ROD

The steering cylinders and tie rod mounting arrangements are similar. The removal, installation, and bearing wear limits are applicable to both. Spherical Bearing Wear Limits It is necessary to determine the condition of spherical bearings on steering linkage components for optimum steering performance. Ball diameter new dimensions and maximum allowable wear specifications are listed in Table 1. Bearings that exceed the maximum wear limits must be replaced. If premature wear of the bearings is evident, check the automatic lubrication system to ensure the proper amount of lubrication is being received at the joint(s) in question. If lubrication is done manually, ensure that a sufficient amount of grease is being applied on a regular basis. Refer to Section P, Lubrication and Service, for information on proper lubrication intervals. It is also important to ensure that steering linkage components are tightened to the proper torque. Use the proper torque specifications listed in this section for steering linkage components. Use extreme caution when performing maintenance on any vehicle with an active steering system. Serious injury or death can result from contact with moving parts. Always keep a safe distance from crush points.
TABLE 1. STEERING SPHERICAL BEARING WEAR SPECIFICATIONS Spherical Bearing Ball Diameter (New) Maximum Allowable Wear 4.31 in. (109.47 mm) 0.043 in. (1.09 mm)
This dimension represents maximum joint wear limit.
NOTE: Pin (3) should be perpendicular with surface D when checking wear.
FIGURE 3-8. SPHERICAL BEARING WEAR LIMITS 1. Outer Race 2. Ball 3. Pin 4. Bearing Housing
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08/02 G03017
Removal - Steering Cylinder and Tie Rod 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 3-9), 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.
FIGURE 3-9. STEERING CYLINDER AND TIE ROD INSTALLATION 13. Bearing Retainer 9. Locknut 5. Tie Rod End 1. Steering Cylinder 14. Capscrew 10. Retainer 6. Capscrew 2. Tie Rod Assembly 15. Washer 11. Bearing 7. Locknut 3. Capscrew 16. Pin 12. Spindle Arm 8. Washer 4. Spacer 17. Frame
G03017 08/02
G3-13
Installation - Steering Cylinder and Tie Rod NOTE: Sleeve alignment tool, part number EH4638 included in tool group, should be used to hold bearing spacers (4, Figure 3-9) 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). 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 75 ft. lbs. (1017 100 N.m). 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 3-10) 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. Always install pin retaining capscrews from the top with the locknut on the bottom side at steering arm as shown in Figure 3-9. 4. Install bearing retainers with capscrews and lockwashers. Tighten capscrews to standard torque.
FIGURE 3-10. TYPICAL BEARING INSTALLATION (Steering Cylinder Shown for Reference) 1. Bearing 2. Capscrew 3. Lockwasher 4. Bearing Retainer 5. Rod End
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08/02 G03017
TOE-IN ADJUSTMENT
1. The steering system must first be centered in the straight ahead position. Shut down engine and turn key switch OFF. Allow at least 90 seconds for the accumulators to bleed down. Do Not turn the steering wheel. Block front and back of the rear wheels. 2. Check toe-in by measuring the distance between the centers of the front tires. These measurements should be taken on a horizontal centerline at front and rear of tires. Refer to Figure 3-11. 3. Radial tires should have equal measurements (zero toe-in). 4. Loosen clamp locknuts on tie rod and rotate tie rod as necessary to obtain correct toe-in setting. 5. When adjustment is complete, tighten clamp locknuts (7, Figure 3-9) on tie rod to 310 31 ft. lbs (420 42 N.m). 6. Remove blocks from rear wheels. 930E TOE-IN DATA in. (cm)
Nominal tie-rod length, radial tires. 144.37 (366.7) (Zero toe-in)
FIGURE 3-11. MEASURING TOE-IN
G03017 08/02
G3-15
NOTES
G3-16
08/02 G03017
SECTION G4 REAR AXLE HOUSING ATTACHMENT INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G04016
Rear Axle Housing Attachment
G4-1
NOTES
G4-2
G04016
REAR AXLE HOUSING ATTACHMENT

PIVOT PIN
Removal 1. Park the truck on firm, level surface and block the front and rear of all tires.
The truck body must be empty and resting on the frame before attempting this procedure. 2. Release all brakes. 3. Charge the rear suspensions with nitrogen until the pistons are fully extended. 4. Place blocks or stands under each frame member beneath the hoist cylinders.
Blocks must be securely in place before lowering the frame. Check the blocks on the wheels to make sure they are in place. 5. Release the nitrogen from the front suspensions. 6. Release the nitrogen from the rear suspensions. 7. Attach a hoist to the lift eye at the top of the pivot eye to control downward movement of the front of the axle housing. 8. Disconnect the pivot eye bearing lube line. Remove the ground wire between the pivot eye and frame. 9. Remove capscrew (2, Figure 4-1) and lockwasher (3). 10. Remove capscrews (1). Remove lock plate (16). 11. Install puller using tapped holes (11) in head of pin. Remove pin (10). NOTE: Placement of a pry bar or jack between the mounting structure and pivot eye may be necessary to push the pivot eye downward and away from the mount structure. Spacers (13) will fall free.
FIGURE 4-1. PIVOT PIN ASSEMBLY 1. Capscrew 2. Capscrew 3. Lockwasher 4. Capscrew 5. Locknut 6. Retainer, Bearing 7. Eye, Pivot 8. Bearing Carrier Installation 1. Raise pivot eye (7) into position. 2. Be certain the inner race of the spherical bearing is aligned. 3. Install spacers (13). Install pin (10). 4. Position lock plate (16) by lining up the capscrews with the capscrew holes in the pin. Install the capscrews. 5. Rotate the 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 (1) to 1715 ft. lbs. (2325 N.m) torque. 9. Bearing 10.Pivot Pin 11.Puller Holes 12.Truck Frame 13.Spacer 14.Bearing Retainer 15.Sleeve 16.Lock Plate
G04016
G4-3
6. Install the ground wire and the lubrication line. Pressurize the lube line to assure bearing (9) receives grease. 7. Charge the front suspension as described in Oiling and Charging Procedures, Section H. 8. Charge the rear suspensions with nitrogen to fully extend the pistons. 10. Remove the blocks or stands from beneath the frame. 11. Release the nitrogen from the rear suspension and charge according to the procedure in Oiling and Charging Procedures, Section H.
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) using capscrews (5) and locknuts (6). Tighten the capscrews to 575 ft. lbs. (779 N.m).
Before removing the blocks from the wheels, make sure the parking brake is applied. 12. Remove the blocks from wheels.
PIVOT EYE BEARING

Disassembly 1. Remove capscrews and locknuts (5 and 6, Figure 4-2). Remove bearing retainers (2). Setup an appropriate tool to press spherical bearing (4) from bearing carrier (3). 2. Inspect all parts for wear or damage. Replace any parts showing excessive wear or damage. Spherical bearing outer race O.D.: 8.7500 - 8.7488 in. (222.25 - 222.22 mm) Bearing bore I.D.: 5.9990 - 6.0000 in. (152.37 - 152.40 mm) 3. If bearing carrier (3) is damaged or worn, refer to Pivot Eye Repair in this section 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
G4-4
G04016
PIVOT EYE REPAIR

If damage occurs to pivot eye (4, Figure 4-3), it may be necessary to remove it from rear axle structure (1) to facilitate repair and bearing replacement. Removal To remove the axle housing pivot eye: 1. Follow all preceding instructions in Pivot Pin Removal. Be certain axle housing (1) and wheels are blocked, securely. 2. Attach a lifting device to pivot eye (4). The weight of the pivot eye is 762 lbs. (346 kg). 3. Remove capscrews (2) and flatwashers (3). 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 the 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.
The lubrication groove in the bearing carrier outer diameter must be aligned with the lubrication fitting hole in the pivot eye structure. 2. Press the bearing carrier into the 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 the mating surfaces of axle housing (1, Figure 4-3) and pivot eye (4) are clean and not damaged. 2. Install an appropriate lifting device to the pivot eye. The weight of the pivot eye is 762 lbs. (346 kg). 3. Lift the pivot eye into position on the front of the axle housing. Insert several capscrews (2) and flatwashers (3) to align the parts. Remove the lifting device. 4. Install the remaining capscrews and flatwashers. Tighten the capscrews alternately until the pivot eye is properly seated. Tighten the capscrews to 1715 170 ft. lbs. (2325 231 N.m) final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT 1. Rear Axle Structure 3. Flatwasher 2. Capscrew 4. Pivot Eye
G04016
G4-5
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is identical at each end. Removal 1. Position the frame and the rear axle housing to allow use of a puller arrangement to remove anti-sway bar pins (4, Figure 4-4) on the rear axle housing and the frame. 2. Securely install blocking between the frame and the axle housing. 3. Disconnect the lubrication lines. 4. Position a fork lift or attach a lifting device to anti-sway bar (11). The weight of the anti-sway bar is 325 lbs (147 kg). 5. Remove capscrews (9) and locknuts (10) at each mount. 6. Attach a puller and remove pin (4) from each end of the anti-sway bar. 7. Remove the anti-sway bar from the mounting brackets. 8. Remove bearing spacers (6). FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY 1. Mounting Structure 2. Capscrew 3. Lockwasher 4. Pin 5. Sleeve 6. Bearing Spacer Disassembly 1. Remove retainer rings (7, Figure 4-4) from the bores of both ends of anti-sway bar (11). 2. Press out spherical bearings (8). Cleaning and Inspection 1. Inspect bearing bores of the anti-sway bar. If the bores are damaged, repair or replace the anti-sway bar. 2. Inspect bearing spacers (6) for damage or wear. Assembly 1. Press new bearings into the sway bar. 2. Install retainer rings (7). Be certain the rings are properly seated in the grooves. 7. Retainer Ring 8. Bearing 9. Capscrew 10. Locknut 11. Anti-Sway Bar
Installation 1. Place pin (4, Figure 4-4) into position at the front of the frame mount. Push the pin through spacer (6), and rotate the pin to align retaining capscrew (9) hole with the hole in mounting structure (1). 2. Raise the anti-sway bar into position. The weight of the anti-sway bar is 325 lbs (147 kg). 3. Push the pin through the spherical bearing, insert the second spacer and continue pushing into the other ear of the bracket. If necessary, realign the pin with the retainer capscrew hole. Install capscrew (9) and locknut (10). 4. Repeat the previous steps to install the remaining pin and spacers at the opposite end of the bar. Start the pin into the bore of the axle housing mount from the rear of the truck. 5. Attach the lubrication lines. Pump grease into the bearing to verify the line and the system is operational. 6. Remove the blocking from between the frame and the axle housing. 7. If necessary, recharge the suspensions. Refer to Section H, Oiling and Charging Procedures.
G4-6
G04016
SECTION G5 REAR AXLE HOUSING INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Cleaning and Inspection - Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 Installation - Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Cleaning and Inspection - Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Installation - Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12 ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
G05015 11/02
Rear Axle Housing
G5-1
NOTES
G5-2
Rear Axle Housing
11/02 G05015
REAR AXLE HOUSING

REAR AXLE HOUSING
Read and observe the following instructions before attempting any repairs on propulsion system components! 6. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 7. Open the battery disconnect switches. Front wheels must be securely blocked to prevent movement as brakes will be released. All electrical cables and hydraulic hoses should be marked prior to removal. Do not step on or use any power cable as a hand hold 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. 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, Dump Body. Block up truck and remove rear tires as described in this Section G, Tires and Rims. 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. 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.
G05015 11/02
Rear Axle Housing
G5-3
FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS 12. LH Wheel Motor 6. Relay Valve 1. Disc Brake Assembly 13. Park Brake Line 7. Wheel Motor Power Cables 2. Brake Cooling Oil Return 14. RH Wheel Motor 8. Air Sensor/Rear Light Harness 3. Clamp 15. Capscrew 9. Speed Sensor Harness 4. Manifold 16. Hardened Flatwasher 10. Brake Cooling Oil Supply 5. Cooling Air Duct 17. Access Hole 11. Brake Apply Line
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, Rear Suspensions. 19. Remove anti-sway bar as described in Section G, Rear Axle Housing Attachment. 20. Remove pivot pin as described in Section G, Rear Axle Housing Attachment. 21. Remove wheel motors as described in this section. 22. Attach overhead hoist or crane to lift eyes on rear axle housing and move from rear of frame.
G5-4
Rear Axle Housing
11/02 G05015
Cleaning and Inspection - Rear Axle Housing 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 Section G, Rear Axle Housing Attachment - Pivot Eye Bearing, 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 - Rear Axle Housing 1. Position axle housing under frame. 2. Align pivot pin bores and install pivot pin. Refer to Section G, Rear Axle Housing Attachment. 3. Install anti-sway bar. Refer to Section G, Rear Axle Housing Attachment. 4. Install rear suspensions, as described in Section H, Rear Suspensions. 5. Connect auto lube system hoses and clamps. 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 11/02
Rear Axle Housing
G5-5
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. 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, 41,105 lbs. (18,645 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, Dump Body for 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 G, Tires and Rims. 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.
Do not step on or use any power cable as a hand hold 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.
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.
G5-6
Rear Axle Housing
11/02 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. High tightening force is required on wheel motor mounting capscrews. Repeated tightening will cause capscrew material to fatigue and break. DO NOT reuse wheel motor mounting capscrews and washers more than twice after original installation. The mounting hardware must be replaced after the third use. 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 . . . . . . . . . . . . . . . .Zero marks Second Installation . . . . . . . . . One punch mark Third Installation . . . . . . . . . . . .Two punch marks Before installation, inspect each capscrew for any defects and number of punch marks. Replace capscrews and washers 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 replaced. Replace mounting hardware if the truck was operated with the wheel motors in a loose joint condition. Replace wheel motor mounting hardware with original Komatsu parts. The hardened flat washers used in this application are punched during the manufacturing process, therefore, they must be assembled with the punch lip away from head of the mounting capscrews to prevent damage to the fillet between capscrew head and shank. Refer to Figure 5-2.
Each complete wheel motor assembly weighs approximately 41,105 lbs. (18,645 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 - Wheel Motor 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.
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. MOUNTING HARDWARE 1. Washer 2. Capscrew
G05015 11/02
Rear Axle Housing
G5-7
Installation - Wheel Motor 1. Install two guide pins 180 apart in the rear housing. The wheel motors must be properly aligned before installing onto the axle housing. The wheel motor has markings which help determine installation orientation. Two sets of dimples are located at the 3 oclock and 9 oclock positions. A centerline symbol marks the 12 oclock position of the wheel motor. Refer to Figure 5-3. The axle housing also contains dimples at the 3 oclock and 9 oclock positions next to the wheel motor mounting rings. Refer to Figure 5-4. When installing the wheel motors, ensure the markings on both components line up. The top capscrew hole on the axle housing may also be determined by counting the holes in between the two sets of punch marks. The top hole on the axle housing should line up with the CL stamping on the wheel motor.
The complete wheel motor assembly weighs approximately 41,105 lbs. (18,645 kg). Be certain lifting device is capable of handling the load safely. 2. Lift the wheel motor into position on the axle housing. Ensure 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 the spindle holes during installation
FIGURE 5-3. WHEEL MOTOR DIMPLE MARKINGS
G5-8
Rear Axle Housing
11/02 G05015
5. Connect brake apply line (11) to the port on the brake assembly back plate. 6. Using new O-rings, install brake cooling lines. 7. Seal gap around brake cooling hoses (see sealant specification below) where cooling hoses pass through spindle holes. Install clamps (3).
MASTIC SEALANT Vendor Product Name: Punch Marks Uniseal 310S Sealant 2.00 in. wide x 0.125 in. thick x 120 in. long roll Uniseal 1800 W. Maryland Street Evansville, IN 47712 Other sources may throughout the world. be available Description:
Vendor Source: FIGURE 5-4. AXLE HOUSING DIMPLE MARKINGS
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, Figure 5-1) to their appropriate location on the wheel motor. Connect speed sensor cable.
NOTE: Brake system hoses must be sealed where they pass through axle spindle holes to prevent cooling air loss. 8. Connect air sensor hose, if removed. Install park brake apply hose (13). 9. Install inspection covers on access holes (17). 10. Install air duct (5). Close duct inspection covers and install duct tube in rear opening of axle housing. 11. Open pump shut-off valves. 12. Check wheel motor oil level. Rotate a magnetic plug to the 6 oclock position and remove the plug. The oil level should be even with the bottom of the plug opening. Refer to Figure 5-5. Fill as necessary. 13. Check hydraulic tank oil level before and after engine start-up and brake bleeding procedure. Service as necessary. 14. Bleed the brake apply line according to the instructions in Section J, Wet Disc Brake Assembly, Wet Disc Brake Bleeding Procedure.
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.
G05015 11/02
Rear Axle Housing
G5-9
FIGURE 5-5. WHEEL MOTOR OIL LEVEL
15. Remove temporary capscrews previously installed in wheel motor transmission housing mounting flange. Install tires and rims using procedures outlined earlier in this section. 16. Raise truck, remove support stands. Lower truck and remove jack.
G5-10
Rear Axle Housing
11/02 G05015
WHEEL MOTOR GEAR OIL

Filtering Requirements Wheel motor gear oil must be changed (or filtered) at the first 500 hours of operation and every 2500 operating hours, thereafter. Filtering synthetic oil for reuse is recommended, and can significantly extend the life of the oil. Due to their additive formulation, GE approved oils may last up to a year (5-6 filter cycles), or possibly longer. After a year, the synthetic oil must be analyzed by the oil manufacturer if continued use is desired. A 10 micron filter must be used for filtering the oil. Viscosity of filtered oil must be monitored by oil analysis to ensure proper lubrication. Viscosities below the condemning limit indicates entry of contamination that will affect the oil film and lubricating quality. The condemning limit for 680 oil, is 53cSt when tested at 212 F (100 C), and 588cSt at 104 F (40 C). This value can be used along with element tracking of phosphorus, calcium, and zinc to verify correct oil viscosity. Ensure the appropriate viscosity value is being maintained for the approved oil you are using. If the viscosity of the oil is below the acceptable limit, the oil should be rechecked. If the second test fails, dispose of the oil. Fill the wheel motor with new, GE approved oil. The contaminated oil should be properly disposed of according to local regulations.
Particles that are smaller than 5 microns in size are not large enough to cause any gear or bearing failures. Particles over 25 microns can damage bearings and must be filtered from the oil. General Electric (GE) recommends that the oil be tested according to the International Standards Organization's ISO Particle Analysis 4406. This standard documents the size and number of particles permitted in the lubricant. This is an extremely important measurement of the condition of the oil. An "ISO Cleanliness Code" is used to document the number and size of the contaminates that can be tolerated in a specific application of a lubricant. An example of an "ISO Cleanliness Code" would be 18/ 13. The first number (18 in this example) applies to the allowable number of particles between 5 - 15 microns in size. The second number (13 in this example) applies to the allowable number of particles between 15 - 25 microns. If the particle count identified by the "ISO Cleanliness Code" is exceeded or there are particles present larger than 25 microns, the oil should be filtered. GE recommends that a Cleanliness Code of 18/13 be used for motorized wheels. Oil qualified for reuse must be filtered to 10 microns absolute. If particle analysis yields a result of greater than 18 for the top number or greater than 13 for the lower number the motorized wheel oil should be filtered to 10 microns absolute. On occasion, one should check the results of the filtering process to assure the filtering process is yielding the desired results. Should the result be unacceptable, check the filter type, particle size, and condition prior to filtering again.
If the viscosity of the oil is below the condemning limits, the oil may be contaminated with hydraulic oil. Ensure all joints are properly sealed before filling the wheel motor with fresh oil. If hydraulic oil continues to contaminate the wheel motor, serious damage to internal components may result.
Flushing The transmission of the wheel motor must be flushed using the same oil that is used in normal operation. The use of solvents or low viscosity oils are not acceptable. After flushing to remove contamination from the wheel motor, the transmission should be filled with new or filtered oil. A sample should be taken for analysis after 100 hours of operation. If results of the oil analysis are within the acceptance range, the wheel motor may return to the 250 hour interval for oil analysis. If the results of the analysis are not within the acceptance range, immediately contact your area GE or Komatsu service representative. Large quantities of loose material in the oil may be an indication of imminent wheel motor failure.
Particle Size Analysis When filtering synthetic oil for reuse, the oil must be monitored to determine when filtering is necessary. The process of monitoring the oil for this purpose is particle size analysis. The test consists of passing a beam of light through the oil as it passes through a clear tube. A computer analyzes the quantity and size of particles contained in the oil.
G05015 11/02
Rear Axle Housing
G5-11
Oil Sample Analysis Spectrographic oil analysis results should be examined prior to sun pinion gear inspection. The trends of element parts per million (ppm) or sudden ppm element changes can estimate the present condition of the wheel motor and also predict the immediate future of the mechanical components within the wheel motor. While examining oil sample history, the most important characteristic to look for is a rapid increase in the presence of an element in the oil such as iron (Fe). Rapid changes in element content indicate that a component(s) may be deteriorating. In many cases oil analysis can help detect which component may be deteriorating and the cause of the failure. Oil sampling must be done every 250 hours of operation. The sample must be taken within a half an hour of truck shut down and within an hour of actual truck operation. Oil samples that are not taken under this stipulation will not convey an accurate measurement of wheel motor condition. When taking an oil sample, position one of the magnetic plugs in the six oclock position on the wheel. Oil samples should be taken from this plugged hole using a flexible tube that is 18 inches (457 mm) in length. The tube must be inserted downward exactly 12 inches (305 mm) toward the bottom of the torque tube. When a sample is extracted from the wheel motor and placed in a clear bottle, the appearance, as well as odor of the oil should be inspected. Note any burning smells or other odors typical of fatigued or contaminated oil. Check the oil for cloudiness, large particles, and filming. Any of these conditions indicate a problem. A gradual rise of elements between oil samples is normal. Only when a sharp increase occurs is there evidence that a mechanical failure is imminent. Levels of elements that indicate mechanical stress differ from element to element. Additionally, oil sampling criteria established for each element may differ at each mine site due to factors such as uphill or downhill hauling, grades, and speeds. Elements for the wheel motor that can be detected with oil analysis are iron (Fe), chromium (Cr), nickel (Ni), copper (Cu), silicon (Si), phosphorus (P), zinc (Zn), and calcium (Ca). Monitoring and plotting levels of these elements should aid in identifying operational status of the wheel motor. Rapid changes or high levels of these elements are indicators that problems exist in the mechanical components. As stated above, some guidelines for analyzing oil samples can be given, but specific levels should be established at the operating mine site. The element type, maximum ppm, maximum spike allowable between 250 hour interval oil samples, oil sample indicators, and possible causes and actions are listed in the following charts. These charts provide basic guidelines for analysis of oil sampling information.
G5-12
Rear Axle Housing
11/02 G05015
ELEMENT SPECIFICATION CHARTS
Element Iron (Fe)
Max ppm 600
Max spike 200 100
Indications of oil samples If iron levels are high and other elements are slightly elevated: If iron levels are high and other elements ppm's are rising rapidly:
Possible cause of elevated ppm's "Soft" iron contamination. Sources are likely to be casting material. "Hard" iron contamination. Sources are likely to be bearing, gears, etc.
Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear or spalling per GE Transportation Systems AC Wheel (GDY85) Transmission Gear Use Criteria. If the low speed planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and gears replaced. If the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse criteria, then replace the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil. This wheel should then be monitored closely and replaced if the iron level spikes again.
Element Chromium (Cr)
Max ppm 10
Max spike 7
Indications of oil samples If chromium is high and iron is high:
Possible cause of elevated ppm's A bearing failure is likely in progress.
Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element Nickel (Ni)
Max ppm 10
Max spike 5
Indications of oil samples Possible cause of elevated ppm's If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled immediately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium, the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element Copper (Cu)
Max ppm 50
Max spike 15 20
Indications of oil samples If copper is high with iron high: If copper is high with other elements low:
Possible cause of elevated ppm's High iron will produce high copper from the thrust washers and bearings. A thrust washer is rapidly wearing with the likely cause of the sun pinion gear thrusting inboard or outboard.
Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper readings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel, and inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check the outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating grooves then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn more than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun pinion, filter the oil and continue to monitor.
G05015 11/02
Rear Axle Housing
G5-13
Element Calcium (Ca)
Max ppm 40
Max spike 20
Indications of oil samples If calcium, zinc, and phosphorus are high:
Possible cause of elevated ppm's Hydraulic oil has entered the drive train.
Action: If calcium and zinc spike then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the wheel for any further changes in viscosity.
Element Zinc (Zn)
Max ppm 75
Max spike Indications of oil samples Possible cause of elevated ppm's 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train. 25 If zinc is high without high calcium and phosphorus: High mechanical wear of components is occurring.
Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the wheel for any further changes in viscosity.
Element Max ppm Phosphorus 400 (P)
Max spike 150
Indications of oil samples If phosphorus, zinc, and calcium are high:
Possible cause of elevated ppm's Hydraulic oil has entered the drive train.
Action: If the oil viscosity is below the 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the wheel for any further changes in viscosity.
Element Silicon (Si)
Max ppm 50
Max spike 20 25
Indications of oil samples Possible cause of elevated ppm's If silicon is high with other elements high: High wear of components. If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel motor.
Action: Flush the wheel motor and monitor element levels. To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on, dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil, sample date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format can be easily sent to equipment manufactures and gives required information to analyze the results of oil samples. Separate records for each wheel motor should be kept in this format.
Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.
G5-14
Rear Axle Housing
11/02 G05015
G05015 11/02
Rear Axle Housing
G5-15
NOTES
G5-16
Rear Axle Housing
11/02 G05015
SECTION H HYDRAIR II SUSPENSIONS INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01013
Index
H1-1
NOTES
H1-2
Index
H01013
SECTION H2 FRONT SUSPENSIONS INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Installation - Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4 "TURN-OF-THE-NUT" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 MINOR REPAIRS (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 Removal - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 Installation - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
H02013 03/03
Front Suspensions
H2-1
NOTES
H2-2
Front Suspensions
03/03 H02013
FRONT SUSPENSION
The 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. Refer to Section G, Tires and Rims. Remove front wheel hub and spindle as covered in Section G, Front Wheel Hub and Spindle. 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 2. Swivel Nut (Small Hex) 3. Charging Valve Body (Large Hex) 4. Vent Plug
H02013 03/03
Front Suspensions
H2-3
5. Place a suitable container under suspension cylinder. Remove bottom drain plug (19, Figure 2-8) and allow cylinder to drain completely. A properly charged front suspension cylinder contains 25.8 gallons (98 l) of oil. NOTE: Front 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 s (Lower Bearing & Seals) for bearing retainer removal and installation. 6. If major suspension rebuild is required, continue removal procedure. 7. Attach fork truck or suitable lifting device to 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 23) 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 - Front Suspension 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. Capscrews, Washers 6. Capscrews, Washers 7. Piston 2. Nuts, Washers 8. Capscrew, Washers 3. Housing 9. Spacer 4. Mounting Surface 10. Nuts & Washers 5. Shear Bar
When using a cleaning agent, follow the manufacturer's 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.
H2-4
Front Suspensions
03/03 H02013
4. Lubricate capscrew threads, capscrew head seats, washer face, and nut seats with a rust preventive compound. Approved sources are: AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Division of American Oil Company. RUSTOLENE Company. D grease from Sinclair Oil
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. FIGURE 2-4. INSTALLATION OF HARDENED FLAT WASHER 1. Hardened Flat Washer 2. Capscrew
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
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 punch marks. Second Installation . . . . . . . . . One punch mark. Third Installation . . . . . . . . . . Two punch marks.
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. 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.
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 replaced. Replace all suspension mounting hardware, if the truck was operated with the suspension mounting in a loose joint condition.
H02013 03/03
Front Suspensions
H2-5
"Turn-Of-The-Nut" Tightening Procedure 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. Ensure 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. 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. 8. Install wheel, spindle, and tire according to instructions in Section G.
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.
FIGURE 2-6. REFERENCE MARKS FOR 120 DEGREE ADVANCE 14.0 in. (36 mm) Capscrews
9. Service the suspension. For instructions refer to Section H, Oiling and Charging Procedures. 10. Install suspension boot and secure with clamp.
H2-6
Front Suspensions
03/03 H02013
MINOR REPAIRS (LOWER BEARING & SEALS)

Removal - Bearing Retainer If only rod wiper, rod seals, bearing, O-ring and backup rings are to be replaced, refer to steps below for lower bearing retainer removal. 1. Remove lower bearing retainer capscrews and hardened washers (20 & 21, Figure 2-6). Install pusher bolts into tapped holes in retainer flange. 2. Tighten pusher bolts evenly and prepare to support bearing retainer as it exits the suspension housing. Remove retainer assembly (18). 3. 3. Remove wiper (29), rod seal (28), step seal (27), O-ring (22), backup ring (23) and lower bearing insert (24).
Installation - Bearing Retainer 1. Install new rod seal (28), step seal (27) and rod wiper (29).
When installing backup rings with rod seal (28) and step seal (27), be certain radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 2-8. 2. Install new O-rings (22) and backup rings (23) in their appropriate grooves in the lower bearing retainer (18). Install new bearing (24). 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 Section G for installation instructions.
FIGURE 2-7. PISTON ROD REMOVAL 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 each) 10. Roll Pin 11. Nut 12. Piston Stop 13. Key 14. Upper Bearing 15. O-Ring & Backup Ring 16. Cap Structure
H02013 03/03
Front Suspensions
H2-7
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
H2-8
Front Suspensions
03/03 H02013
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 180. 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 Orings (22) and backup rings (23). Remove lower bearing (24). 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 REPLACEMENT
Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean Hydrair suspension oil. Refer to the Oil and Nitrogen Specifications Chart in Section H, Oiling and Charging Procedures. Use care not to damage the machined or plated surfaces, O-rings or seals when installing piston assembly. 1. Install new rod seal (28, Figure 2-8), step seal (27), and rod wiper (29).
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. 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).
H02013 03/03
Front Suspensions
H2-9
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.
H2-10
Front Suspensions
03/03 H02013
SECTION H3 REAR SUSPENSIONS INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Installation - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 Disassembly - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Cleaning and Inspection - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Assembly - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
H03013 3/03
Rear Suspensions
H3-1
NOTES
H3-2
Rear Suspensions
3/03 H03013
REAR SUSPENSIONS
The Hydrair II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive 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 with extreme care 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
TABLE 1. TOOL LIST FOR SUSPENSION PIN REMOVAL Part Number EJ2847 EJ2848 EJ2849 EJ2850 MM0093 Description Pin Removal Tool Cylinder Hand Pump Shackle Capscrew (M16 x 2 x 70 mm) Quantity 2 1 1 2 4
NOTE: Suspension mounting pins must contain threaded holes at the inboard end of each pin in order to use the removal tools listed above. If the pins do not contain the necessary holes, new pins may be purchased, or a rework of the pins is necessary. Refer to Figure 3-4 for pin rework details. 1. Remove capscrews, washers, and shield (2, Figure 3-1) from the suspension.
FIGURE 3-2. CHARGING VALVE FIGURE 3-1. REAR SUSPENSION INSTALLATION 1. Mounting Pins 2. Piston Rod Shield 3. Suspension Cylinder 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
H03013 3/03
Rear Suspensions
H3-3
2. Remove charging valve cap, (1, Figure 3-2) loosen small hex (4) on charging valve and turn counterclockwise three full turns to unseat valve seal. Connect suspension charging kit.
Make certain only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 3. If necessary, charge the suspension to be removed with dry nitrogen until the rod is exposed approximately 5.0 in. (127 mm). 4. Place stands or cribbing under the truck frame at each hoist cylinder mount. 5. Open valve on suspension charging kit to release nitrogen from the suspension. 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. FIGURE 3-3. SUSPENSION MOUNTING PIN Typical, top & bottom 1. Pin 2. Retainer Capscrew 3. Locknut 4. Bearing Spacer 5. Retainer Ring 6. Bearing 7. Capscrew 8. Washer 9. Sleeve
The rear HydrairII suspension weighs approximately 2,470 pounds (1120 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 locking capscrew (4, Figure 3-4) from the lower suspension pin that is to be removed. The locking capscrew on the remaining cylinder must remain installed. 9. Install pin removal tool (1) to each lower pin using the capscrews listed in Table 1. Tighten the capscrews to a torque of 177 17 ft.lbs (240 24 Nm). 10. Attach both shackles (2) to cylinder (3). 11. Attach each shackle to pin removal tools (1), as shown above.
12. Apply pressure to the cylinder using the hand pump (not shown).
Do not exceed 10 tons of force when applying pressure to the cylinder. Damage to the tool or suspension components may result, as well as personal injury to maintenance personnel.
FIGURE 3-4. REAR SUSPENSION PIN REMOVAL TOOL 1. Pin Removal Tool 3. Cylinder 2. Shackle 4. Locking Capscrew
H3-4
Rear Suspensions
3/03 H03013
13. When the cylinder reaches the end of its stroke, remove one of the shackles from the cylinder and connect the cylinder shackle directly to the pin removal tool. This is necessary to pull the pin the remaining distance. 14. Remove the pin from the lower mounting. 15. Install the tool on the upper pin and repeat the pin removal process. (If the pin does not contain the necessary puller holes, an alternative removal method is needed.) 16. Remove the cylinder from the truck. 17. If it is necessary to remove the remaining rear suspension cylinder, insert the pins back into the upper and lower mountings. 18. Secure the pins using locking capscrews (4), and repeat the removal process.
Installation - Rear Suspension 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. Replace worn or damaged parts. 2. As noted earlier, all pins must have 2 threaded holes at the inboard ends of the pin for future pin removal tool usage. Install new pins or rework the existing pins per Figure 3-5. 3. Secure suspension to fork lift and raise into position. (Suspension assembly should be retracted as far as possible prior to installation.) 4. 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. 5. Lubricate all pin to bearing and pin to sleeve contact surfaces with Anti-Seize. Lubricating the pin surfaces aids in removal and installation, as well as prevention of rust and corrosion. 6. Align the retaining capscrew hole in pin (1, Figure 3-3) with the hole in the mounting bore. Drive in far enough to hold pin in position. 7. Insert spacer (4) and continue to drive the pin in through the spherical bearing. Insert the remaining spacer and continue to drive the pin in until the retaining capscrew hole is aligned with the hole in the pin. 8. Install capscrew (2) and locknut (3). Tighten to 343 ft. lbs. (465 N.m) torque. If further alignment of the capscrew and hole are necessary, install a pin removal tool onto the pin. Use the tool in conjunction with a large pipe wrench or other suitable device to align the locking capscrew holes. 9. Lower the suspension housing until the lower mount bearing aligns with the bore in the rear axle housing and repeat the above procedure to install the bottom pin. Mounting components in the top and bottom joints are identical.
FIGURE 3-5. SUSPENSION PIN REWORK
10. Install the nitrogen charging kit and add nitrogen to raise frame off stands or cribbing, or use a lifting device if available. 11. Connect lubrication lines and pressure sensor. 12. Service the suspension. For instructions, refer to Section H, Oiling and Charging Procedures. 13. Install piston rod shield (2, Figure 3-1) with the capscrews, flat washers, and lockwashers.
H03013 3/03
Rear Suspensions
H3-5
Disassembly - Rear Suspension NOTE: 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 3-6). Remove and discard charging valve O-ring. Remove vent plug (14). 3. Remove protective shields (8), if installed. Place the suspension in a vertical position (piston rod down), and drain the suspension oil through the vent port. A properly charged rear suspension cylinder contains 10.2 gallons (39 l) of oil. 4. Rotate the suspension 180. Remove socket head capscrews (18) and pull 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 - Rear Suspension 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 - Rear Suspension 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. Refer to the Oil and Nitrogen Specifications Chart in Section H, Oiling and Charging Procedures. 1. Install spherical bearings (6, Figure 3-3) in the eyes of the piston rod and cylinder housing. 2. Place the ring retainers (5) in position to secure the bearings. 3. Install the piston rod vent plug (7, Figure 3-6). 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 3-6. 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). 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.
When using cleaning agents follow the solvent manufacturer's 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.
H3-6
Rear Suspensions
3/03 H03013
1. Housing 2. Capscrews 3. Hardened Flatwashers 4. Piston Bearing 5. Piston Rod 6. Bleeder Screw 7. Vent Plug 8. Shield 9. Capscrew 10. Washers 11. Vent Plug 12. Charging Valve 13. Plug (Sensor) 14. Vent Plug 15. Wiper Seal 16. Rod Seal 17. Step Seal 18. Socket Head Capscrew 19. Backup Ring (See Note) 20. O-Ring 21. Housing Bearing 22. Ball Check
FIGURE 3-6. REAR SUSPENSION ASSEMBLY
H03013 3/03
Rear Suspensions
H3-7
NOTES
H3-8
Rear Suspensions
3/03 H03013
SECTION H4 SUSPENSION OILING AND CHARGING PROCEDURE INDEX
SUSPENSION OILING AND CHARGING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Hydrair Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7 Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7 Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8 OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
H04015 10/03
Oiling and Charging Procedures
H4-1
NOTES
H4-2
10/03 H04015
SUSPENSION OILING AND CHARGING PROCEDURE

GENERAL
These procedures cover the oiling and charging of HydrairII suspensions on Komatsu 930E dump 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 Retard 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) Friction Modifier (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 and/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 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. 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. NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See Specifications Chart, Figure 4-5 at the end of this chapter. 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. 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)
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H4-3
3. Ensure outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). 4. Turn swivel nut (small hex) on charging valve three full turns counterclockwise to unseat the 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 the gas chamber of the suspension). 7. Open both outlet valves (3). NOTE: By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together. 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. 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). 5. Install charging valve caps and protective covers on both suspensions.
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.
Rear support blocks for nitrogen charging are no longer necessary. Rear suspensions still require support blocks for oil charging. 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 the face of the cylinder gland to the machined surface on the spindle at the front suspension. Measure from the face of the cylinder gland to the piston flange at the rear suspension. 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.
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FRONT SUSPENSION
1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and chock the wheels. 2. Thoroughly clean area around the charging valve on the suspensions. Remove the protective covers from the charging valves.
2. Remove charging valve cap. Turn the charging valve swivel nut (small hex) counterclockwise three full turns to unseat valve seal. DO NOT turn the large hex. The charging valve body has a bleeder groove in its mounting threads, but for safety of all personnel the valve body must not be loosened until all nitrogen 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 the atmosphere, the suspension should have collapsed slowly and be seated solidly on the support blocks. Remove top fill plug next to the charging valve (Figure 4-2).
All HydrairII suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging. Front Suspension Oiling
When blocks are in place on a suspension, they must be secured with a strap or other means to avoid accidental discharge. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released! NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See the Oil and Nitrogen Specifications Chart, Figure 4-5, at the end of this chapter. 1. Position and secure oiling height dimension blocks in place (Figure 4-2). When nitrogen pressure is released, suspensions will lower and rest on the blocks. Ensure the blocks do not mar or scratch the plated surfaces of the pistons or damage wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. The blocks should be positioned 180 apart to provide stability.
FIGURE 4-2. FRONT SUSPENSION FRONT SUSPENSION DIMENSIONS (EMPTY)

TRUCK MODEL & OPTIONS OILING HEIGHT In. (mm) CHARGING HEIGHT In. (mm) CHARGING PRESSURE psi (kPa)
930E-1* Wear a face mask or goggles while relieving nitrogen pressure. 930E-2* 930E-3*
1.0 (25.4) 1.0 (25.4)
9.0 (229) 9.0 (229)
440 (3034) 425 (2930)
* with standard Rock Body Note: If truck starts to lift off blocks before charging pressure is attained, STOP CHARGING.
H04015 10/03
H4-5
4. Fill the suspension with clean Hydrair oil (with 6% friction modifier) until the cylinder is full to the top of the fill plug bore. Drip pans should be used and all spillage cleaned from outside of the suspension. Allow the suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or bubbles from the oil. Add more suspension oil if necessary. Install a new fill plug O-ring, and install the plug.
2. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated by turning counterclockwise three full turns.
Front Suspension Nitrogen Charging
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). 3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to Installation of Charging Kit in this section.
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. Clearances under the truck may be suddenly reduced. 1. If removed, install the charging valve with new O-ring (9, Figure 4-3). Lubricate the O-ring with clean Hydrairoil.
4. Charge the suspensions with nitrogen gas to 2 in. (50.8 mm) greater than the charging height listed in Figure 4-2. Close inlet valve (4, Figure 4-1). 5. Remove the oiling blocks from the suspensions and install the nitrogen charging blocks. Secure the blocks to prevent accidental dislodging. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals when installing the blocks. 6. Remove the center hose from manifold (6). 7. Open inlet valve (4) until the pressure has dropped below the pressure listed in Figure 4-2, and then close the valve. 8. Install the center hose to manifold (6). 9. Charge the suspensions to the pressure listed in Figure 4-2. Do Not use an overcharge of nitrogen to lift the suspensions off of the charging blocks. 10. Close inlet valve (4, Figure 4-1). Leave outlet valves (3) open for five minutes in order to allow the pressures in the suspensions to equalize. 11. Close outlet valves (3) and remove charging kit components. Refer to Removal of Charging Kit.
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
12. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque. 13. 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).
H4-6
10/03 H04015
14. Install the protective guard over the charging valve. 15. Raise the truck body in order to extend the front suspensions and allow for removal of the nitrogen charging blocks. Ensure that sufficient overhead clearance exists before raising the body. If the suspensions do not extend after raising the body, turn the steering wheel from stop to stop several times. If the suspensions still do not extend enough to allow for removal of the blocks, use a crane or floor jacks to raise the truck and remove the blocks. The front Hydrair suspensions are now ready for operation. Visually check the extension with the truck both empty and loaded. Record the 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.
REAR SUSPENSION
1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves and the metal covers from the suspension piston.
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. NOTE: For longer life of suspension components, a friction modifier must be added to the suspension oil. See the Oil and Nitrogen Specifications Chart, Figure 4-5, at the end of this chapter.
Rear Suspension Oiling 1. If the suspensions are extended, position and secure oiling height dimension blocks (supports) in place (See Figure 4-4) so the blocks are seated between the piston flange and the cylinder housing. Ensure the blocks do not mar or scratch the plated surfaces on the piston or damage the wiper seals in the cylinder barrel. Support blocks must seat on the piston flange and the cylinder housing. The blocks should be positioned 180 apart to provide stability.
Make certain all personnel are clear and support blocks are secure before relieving nitrogen 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 the large hex. The charging valve body has a bleeder groove in its mounting threads, but for safety of all personnel, the valve body must not be loosened until all nitrogen pressure has been vented from the suspension.
H04015 10/03
H4-7
3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen pressure has been vented to the atmosphere, loosen and remove the fill plug. The suspension should have collapsed slowly as gas pressure was released. Truck weight is now supported by the support blocks. 4. Use a plastic tube to help bleed off trapped air inside the piston. Remove vent plugs and the bleeder screw. Fill the suspension with clean Hydrair oil (with 6% friction modifier) until clean oil comes out of the port where the bleeder screw and plug were removed from the side of the housing. Drip pans should be used and all spillage cleaned from the outside of the suspension. Install the bleeder and vent plugs. Continue to fill the oil until it reaches the fill port. Allow the suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or air bubbles from the oil. Add oil if necessary, and install the fill plug.
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. Clearances under the truck may be suddenly reduced.
Ensure the automatic apply circuit has not applied the service brakes during truck maintenance. If the front brakes are applied during rear suspension charging, the axle cannot pivot for frame raising / lowering, and the rear suspension may be unable to move up or down. 1. If removed, install charging valve with new Oring (9, Figure 4-3). Lubricate the O-ring with clean Hydrairoil. 2. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated by turning counterclockwise three full turns.
FIGURE 4-4. REAR SUSPENSION REAR SUSPENSION DIMENSIONS (EMPTY)

TRUCK MODEL & OPTIONS OILING HEIGHT In. (mm) CHARGING HEIGHT In. (mm) *CHARGING PRESSURE psi (kPa)
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). 3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to Installation of Charging Kit in this section. 4. Charge the suspensions with nitrogen gas to 2 in. (50.8 mm) greater than the charging height listed in Figure 4-4. 5. Slowly release gas until the suspensions match the charging height listed in Figure 4-4.
930E-1, 930E-2, 930E-3
1.0 (25.4)
7.5 (190)
215 (1482)
* Note: Charging pressures are for reference only and may vary depending on body weights.
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10/03 H04015
6. Close inlet valve (4, Figure 4-1). Leave outlet valves (3) open for five minutes in order to allow the pressures in the suspensions to equalize. 7. Ensure both of the suspension cylinders are extended the same distance 10 mm (0.39 in.). If the difference in the extension from side to side exceeds 10 mm, check the front suspensions for equal extension. Adjust the front as necessary. NOTE: A low left front suspension will cause the right rear suspension to be high. A low right front suspension will cause the left rear suspension to be high. 8. Close outlet valves (3) and remove charging kit components. Refer to Removal of Charging Kit in this section. 9. If the charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque.
10. 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 the swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. Again, loosen the 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). 11. Install the protective guards over the charging valves and install the metal covers over the piston rods. The rear Hydrair suspensions are now ready for operation. Visually check piston extension both with the truck loaded and empty. Record the extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston rod. Operator comments on steering response and suspension rebound should also be noted.
H04015 10/03
H4-9
OIL AND NITROGEN SPECIFICATIONS CHART

HYDRAIR II OIL SPECIFICATIONS Ambient Temperature Range Part No. VJ3911 (need to add 6% of AK3761) AK4063 AK4064 VJ5925 (need to add 6% of AK3761) AK4065 AK4066 Approved Sources Sunfleet TH Universal Tractor Fluid Mobil 424 Chevron Tractor Hydraulic Fluid Mobil D.T.E. 15 Conoco Power Tran III Fluid Texaco TDH Oil Petro Canada Duratran Fluid Amoco Ultimate Motor Oil 5W-30 Shell Canada Donax TDL Suspension Oil (premixed with 6% Friction Modifier) Emery 2811, SG-CD, 5W-30 Mobil Delvac I, 5W-30 Suspension Oil (premixed with 6% Friction Modifier) 5 Gallon container 55 Gallon container Petro Canada Super Arctic Motor Oil, 0W-30 Conoco High Performance Synthetic Motor Oil, 5W-30 5 Gallon container 55 Gallon container
-30F & above (-34.5C & above)
-55F & above (-48.5C & above)
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925 oils are supplied in 5 gallon (19 Liter) cans.
OIL CAPACITY OF A PROPERLY CHARGED SUSPENSION CYLINDER Front 930E-1 930E-2 930E-3 24.3 gallons (92 liters) 25.8 gallons (98 liters) 30.8 gallons (117 liters) Rear 10.2 gallons (39 liters) 10.2 gallons (39 liters) 10.2 gallons (39 liters)
FRICTION MODIFIER Part Number AK3761 (5 Gallon container of 100% Friction Modifier)
FRICTION MODIFIER Mixing Instructions (94% Suspension oil, 6% Friction Modifier) Suspension Oil 1 gallon of suspension oil 5 gallons of suspension oil 55 gallons of suspension oil Amount of Friction Modifier to add add 7.7 oz. add 38.4 oz. add 3.3 gal.
NITROGEN GAS (N2)SPECIFICATIONS Property Nitrogen gas used in Hydrair II Suspension Cylinders must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas Nitrogen Water Dew Point Oxygen FIGURE 4-5. SPECIFICATIONS CHART Value 99.9% Minimum 32 PPM Maximum -68F (-55C) Maximum 0.1% Maximum
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10/03 H04015
SECTION J BRAKE CIRCUIT INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01027
Index
J1-1
NOTES
J1-2
Index
J01027
SECTION J2 BRAKE CIRCUIT INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 Normal Operation (key switch on, engine running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J02028
Brake Circuit
J2-1
J2-2
Brake Circuit
J02028
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. 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 and two accumulators. The dual circuit treadle valve is the only component located in the operator's cab. The dual relay valve for the front brakes, brake manifold, and electrical components, are located in a weatherproof 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. The two 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 accumulator 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.
J02028
Brake Circuit
J2-3
FIGURE 3-1. HYDRAULIC BRAKE CABINET 1. Brake Warning Delay Timer 2. Brake Warning Relay 3. Brake Lock Apply Pressure Test Port (PP3) 4. Brake Oil Supply Pressure Test Port (SP3) 5. Relief Valve (Hoist-Power Down) 6. Hoist Pilot Valve 7. Dual Relay Valve 8. Differential Pressure Switch 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 Accumulator Bleed Valve 17. Automatic Apply Valve 18. Low Accumulator Test Port (LAP1) 19. Rear Brake Accumulator 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
J2-4
Brake Circuit
J02028
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, 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 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. PARKING BRAKE CIRCUIT The parking brakes are spring applied and hydraulically released. NOTE: Whenever the park brake solenoid is deenergized, 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.
Normal Operation (key switch on, engine running) Parking brake switch ON. The parking brake solenoid (15, Figure 2-1) is deenergized. 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 pistons 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 pistons. 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.
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.
J02028
Brake Circuit
J2-5
BRAKE LOCK CIRCUIT

The primary function of the brake lock is to provide a means for the operator to hold the vehicle while at the shovel or dump. The brake lock only applies the rear service brakes. It may also provide a second means to stop the truck in the event the primary means (brake valve) malfunctions. By turning on the dash mounted toggle switch, a 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.
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 (2) 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 (1) 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.
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.
J2-6
Brake Circuit
J02028
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
J02028
Brake Circuit
J2-7
For reference to the brake lines that connect to the rear axle housing, refer to Figure 2-3. NOTE: If hoses (4, Figure 2-3) and (10) are switched, the rear brakes will be slow to apply and slow to release.
FIGURE 3-2. REAR BRAKE HOSES 1. BS - Left & Right Brake Cooling Oil Supply 2. LBR - Left Brake Cooling Return Line 3. T - Return To Tank 4. P1 - Pressure Inlet From Accumulator 5. Axle Housing 6. Wheel Motor 7. RBR - Right Brake Cooling Return Line 8. RBP - Right Brake Pressure Test Port 9. LBP - Left Brake Pressure Test Port 10. PX - Pilot Inlet/Brake Apply Line 11. PB - Parking Brake
J2-8
Brake Circuit
J02028
SECTION J3 BRAKE CIRCUIT COMPONENT SERVICE INDEX

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3 BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Actuator Plunger O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12 Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-15 Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
J03029
Brake Circuit Component Repair
J3-1
DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22 Relay Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22 Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 BRAKE ACCUMULATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27 ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28 RECHARGING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . . . . J3-30 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30 Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30 Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
J3-2
J03029
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 (3, 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. Valve holds pressure when in the neutral position. Varying output depressed. pressure with pedal fully
FIGURE 3-1. BRAKE ACCUMULATOR BLEEDDOWN VALVES 1. Brake Manifold 2. Accumulator Bleed Down Valve (Front) 3. Automatic Apply Valve 4. Accumulator Bleed Down Valve (Rear) 5. Hydraulics Components Cabinet
J03029
J3-3
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 and 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). 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 (2 & 4, Figure 3-1). Precharge both brake system accumulators mounted behind right front tire to 1400 psi (9.65 MPa). Refer to Accumulator Charging procedure, this Section. 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. 5. Close both accumulator bleed down valves after the accumulators have been properly charged. 6. 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. Refer to Wet Disc Brake Bleeding Procedure, this Section for additional information. 7. Check for fluid leaks at the brake valve.
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 (2 & 4, Figure 3-1) located on the brake manifold. This will allow the accumulator for the rear brakes and the accumulator 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 (2 & 4, Figure 3-1) to bleed down the brake accumulators. 3. Remove access panel in front of operator's 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.
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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.
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
FIGURE 3-2. BRAKE VALVE/RETARD PEDAL ASSEMBLY
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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. FIGURE 3-3. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate 5. Capscrew 6. Actuator Base 7. Threaded Insert 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.
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.
scraper. Clean thoroughly to remove all adhesive or particles of the old boot. 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 breathe. 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 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 O-ring). 3. Repeat Steps 1 & 2 for the second plunger. Assembly of Valve NOTE: Start with either side (circuit) of the valve and build that side complete through Step 4. before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed. 1. If removed, install stud (4, Figure 3-4) in plunger (3). Tighten nut (2). 2. Install new packing (5) on staging seat (6) and insert in plunger bore. 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 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.
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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

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 600 50 psi (4137 345 kPa), 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. 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 Switch Assembly 2. Valve Body 3. Switch Assembly 4. Body 5. Plug 6. Plug 7. Screw Plug 8. Spring 9. Piston 10. Spool Assembly 11. Plug 12. O-Ring
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J3-11
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 SETUP 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
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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 Oring 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.
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 2500 75 psi (17,235 517 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 2500 75 psi (17,235 517 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.
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 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).
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13. Slowly depress plunger until 600 30 psi (4137 345 kPa) is shown on the pressure gauge. a. Adjust screw plug (7) in the bottom port of differential pressure switch. If the contacts are open, turn the plug counterclockwise until the contacts close. b. If the switch contacts are already closed, turn the plug counter-clockwise until the contacts open, then turn the plug clockwise until the contacts close again. 14. Release plunger and depress again while observing B1 gauge and ohmmeter to verify switch contacts close at the pressure specified above. If not, readjust as necessary. 15. Insert pry bar under pivot pin to actuate the B2 section of valve. 16. Slowly depress plunger while observing ohmmeter and the pressure gauge on B2". The switch contacts should close at the pressure specified in step 13. 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.
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: 2500 75 psi (17,235 517 kPa) Front Brake - B2: 2500 75 psi (17,235 517 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.
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 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 600 psi (4137 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 600 psi (4137 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 (2 & 4, Figure 3-1) to bleed down the 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 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 (2 & 4, Figure 3-1) located on the brake manifold. This will allow the accumulator for the rear brakes and the accumulator 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 AND DIFFERENTIAL PRESSURE SWITCH 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 Orings (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 (16, Figure 3-11) and insert in sleeves (17). 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 regulated output pressures at B1 and B2 ports differ more than 600 psi (4137 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 312. 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.
Relay 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 2500 psi (16,545 kPa) pilot pressure applied, verify the following regulated output pressures: B1 port gauge (10) reads: 2500 75 psi (17,235 517 kPa) B2 port gauge (9) reads: 2500 75 psi (17,235 517 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). Regulated output pressure lines B1 and B2 should drop to 0 psi (0 kPa) on gauges (10) and (9) respectively.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten 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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 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 2500 psi (17,235 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).
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 2500 psi (17,235 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 2500 psi (17,235 kPa) pilot pressure as quickly as possible. Regulated output pressure must increase to 2500 75 psi (17,235 517 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 2500 psi (17,235 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 311). 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 600 psi (4137 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 600 psi (4137 kPa), turn the screw plug counterclockwise until the contacts open, then turn the plug clockwise until the contacts close. 14. Reduce pilot pressure until switch opens. 15. Slowly increase pilot pressure and verify switch contacts close at 600 50 psi (4137 345 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 600 50 psi (4137 345 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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 21. Remove hoses from valve and remove valve from test stand.
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BRAKE ACCUMULATORS
Two, bladder type accumulators provide a volume of oil for the service brake system. The accumulators each have a capacity of 10 gallons (37.9 liters) of oil and are located on the right frame rail to the rear of the front tire. The front accumulator is for the front brake circuit, the rear accumulator for the rear brake circuit.
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.
FIGURE 3-13. BRAKE ACCUMULATOR BLEEDDOWN VALVES 1. Brake Manifold 2. Accumulator Bleed Down Valve (Front) 3. Automatic Apply Valve 4. Accumulator Bleed Down Valve (Rear) 5. Hydraulics Components Cabinet
Brake Accumulator Bleeddown Procedure

The front and rear brake circuit accumulators can be bled down by rotating the manual bleeddown valves counterclockwise. The valves are located on the brake manifold in the hydraulic brake cabinet. 1. Turn needle valve handles (2 & 4, Figure 3-13) counterclockwise to open valves. The left valve (4) will bleed the rear brake circuit and the right valve (2) will bleed the front brake circuit accumulator. 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.
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BRAKE ACCUMULATOR REPAIR

Removal 1. Shut down engine to bleed steering accumulators. Exhaust all pressure from the brake system by opening accumulator manual drain valves as described in Brake Accumulator Bleeddown Procedure. 2. Remove the protective cover (3, Figure 3-14) from charging valve guard on top of accumulator. 3. Install charging valve kit hose on charging valve. Use charging kit to release nitrogen from accumulator to be repaired. 4. Disconnect oil line (6) from bottom hydraulic port. Cap port and hose fitting to prevent contamination. 5. Remove accumulator mounting clamps (5). 6. Attach lifting device to accumulator and remove from mounting bracket (7).
Each accumulator weighs approximately 220 lbs. (100 kg). Be certain lifting device is adequate for load. 7. Transfer accumulator to work area.
FIGURE 3-14. BRAKE SYSTEM ACCUMULATORS 1. Rear Brake Circuit Accumulator 2. Front Brake Circuit Accumulator 3. Protective Cover 4. Charging Valve 5. Mounting Clamps 6. Oil Lines 7. Mounting Bracket 8. R.H. Frame Rail
Installation 1. Position the accumulator on the mounting bracket (7, Figure 3-14) with warning label visible. 2. Install mounting clamps and hardware. Tighten capscrews to standard torque. 3. Install oil line (6) at bottom (hydraulic) port. 4. Refer to Charging Procedure in this section. 5. Install protective cover (3) over charging valve on top of accumulator.
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Disassembly 1. Secure accumulator shell (10, Figure 3-17) with a chain wrench or similar device to prevent rotation during disassembly. 2. Remove cap (14). Verify nitrogen has been released and remove charging valve (11). Remove bleed plug (2) from hydraulic port assembly (1). 3. Using a spanner wrench, remove locking ring (3) from the hydraulic port assembly. (Use an adjustable wrench on the flats on the hydraulic port assembly to prevent port assembly from rotating.) 4. Remove spacer (4), as shown in Figure 3-15, then push hydraulic port assembly into the shell.
FIGURE 3-15. SPACER REMOVAL 5. Insert hand into accumulator shell and remove the O-ring backup (5), O-ring (6), and metal backup washer (7). 6. Separate the anti-extrusion ring from the hydraulic port. 7. Fold anti-extrusion ring and remove from shell (see Figure 3-16).
FIGURE 3-17. ACCUMULATOR ASSEMBLY 1. Hydraulic Port Assembly 2. Bleed Plug 3. Locking Ring 4. Spacer 5. O-Ring Backup 6. O-Ring 7. Metal Backup Washer 8. Anti-Extrusion Ring 9. Bladder Assembly 10. Shell 11. Charging Valve 12. O-Ring 13. Lock Nut 14. Protective Cap 15. Port Protector
FIGURE 3-16. ANTI-EXTRUSION RING
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8. Remove hydraulic port from shell.
Cleaning and Inspection 1. All metal parts should be cleaned with a cleaning agent. 2. Seals and soft parts should be wiped clean. 3. Inflate bladder to normal size. Wash bladder with a soap solution. If soap solution bubbles, discard bladder. After testing, deflate bladder immediately. 4. Inspect hydraulic port assembly for damage; check the poppet plunger to see that it spins freely and functions properly. 5. Check anti-extrusion ring and soft seals for damage and wear; replace all worn or damaged seals with original equipment seals.
FIGURE 3-18. HYDRAULIC PORT REMOVAL 9. At opposite end of accumulator assembly, remove lock nut (13) from bladder valve stem. 10. Reach inside shell at hydraulic port end and compress bladder to expel as much air as possible. 11. Fold bladder and pull out of bottom of accumulator shell using a twisting motion. A cloth may prevent the hand from slipping due to oil film on bladder.
6. After shell has been cleaned with a cleansing agent, check the inside and outside of shell. Special attention should be given to the area where the gas valve and hydraulic assembly pass through the shell. Any nicks or damages in this area could destroy the accumulator bladder or damage new seals. If this area is pitted consult your Komatsu Service Manager
Assembly 1. After shell (10, Figure 3-17) has been cleaned and inspected, secure in place to prevent rotation during assembly. 2. Apply a liberal amount of clean Type C-4 hydraulic oil inside the shell to lubricate and provide a cushion for the bladder. 3. With all gas completely exhausted from the bladder (9), collapse bladder and roll longitudinally into a compact roll. To maintain rolled condition, insert gas valve core to prevent air from entering bladder. 4. Insert bladder pull rod through the valve stem opening and through the shell hydraulic port. Attach bladder pull rod to the bladder valve stem.
FIGURE 3-19. BLADDER REMOVAL
5. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. A slight twisting of the bladder will ease installation. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install nameplate (if used) over valve stem and install the valve stem nut (13) by hand. 7. Once the valve stem nut (13) is in place, remove the bladder pull rod. Tighten nut to 56 ft. lbs. (76 N.m) torque.
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8. Grasp the hydraulic port assembly (1) at the threaded end and insert the poppet end into the shell. Lay assembly inside shell. 9. Fold anti-extrusion ring (8) to enable insertion through shell opening and insert. Once the antiextrusion ring has cleared the shell opening, place the anti-extrusion ring on the poppet assembly with the steel collar facing toward the shell hydraulic oil port. 10. Pull threaded end of hydraulic port assembly through the shell until it seats solidly into position in the shell fluid port opening. 11. With the hydraulic port assembly firmly in place, install charging valve into the bladder stem. 12. Slowly pressurize the bladder, using dry nitrogen, with sufficient pressure; approximately 40 50 psi (275 - 345 kPa) to hold poppet assembly in place. 13. Install metal backup washer (7) over poppet assembly and push into the shell fluid port until it has bottomed out on anti-extrusion ring (8). 14. Install O-ring (6) over poppet assembly and push into shell fluid port until it has bottomed out against washer (7). DO NOT twist O-ring! 15. Install O-ring backup (5) over poppet assembly and push until it bottoms against O-ring (6). 16. Insert spacer (4) with the smaller diameter of the shoulder facing the shell. 17. Install locking ring (3) on poppet assembly and tighten; this will squeeze the O-ring into position. (Use a wrench on flats on port assembly to prevent it from rotating.) Final tighten nut to 275 ft. lbs. (373 N.m) torque. 18. Release all nitrogen from bladder. 19. Install bleed plug (2). Tighten to 10 ft. lbs. (13.6 N.m) torque. 20. With all nitrogen released, pour approximately 1 gallon (4 liters) of clean Type C-4 hydraulic oil into the accumulator through the hydraulic port. Note: Hydraulic oil added in step 20 will act as a cushion when the accumulator is installed on the truck and pre-charged with nitrogen. 21. Precharge accumulator to 100 - 120 psi (690 827 kPa). Refer to Steering Accumulator Charging Procedure for details. After precharging, install plastic cover over hydraulic port to prevent contamination. Do not use a screw-in type plug. Always store bladder accumulators with 100 120 psi (690 - 827 kPa) nitrogen precharge pressure. Do not exceed 120 psi (827 kPa). Storing accumulators with more than 120 psi (827 kPa) pressure is not safe in case of leaks. NOTE: Bladder accumulators should be stored with 100 - 120 psi (690 - 827 kPa) precharge, which fully expands the bladder, and holds oil against the inner walls for lubrication and to prevent rust formation. 22. Tighten cap (14) to 14 ft. lbs. (19 N.m) torque.
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 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. Only precharge accumulators to 1400 psi (9653 kPa) while installed on the truck. Never handle accumulator with lifting equipment with a nitrogen precharge of 1400 psi (9653 kPa). Always set precharge to 100 - 120 psi (690 - 827 kPa) before handling (removing or installing) accumulators. 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.
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2. Open the bleed valves (2 & 4, Figure 3-13) located on the brake manifold in the hydraulic components cabinet to completely bleed all hydraulic pressure from brake system accumulators. 3. Remove charging valve protective caps (14, Figure 3-17). 4. Rotate T handle on nitrogen charging kit charging valve adaptors (6, Figure 3-20) counterclockwise. Attach adaptors to charging valve (11, Figure 3-17) on each accumulator and tighten. 5. Turn T handles on adaptors clockwise to open charging valves. 6. Slowly open nitrogen bottle (1, Figure 3-20) valve or use regulator (2) to SLOWLY charge accumulators simultaneously to 100 psi (690 kPa) until the bladder is fully expanded (approximately 100 psi, 690 kPa). Once the bladder is fully expanded, the charging rate can be increased.
FIGURE 3-20. ACCUMULATOR NITROGEN CHARGING KIT 1. Nitrogen Bottle 2. Regulator 3. Shut-off Valve 4. Pressure Gauge 5. Manifold 6. Charging Valve Adaptor
If accumulators are charged too quickly, permanent bladder damage may result. 7. Charge accumulators to 1400 psi (9653 kPa) After gauge (4) indicates the correct pressure, allow accumulators to set approximately 15 minutes to let gas temperature stabilize. 8. Recheck accumulator pressures. If pressure is too high, bleed excess pressure and recheck. If pressure is too low, continue charging to required pressure. 9. After charging is complete, shut off nitrogen bottle gas valve and turn charging valve adaptor T handles counterclockwise to close charging valves. 10. Bleed pressure from all charging kit hoses and remove from accumulator charging valves.
11. Close the accumulator bleeddown valves (2 & 4, Figure 3-13) on the brake manifold. 12. Tighten cap (14, Figure 3-17) to 14 ft. lbs. (19 N.m) torque. 13. Operate truck and verify proper operation of brake system.
RECHARGING ACCUMULATORS
The brake system accumulators may require recharging the nitrogen pressure to maintain the required 1400 psi (9.8 MPa) pressure after extended use. When necessary to recharge the accumulators, be certain to bleed the hydraulic pressure using the brake manifold needle valves (2 & 4, Figure 3-13) prior to attaching the nitrogen charging kit and follow instructions in Accumulator Charging Procedure on the previous page.
Be certain charging valve hex does not turn as charging valve adaptor is removed.
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RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)

Due to frequent use and wear, retarder control lever (5, Figure 3-21) may occasionally require adjustment or repair. Removal Adjustment of the retarder control lever or replacement of the potentiometer requires removal of the assembly from the steering column. 1. Tilt the steering wheel downward, and telescope the wheel towards the operator seat. Remove the top cover from the steering column. 2. Remove capscrews (1, Figure 3-21), lockwashers (2) and bracket (3) from steering column (4). 3. Disconnect the wiring harness from harness connector (6) on retarder control lever (5). 4. Remove the retarder control lever assembly (5). Disassembly and Adjustment 1. Remove capscrews (7, Figure 3-21) and lockwashers (8) from housing (15). 2. Remove potentiometer (9). 3. Bend tangs on washer (11) away from slots in locknut (10). a. Lever Disassembly: If the retarder control lever is to be completely disassembled, loosen and remove locknut (10). Remove tang washer (11), spring (12), and washer (13). Remove set screw (14). Remove the lever and shaft assembly. If necessary, unscrew lever (17) from shaft (16) and handle (18). Wash the mechanical parts in clean solvent and inspect for excessive wear, burrs, or scratches. Replace any defective parts. Installation 1. Connect the wiring harness to harness connector (6, Figure 3-21) on retarder control lever (5). 2. Place the retarder control lever into position on steering column (4). 3. Install capscrews (1), lockwashers (2) and bracket (3). Tighten the capscrews to 36 in. lbs. (4.1 N.m) torque. 4. Place the cover on the top of the steering column and return the steering wheel to its original position. b. Lever Adjustments: Rotational Friction Adjustment: 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. Loosen or tighten locknut (10) to attain the proper frictional force (2 - 3 in.lbs (0.23 - 0.34 Nm) at the handle. The position of the lever should remain stationary without moving from its own weight or due to machine vibrations during truck operation. When the desired adjustment is obtained, bend the tang on washer (11) into the slots on locknut (10). Detent Adjustment: The detent that holds the lever in the OFF position can be adjusted, as well. Loosen or tighten set screw (14) to adjust the detent. The breakout force of the detent must be between 17 - 20 in.lbs (1.92 - 2.26 Nm).
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J03029
FIGURE 3-21. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY 1. Capscrew 2. Lockwasher 3. Bracket 4. Steering Column Assembly 5. Retarder Control Lever 6. Harness Connector 7. Capscrew 8. Lockwasher 9. Potentiometer 10. Locknut 11. Tanged Washer 12. Disc Spring 13. Internal Tang Washer 14. Set Screw 15. Housing 16. Shaft 17. Lever 18. Handle
J03029
J3-31
Potentiometer Check Potentiometer (9, Figure 3-21) is spring-loaded to the OFF position. With the switch assembly removed from the retarder control lever, make the following checks:
Assembly 1. Inspect the shaft bore and interior friction faces in housing (15). Remove any scratches or burrs, or replace the housing. Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease. 2. If handle (18, Figure 3-21) or lever (17) has been removed from shaft (16), assemble as follows: a. Apply Loctite #271 to the threads on each end of lever (17). b. Install the lever into shaft (16). Hand tighten, only!
FIGURE 3-22. POTENTIOMETER CONNECTOR 1. Obtain a 10 volt power supply for testing the potentiometer. 2. Connect the positive lead of the 10 volt power supply to the SUPPLY terminal on the potentiometer connector as shown in Figure 3-22. 3. Connect the negative lead of the 10 volt power supply to the GROUND terminal on the connector. 4. Connect a voltmeter to the SIGNAL and GROUND connections. 5. Measure and record the signal voltage in the OFF position. 6. Rotate the potentiometer clockwise to the full ON position. Measure and record the signal voltage. 7. Determine whether the potentiometer falls within the specifications. When the potentiometer is in the OFF position, the signal voltage must be within 5 - 15% of input voltage. When the potentiometer is in the full ON position, the signal voltage must be within 75 - 95% of input voltage. % of input voltage =
c. Install handle (18) onto the lever. Hand tighten, only! 3. Insert the lever, handle, and shaft assembly into housing (15). 4. Install washer (13), new spring (12) [with the outer spring diameter against washer (13)], tang washer (11), and locknut (10) onto shaft (16). 5. Tighten and secure locknut (10) as described in Step 3.b. of Disassembly and Adjustment for proper lever resistance. 6. Move the lever to the full OFF (up) position. Align the slot in potentiometer (9) with the key on shaft (16) and rotate the potentiometer until the capscrew holes line up with the housing. Install washers (8) and capscrews (7) to secure the potentiometer to the housing. Tighten the socket head capscrews to 12 - 15 in. lbs. (1.36 - 1.69 N.m) torque. 7. Install set screw (14). Refer to Step 3.b. of Disassembly and Adjustment for procedure for proper detent adjustment. 8. Install the retarder control lever on the steering column. Refer to Installation procedure.
signal voltage input voltage
) x 100
NOTE: With a 10 volt power supply, the potentiometer voltage specifications are as follows: OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts 8. Replace the potentiometer if it does not meet these specifications.
J3-32
J03029
SECTION J4 BRAKE CIRCUIT CHECK-OUT PROCEDURE INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3 INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-7 Failure Modes Check-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8 BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . J4-10 CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . J4-13 CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . J4-14
J04027
Brake Circuit Checkout
J4-1
NOTES:
J4-2
J04027
BRAKE CIRCUIT CHECK-OUT PROCEDURE

The brake circuit hydraulic pressure is supplied from the steering circuit at the bleeddown 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 3-1. HYDRAULICS COMPONENTS CABINET 20. Low Brake Pressure Switch 10. Brake Cabinet 1. Brake Warning Delay Timer 21. Park Brake Pressure Switch 11. Brake Lock Shuttle Valve 2. Brake Warning Relay 22. Stop Light Pressure Switch 3. Brake Lock Apply Pressure Test 12. Brake Manifold 23. Brake Lock Degradation Switch 13. Pressure Reducing Valve (PR) Port (PP3) 24. Rear Brake Pressure Test Port 14. Brake Lock Solenoid (SV1) 4. Brake Oil Supply Pressure Test (BR) 15. Park Brake Solenoid (SV2) Port (SP3) 5. Relief Valve (Hoist-Power Down) 16. Front Brake Accumulator Bleed 25. Front Brake Pressure Test Port (BF) Valve 6. Hoist Pilot Valve 26. Manifold 17. Automatic Apply Valve 7. Dual Relay Valve 18. Low Accum. Test Port (LAP1) 8. Differential Pressure Switch 9. Park Brake Release Press (PK2) 19. Rear Brake Accum. Bleed Valve
J04027
J4-3
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 the 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 person's body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received immediately.
Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway.
FIGURE 3-2. BRAKE MANIFOLD
J4-4
J04027
EQUIPMENT REQUIRED BRAKE CIRCUIT ABBREVIATIONS AA AR1 AF1 BF BL BR CP1 CV1, CV2, CV3 HS1 LS1 LAP1 LAP2 NV1 NV2 PK1 PK3 PP3 PR PS1 SP1 SP3 SV1 SV2 T1 Automatic Apply Pressure Supply Pressure to Brake Valve for Rear Brakes, Rear Accumulator Supply Pressure to Brake Valve for Front Brakes, Front Accumulator Pressure Tap Test Port Front Brake Pressure Brake Lock Apply Pressure Pressure Tap Test Port Rear Brake Pressure 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) Rear Accumulator Manual Drain Valve Front Accumulator Manual Drain Valve Park Brake Release Pressure Park Brake Pressure Switch N.C., 1250 psi (8.75 MPa) Pressure Tap Test Port Brake Lock Pressure Brake Lock Pressure Regulator 2000 psi (13.8 MPa) Automatic Apply Valve 1650 psi (11.55 MPa) Supply Oil Inlet Pressure Tap Test Port Supply Oil Brake Lock Solenoid Park Brake Solenoid Return To Tank 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 operator's cab for each gauge. Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen. 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 check-out procedure. * Steps indicated in this manner should be recorded on the data sheet for reference.
J04027
J4-5
INITIAL SYSTEM SET-UP

Prior to checking the brake system, the hydraulic steering system must be operating properly, have correct accumulator precharge and be up to normal operating temperatures. Refer to Section L, 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 to bleed hydraulic brake oil pressure. Precharge both brake 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 BF (25, Figure 4-1 in brake cabinet) - 3000 psi (20,685 kPa) gauge. b. Rear brake test port BR (24, Figure 4-1) 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" (18, Figure 4-1) - 5000 psi (34,475 kPa) gauge. 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 (13,790 690 kPa). Release brake lock. * Record on data sheet. 8. Slowly depress brake pedal and note brake valve pressures. If the rear brake circuit exceeds 2500 psi (17,237 kPa) at the BR test port or front brake circuit exceeds 2500 psi (17,237 kPa) at the BF test port, correct the problem before proceeding. The brake valve may require adjustment or a dual relay valve may be malfunctioning. Refer to repair procedures, this section. * Record on data sheet
FIGURE 3-3. REAR BRAKE TEST PORTS 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 4-3) and (10) are switched, the rear brakes will be slow to apply and slow to release.
J4-6
J04027
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. 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 4-3) 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. 16. Release pedal, assure that each circuit's pressure is zero. 17. Move the two 3000 psi (20,685 kPa) gauges to the test ports on the front brake backplates. 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 circuit's pressure returns to zero within 2 seconds. 20. Remove gauges from front brake test ports and install at the BF and BR test ports in the hydraulic cabinet. 21. Disconnect harness connector to disable 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 (1, 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 BR pressure gauge: Verify warning resumes when pressure drops to 1000 25 psi (6,895 172 kPa). * Record pressure reading when alarm resumes. 25. Reconnect harness 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 BR gauge: Pressure should be 2000 100 psi (13,788 690 kPa). * Record on data sheet. 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.
J04027
J4-7
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 auxiliary 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. 33. Very slowly, open the front brake accumulator bleeddown valve a small amount ([NV2] 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 BF and BR should begin to rise (auto apply). * Record on data sheet. 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. 36. Turn key switch ON. Very slowly, open the rear brake accumulator bleeddown valve a small amount ([NV1] 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 BF and BR 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. Close rear brake accumulator needle valve. 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. Auto apply must not occur until after the Low Accumulator Pressure warning activates. * 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). 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 600 50 psi (4 137 345 kPa) at the BF test port. * Record Pressure on data sheet. 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.
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J04027
48. Reconnect hose (4, Figure 4-4) to Tee at AF1 port, bottom of hydraulic cabinet. 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 600 50 psi (4 137 345 kPa) at the BR test port.
* Record Pressure on data sheet. 52. Shut down the engine and turn key switch OFF. Allow steering accumulators to bleed down. Open both accumulator bleeddown valves and bleed entire brake system. Close valves after all pressure is released. 53. Reconnect hose (5, Figure 4-4) to Tee at AR1 port, bottom of hydraulic cabinet. 54. Remove all test equipment and verify all hoses have been reconnected. NOTE: If hoses (4, Figure 4-3) and (10) are switched, the rear brakes will be slow to apply and slow to release.
FIGURE 3-4. HYDRAULIC COMPONENTS CABINET 1. Operator's Cab 2. Hoses to Brake Valve & Steering Control Valve 3. Hydraulic Components Cabinet 4. To Brake Valve, Port P2 5. To Brake Valve, Port P1 6. To Brake Valve, Port B1 7. From Rear Brake Accumulator 8. To Rear Axle Junction Block, Port P1 9. From Front Brake Accumulator 10. To Brake Valve, Port B2
J04027
J4-9
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART
TROUBLE
POSSIBLE CAUSE Parking brake solenoid is de-energized.
SUGGESTED CORRECTIVE ACTION Check power to solenoid Correct the plumbing. Replace coil. Replace solenoid valve. Remove restriction. Ensure tank line has no back pressure. Adjust pedal deadband with set screw. Remove obstruction. Adjust balance according to instructions. Replace piston. Rebuild or replace brake valve assembly. Rebuild or replace dual relay valve assembly. Check steering/brake pump system and accumulators. Remove, disassemble, clean, and inspect brake valve. Adjust collars according to instructions. Check wiring. Valve Open; close valve. Check switch on brake valve and dual relay valves; replace defective switch assembly or adjust as necessary. Replace relay.
Brakes are locked; Service and/or Parking
Connections to tank and pressure ports reversed. Parking brake solenoid coil defective. Parking brake solenoid valve defective. Tank line is plugged or restricted. Tank line has back pressure.
Both brake circuits are dragging
Pedal set screw out of adjustment; residual pressure. Obstruction in the brake valve subassembly. Brake valve is out of balance.
One brake circuit is dragging
Actuator piston defective. Brake valve is defective. A dual relay valve is defective Supply pressure is low.
Brakes are not going to full pressure
Internal malfunction of modulating section of Brake Valve. Improper collar adjustment on brake valve. Short in electrical system.
A Low Brake Pressure Warning occurs when the brakes are not applied
Brake accumulator bleeding down. Differential pressure switch defective.
Brake warning relay defective.
J4-10
J04027
TROUBLE
POSSIBLE CAUSE Brake valve out of balance (not tracking). Differential pressure switch is defective or improperly adjusted. Accumulator precharge/leak.
SUGGESTED CORRECTIVE ACTION Adjust collars according to instructions. Check the switch and replace if defective.Check differential pressure switch adjustment. 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. Inspect brake system and repair leaks. Adjust collars according to instructions. Check the switch and replace if defective.Check differential pressure switch adjustment. Inspect and repair dual relay valve(s) Replace bulb. Check switch circuit wiring. Check the switch and replace if defective.Check differential pressure switch adjustment. Remove, disassemble, clean, and inspect, or replace brake valve. Inspect and repair dual relay valve(s) Replace relay. Replace the bulb. Check switch circuit wiring. Replace the pressure switch. Check wiring. Replace the switch.
Differential Pressure Warning Circuit activates briefly when brakes are applied or released
Problem in brake valve subassembly.
Dual relay valve defective Air in one brake circuit. Small leak in one circuit. Brake warning delay timer defective Leak or other malfunction in one brake circuit.
A Low Brake Pressure Warning occurs when brakes are applied
Brake valve balance is out of adjustment. Differential pressure switch is defective or improperly adjusted. A dual relay valve is defective Low Brake Pressure lamp is burned out. Electrical problem. Differential pressure switch is defective or improperly adjusted. Problem in brake valve assembly. Dual relay valve defective Brake warning relay defective.
The Differential Pressure Warning circuit is not operating
The Low Pressure Warning circuit not operating properly Low Pressure Warning is on even though system pressure is correct
The Low Brake Pressure lamp is burned out. The electrical circuit is open. Pressure switch defective. Short in electrical system. Pressure switch is defective.
J04027
J4-11
TROUBLE Low Pressure Warning comes on and pressure is low A brake accumulator bleeds off quickly when supply pressure is cut off
POSSIBLE CAUSE Steering circuit is malfunctioning. The pump is worn. Accumulator bleeddown valve is open. Accumulator precharge is low. Leak in one circuit. Malfunction in brake valve. Rapid operation of controller. Brake Valve assembly is damaged. Hydraulic oil is too hot. Brake lines are blocked or improperly connected.
SUGGESTED CORRECTIVE ACTION Check steering circuit pressures. Rebuild or replace pump. Close valve, check precharge. Recharge accumulator Check plumbing. Remove, disassemble, clean, reassemble; or replace. Normal Replace the brake valve assembly. Check entire hydraulic system for restriction etc. Check plumbing.
A squeal is heard when controller is operated The output pressure at controller is correct but brakes are not applying
Contamination in brake valve assembly. Brake pressures drift excessively while pedal is held steady Damage in brake valve assembly. Dual relay valve malfunctioning Defective seal on top of brake valve. 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.
Remove, disassemble, clean, reassemble; or replace. Repair or replace brake valve assembly. Repair or replace dual relay valve assembly. Replace the seal. 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.
Oil is leaking around the pedal base
The pump cycles too often or low pressure warning comes on at low engine rpm
J4-12
J04027
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 __________ Both brake Accumulators charged to 1400 psi (9.65 MPa). STEP 7 __________ Maximum rear brake pressure (brake lock). STEP 8 __________ Maximum rear brake pressure. ________________ Maximum front brake pressure.
II. SERVICE BRAKE SYSTEM CHECK-OUT Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes. STEP 9 __________ Park brake indicator light off. ___________ Park brake circuit pressure. STEP 14 _________ Pressure at which brake indicator light comes on. __________ Pressure at which stop lights come on. STEP 15 _________ Left rear brake pressure within one second (LBP). __________ Right rear brake pressure within one second (RBP). ___________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20 seconds. STEP 18 _________ Left front brake pressure within one second. Right front brake pressure within one second. __________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20 seconds.
J04027
J4-13
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 24__________ Brake lock degradation switch actuation pressure. STEP 27__________ Rear brake pressure with brake lock applied.
III. Failure Modes Check-out
STEP 32__________ Low accumulator pressure after 2 minutes. STEP 33__________ Pressure when warning systems actuate (front brakes). _________________ Pressure at which auto apply actuates. STEP 36 _________ Pressure when warning systems actuate (rear brakes). _________________ Pressure at which auto apply actuates. STEP 40__________ Number of brake applications before auto apply actuates. _________________ Low accumulator pressure warning activated before auto apply. STEP 45__________ Front brake pressure at which differential switch actuates low brake pressure buzzer and lamp. STEP 51__________ Rear brake pressure at which differential switch actuates low brake pressure buzzer and lamp.
Name of Technician or Inspector Performing Check-Out _________________________ _ DATE _________________________
J4-14
J04027
SECTION J5 WET DISC BRAKE ASSEMBLY INDEX
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Removal/Installation - Wet Disc Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10 Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13 WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-16
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Disc Brake Assembly
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NOTES
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Disc Brake Assemblyl
03/01 J05018
WET DISC BRAKE ASSEMBLY

The oil cooled, wet disc brake assemblies mounted on the front and rear wheels are similar in design. The rear wheel brakes differ from the front in their mounting arrangement only. The rear brake 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 & Hardene 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
J5-3
MAINTENANCE
Brake disc wear should be checked every 1000 hrs. using the wear indicator tool (Part Number EF9302), included in the tool group shipped with the truck. Refer to Figure 5-2.
Brake Disc Wear Indicator The brake disc wear indicator tool is inserted in a port which is open to cooling oil. Removal of the 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 - Wet Disc Brake Assembly 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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6. While fully applying the service brake pedal, check brake wear as follows: a. Remove wear indicator cover (1, Figure 5-2). b. Push pin (8) in until it stops against brake piston. c. Measure the distance from indicator pin end face (2) to housing face (3). If pin end face (2) is even with the housing face (3) or below, disc pack is worn to maximum safe wear limits. Brakes should be scheduled for rebuild. If pin end face (2) extends out beyond housing face (3), brake disc wear is still within allowable limits. 7. Pull pin (8) out until it stops against tool housing (6) and install protective cover (1). 8. Release brakes. Shut down engine, allow steering accumulators to bleed down. Open brake accumulator bleeddown valves to remove all pressure from the brake system. Close valves after all pressure is released. 9. Remove the brake disc wear indicator tool and reinstall O-ring plug in port. 10. To check the remaining brake assemblies, repeat Steps 4 through 9. NOTE: Checking disc wear in all brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to dissimilar operation of parts and/or haul profiles which require repeated braking while steering in one direction only. 11. Refill hydraulic tank as required. 12. If brake repairs are necessary, refer to Brake Rebuild this section. NOTE: If any leakage is observed around the brake disc wear indicator tool, replace O-rings (4, 5 and 7 Figure 5-2).
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
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Disc Brake Assembly
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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 Section G, Front Wheel Hub and Spindle. 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 1. Ring Gear 2. Back Plate 3. Capscrew 4. Shipping/Storage Bar 5. Inner Gear
6. Remove socket head capscrews (2, Figure 55). 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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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
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Disc Brake Assembly
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FIGURE 5-7. PISTON REMOVAL 1. Capscrew 2. Spring Guide 3. Piston Retract Spring 4. Piston Assembly 5. Piston Housing 6. Seal Assembly 7. Seal Assembly
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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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) Height @ 225 lb. (1000 N) working load: . . . . . . . . . . . . . . . . . . . . . . . . . 3.351 in. (85.12 mm) Height @ 600 lb. (2669 N) 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.
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.
FIGURE 5-8. SEAL WEAR PROGRESSION
10. Inspect inner gear for excessive tooth wear and damage at capscrew holes.
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Disc Brake Assembly
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Assembly
8. After completion of piston leakage test, release pressure, remove hydraulic source and drain oil from piston apply cavity. Plug ports to prevent contamination. 9. Install O-ring (4, Figure 5-6) in groove of ring 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 the 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.
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.
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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 0.75 in. socket head capscrews to retain seal carrier in position until brake assembly is installed on the truck.
FIGURE 5-9. INNER GEAR INSTALLATION 9. Spacer 5. Inner Gear 1. Cooling Oil Port 10. Wear Indicator Installation 6. Drain Plug 2. Brake Apply Pressure Ports Port 7. Capscrew & Washer 3. Piston Housing 11. Ring Gear 8. Capscrew & Washer 4. Shipping Bar
FIGURE 5-10. DISC PACK INSTALLATION 1. Damper 2. Friction Disc 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 . . . . . . . . . . . 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 at the six shim locations. The shim pack must provide a final dimension "B" within 0.005 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 6. Socket Head Cap1. O-Ring screws 2. Hub Adapter 3. Capscrews & Washers 7. Ring Gear 8. Capscrew & Hardened 4. Shims Washer 5. Seal Carrier 9. Inner Gear FIGURE 5-12. SEAL GAP ADJUSTMENT
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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 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp 5. Seal Ring Housing 6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip
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Disc Brake Assembly
J5-13
3. Place installation tool onto seal ring with toric. Refer to Section M, Special Tools, for installation tool. Lower the rings into a container of trichloroethane 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 trichloroethane #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.
5. Check with site gauge. 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.
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.
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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. Ensure seals are square and concentric. NOTE: Do not slam, bump or drop seals together. High impact can damage the seal face and cause leakage.
9. Apply a thin film of clean oil on the seal faces. Use a lint-free applicator or a clean finger to 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
J5-15
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 Section J, Brake Circuit Component Service - Hydraulic Brake Accumulators. 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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03/01 J05018
SECTION J7 PARKING BRAKE INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-4 Removal - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Installation - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-5 Disassembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Cleaning and Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Assembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
J07010 12/98
Parking Brake
J7-1
NOTES
J7-2
Parking Brake
12/98 J07010
PARKING BRAKE
The Model 930E truck is equipped with a dry disc 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 operator's cab.
FIGURE 7-1. PARKING BRAKE INSTALLATION (RH Shown) 1. Wheel Motor Mounting Flange 2. Wheel Motor 3. Parking Brake Assembly 4. Gear (Motor Rotor Shaft) 5. Retainer Plate 6. Capscrew & Hardened Washer 7. Park Brake Supply Hose 8. Cooling Air Duct Mount 9. Capscrew & Lockwasher
J07010 12/98
Parking Brake
J7-3
MAINTENANCE
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 - Parking Brake 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 hydraulic 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 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 hydraulic 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.
J7-4
Parking Brake
12/98 J07010
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 - Parking Brake 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. (595670 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 71) 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 in this chapter and bleed air from brake apply line and housing. 7. Reinstall all ducts removed.
J07010 12/98
Parking Brake
J7-5
Disassembly - Parking Brake 1. Match mark housing (3, Figure 7-2), piston housing (4), and cap structure (5).
Assembly - Parking Brake 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.
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 - Parking Brake 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.
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!
J7-6
Parking Brake
12/98 J07010
FIGURE 7-2. PARKING BRAKE ASSEMBLY 1. Compression Spring 2. Dowel Pin 3. Housing 4. Piston Housing 5. End Cap 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 Oring 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
J7-7
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.
J7-8
Parking Brake
12/98 J07010
SECTION L HYDRAULIC SYSTEM INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HIGH PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01033
Index
L1-1
NOTES
L1-2
Index
L01033
SECTION L2 HYDRAULIC SYSTEM INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 HYDRAULIC PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-8
L02034
Hydraulic System
L2-1
NOTES
L2-2
Hydraulic System
L02034
HYDRAULIC SYSTEM
HYDRAULIC PUMP MODULE
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. Hydraulic pumps (16 & 18, Figure 2-1) are mounted on a modular structure behind the traction alternator. The pump module also contains the pilot operated hoist valve (3), used to control operation of the hoist cylinders during body dumping operations. An overcenter manifold (10) contains internal valves (8 & 9) used to ensure smooth operation and maximum service life from the hoist cylinders. The overcenter manifold also provides quick disconnect fittings (12) to allow operation of the hoist circuit by an external hydraulic source or to utilize the hoist circuit of the truck to dump the load from a disabled truck.
FIGURE 2-1. 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
L02034
Hydraulic System
L2-3
HOIST CIRCUIT OPERATION

The hoist, steering and brake circuits share a common hydraulic tank (7, Figure 2-2). The tank is located on the left side of the frame, forward of the rear wheels. Service capacity of the tank is 250 gal. (947 l). Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist, steering and brake circuits flows from the bottom of the tank through 100 mesh wire suction strainers. Hydraulic oil from the tank is supplied to a gear type hoist circuit pump (18, Figure 2-1), 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 (4, Figure 2-2) and then enters the hoist valve (5). The hoist pump (and steering/brake pump) is driven by a driveshaft (6) off the rear of the traction alternator. Hoist valve (5) directs oil flow to 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 brake/hoist return oil manifold (2) and also flows through the disc brake circuit to cool the wet disc brake system. Heat generated during service brake application is removed by an oil-to-water heat exchanger (1, Figure 2-5). Hoist system pressure is limited to 2500 psi (17.2 MPa) maximum pressure.
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines are capped while the component is removed from the truck. 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.
L2-4
Hydraulic System
L02034
FIGURE 2-2. HOIST PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Circuit Filters 5. Hoist Valve 6. Pump Drive Shaft 7. Hydraulic Tank
L02034
Hydraulic System
L2-5
STEERING CIRCUIT OPERATION

Hydraulic oil from the tank is supplied to a piston type, pressure compensated steering and brake circuit pump (8, Figure 2-3), rated at 66 GPM (257 l/ min.) @ 1900 RPM. An unloader valve (15, Figure 21) 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 (9, Figure 2-3) before entering the bleeddown manifold (5). The bleeddown 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 accumulators (3), used to store pressurized oil in the event of loss of pump pressure. Oil is also directed to flow amplifier valve (4) 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.
L2-6
Hydraulic System
L02034
FIGURE 2-3. STEERING SYSTEM COMPONENTS (Bottom View) 1. Steering Cylinders 2. Manifold 3. Steering System Accumulators 4. Flow Amplifier Valve 5. Bleeddown Manifold 6. Hydraulic Tank 7. Pump Supply Shutoff Valve 8. Steering/Brake Circuit Pump 9. Steering/Brake Circuit Filter 10. Hoist Circuit Pump
L02034
Hydraulic System
L2-7
DISC BRAKE COOLING SYSTEM

When the hoist control valve is in the float or hold position, oil is supplied by the hoist valve to the disc brake assemblies located at each wheel to remove heat generated during service brake application. Oil supplied to the rear wheel brakes flows from the hoist valve to the brake/hoist return oil manifold (11, Figure 2-5), to the brake assemblies and is then returned to the brake/hoist return oil manifold and the hydraulic tank (12). Oil supplied to the front wheel brakes is routed from the hoist valve to an oil/water heat exchanger (1) before entering the brake 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. The brake cooling circuit pressure is limited by orificed regulator valves located in the brake/hoist return oil manifold. Figure 2-4 shows the piping and flow of oil through the brake/hoist return oil manifold. The internal check valves crack open at 35 psi (241 kPa). Their opening pressure will be slightly higher as flow through it increases. Refer to Section J for information regarding operation of the brake system. FIGURE 2-4. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 2. Rear Brake Supply 3. Rear Brake Supply Press. 4. Front Brake Supply Press. 5. Rear Brake Cooling Oil (From Hoist Valve) 6. Return From Hoist Valve 7. Return From Hoist Valve 8. Manifold 9. Front Brake Bypass 10. Rear Brake Return Pressure 11. Hoist Return Pressure 12. Front Brake Return Pressure 13. Rear Brake Oil Return 14. Rear Brake Oil Return 15. Hoist Return to Tank 16. Front Brake Oil Return 17. Front Brake Oil Return 18. Front Brake Oil Return
L2-8
Hydraulic System
L02034
FIGURE 2-4. DISC BRAKE COOLING CIRCUIT (Bottom View) 1. Heat Exchanger 2. Front Brake Cooling Oil Supply From Hoist Valve 3. L. F. Brake Cooling Outlet Hose 4. R. F. Brake Cooling Inlet Hose 5. R. F. Brake Cooling Outlet Hose 6. L. F. Brake Cooling Inlet Hose 7. Hoist Pump 8. Filters 9. Rear Axle Housing 10. Rear Brake Cooling Supply & Return Lines 11. Brake/Hoist Return Oil Manifold 12. Hydraulic Tank
L02034
Hydraulic System
L2-9
NOTES
L2-10
Hydraulic System
L02034
SECTION L3 HYDRAULIC SYSTEM COMPONENT REPAIR INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5 INSPECTION OF PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
L03030
Hydraulic Component Repair
L3-1
NOTES
L3-2
L03030
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. 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.
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.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Circuit Filters 5. Hoist Valve 6. Pump Drive Shaft 7. Hydraulic Tank
L03030
L3-3
5. Loosen the capscrews securing the inlet and outlet hoses (1, Figure 3-2) on the hoist pump and allow oil to drain. Remove inlet and outlet hoses. Cap or cover all lines and pump inlets and outlets to prevent contamination. 6. Remove the capscrews securing the hoist pump drive flange to the drive shaft.
The hoist pump weighs approximately 310 lbs (140 kg). The hoist and steering pump together weigh approximately 560 lbs (254 kg). Use a suitable lifting or support device that can handle the load safely. FIGURE 3-2. HYDRAULIC PUMP 4. Pump Mount 1. Pump Outlet Hoses Capscrews 2. Pump Mount 5. Steering/Brake Pump Capscrews 6. Pump Mount Bracket 3. Hoist Pump 7. Outlet Hose
1. Hoist Pump 2. Nut & Washer 3. Dowel 4. O-ring 5. Capscrew
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL 11. Steering & Brake Pump 6. Bearing Plate 12. Pump Case Return 7. O-ring Fitting (Pump Drain) 8. Transition Plate 13. Inlet Port 9. Coupling 10. Capscrew
14. Compensator Adju ment 15. Unloader Adjustment 16. O-ring 17. Nut
L3-4
L03030
7. Attach a suitable lifting or support device to the hoist pump. Attach a support to the front end of the steering pump to hold it in place during removal of the hoist pump. 8. Remove four capscrews (2, Figure 3-2) securing the hoist pump to the front support bracket. Remove the six capscrews holding support bracket (6) to the pump module support. Remove support bracket. 9. Make sure the lifting and support devices are in place on both pumps. Loosen (but do not 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 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 310 lbs (140 kg). The hoist and steering pump together weigh approximately 560 lbs (254 kg). Use a suitable lifting or support device that can handle the load safely. 2. Attach a suitable lifting or support device to the hoist pump. 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 the capscrews for steering pump support bracket (6, Figure 3-2) to standard torque. 7. Uncap inlet and outlet hoses and install to pumps using new O-rings. Tighten capscrews securely. 8. Service the hydraulic tank with C-4 type 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.
L03030
L3-5
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). Inspect the coupling. Remove and discard internal snap ring, if installed. 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
L3-6
L03030
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. 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. 7. Remove gear plate (5) and pressure plate (19). Remove steel rings, backup ring, O-ring and retainer and isolation plate. Remove Oring (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.
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
L03030
L3-7
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), Oring and retainer (15) and isolation plate (17). Remove dowels (16) if damaged or if replacement of the bearing plate (10) is necessary.
12. Unscrew thru studs (12) and remove. Remove flange (5). If stuck, tap the 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
L3-8
L03030
FIGURE 3-7. PREPARATION FOR SEAL REMOVAL 1. Flange 3. Wooden Blocks 2. Bearings
14. Remove outboard shaft seal (2), snap ring (21) and inboard shaft seal (20). NOTE: To aid in shaft seal removal place the flange on two small wooden blocks as shown in Figure 3-7. FIGURE 3-8. SHAFT SEAL REMOVAL 1. Flange 2. Punch 3. Bearings
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).
L03030
L3-9
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. 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 inboard shaft seal (3, Figure 3-11) with the metal face toward the outboard end of the flange.
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.
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
L3-10
L03030
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 weep hole (10). 8. Install the outboard seal (metal face out), until it just contacts the snap ring. 9. Lubricate thru stud threads (14, Figure 3-11) with hydraulic oil. Thread the studs into flange until snug. There are 4 long studs and 4 short 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 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
L03030
L3-11
15. Install the opposite pressure plate with the bronze side down and the milled slot facing toward the discharge side. 16. Install steel rings (11, Figure 3-14), backup ring (12), O-ring and retainer (13). Install isolation plate with its relief toward the pressure plate. 17. Lubricate and install thru stud O-rings (5) and connector plate O-ring (7). Install dowel (14) if removed. Lubricate the I.D. of the bearings (17) and install connector plate (6). Install snap ring (8) and coupling (9).
FIGURE 3-13. PRESSURE PLATE INSTALLATION 1. Gear Plate 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
L3-12
L03030
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 the I.D. of bearings (26). Install Orings (8 & 9) and dowel (25), if removed. Install gear plate (10). Ensure the 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
L03030
L3-13
21. Install rear drive gear (1) and idler gear (13). The rear drive gear must be timed with the front drive gear. This is accomplished by lining up a tooth on the rear drive gear with the valley of two teeth on the front drive gear, as shown in Figure 3-16.
FIGURE 3-16. PUMP GEAR TIMING
FIGURE 3-17. 1. Wrench 2. Input Shaft 3. Pump
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 the I.D. of the bearing in 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 the 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 connector plate (11) and secure in place with nuts (20). Tighten the nuts to standard torque. 26. Install coupling (19).
27. Lubricate the thru stud threads and install two opposite stud nuts and hardened washers. Tighten the nuts to 240 to 250 ft. lbs. (325 to 339 N.m) torque. 28. 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.) 29. 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. 30. 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. 31. Install a new O-ring on steering pump flange and install steering pump to the transition plate (16, Figure 3-15). Install the capscrews and tighten to standard torque.
A snap ring may have been installed previously inside of coupling (19). This snap ring is not necessary, and must not be used. In some cases, depending on tolerance stack-up, the snap ring can cause excessive axial loading, leading to premature pump failure.
L3-14
L03030
TROUBLESHOOTING GUIDE (Hoist Pump)

TROUBLE 1. Sandblasted band around pressure plate bores 2. Angle groove on face of pressure plate 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 POSSIBLE CAUSE 1. Abrasive wear caused by fine particles. a. Dirt (fine contaminants, not visible to the eye) 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. 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 4. Aeration-Cavitation a. Restricted oil flow to pump inlet b. Aerated Oil 3. Incorrect installation 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. Heavy wear on pressure plate 2. Heavy wear on end of gear 1. Housing scored heavily 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 6. Damage caused by metal object 5. Lack of oil 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. Broken shaft 2. Broken housing or flange 8. Over Pressure 1. Relief valve setting correct? 2. Did relief valve function?
L03030
L3-15
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 the oil level is maintained in the top sight gauge with the engine stopped, key switch OFF, and body down. NOTE: With the 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 the oil level can be made by using drain cocks (5) next to the filler neck.
Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulator to bleed down after engine shutdown and keyswitch OFF. 1. With the engine stopped, body down, and the key switch OFF, wait for at least 90 seconds. 2. Remove fill cap (1, Figure 3-18) and add clean type C-4 hydraulic oil until oil is visible at the top sight gauge. 3. Install the fill cap. 4. Start the engine, and raise and lower the dump body three times. Removal 1. Turn the keyswitch OFF and allow at least 90 seconds for the steering accumulators to bleed down. NOTE: Be prepared to contain approximately 250 gal. (947 L) of hydraulic oil. If the oil is to be reused, clean containers must be used with a filtering (3 micron) system available for refill. 2. Thoroughly clean the outside of the hydraulic tank and attached equipment. 3. Drain the hydraulic tank by use of the drain valve located on the rear side of the tank. 4. Disconnect hydraulic lines. Plug lines to prevent possible contamination to the system. Tag each line at removal for proper identification during installation. 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.
Use care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. FIGURE 3-18. HYDRAULIC TANK 1. Fill Cap 2. Sight Gauges 3. Breather Filters (2) 4. Drain Valve 5. Drain Cocks 5. Attach a suitable lifting device to the hydraulic tank. The weight of the hydraulic tank is approximately 1300 lbs (590 kg). 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.
L3-16
L03030
Installation 1. Lift the hydraulic tank into position and secure with capscrews and lockwashers. Tighten to 459 ft. lbs. (622 N.m) torque. 2. Uncap the 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 the 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 319). 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.
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.
2. Inspect the strainers for cracks or wear. Replace, if necessary. 3. Clean any sediment from the bottom of the 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 position and install capscrews and lockwashers (3). Tighten the capscrews to standard torque. 3. Install the 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 the hose connections. 6. Bleed trapped air inside steering pump. Refer to Steering and Brake Pump Installation, this Section, for air bleeding procedure.
FIGURE 3-19. STRAINER REMOVAL 1. Hydraulic Tank 3. Capscrews & Lock2. Cover washers 4. Shutoff Valve 5. Pump Suction Hoses
NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.
L03030
L3-17
HYDRAULIC TANK BREATHERS

There are two breather filters located on top of the hydraulic tank to allow air in and out of the tank. The filters should be replaced at the interval specified on the lubrication chart. 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.
Plugged breather filters can cause pressure build up inside the hydraulic tank and can cause the service brakes to drag.
L3-18
L03030
SECTION L4 STEERING CIRCUIT INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Quick Disconnect Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8 FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12 Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14 No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16 STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18 PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L04039
Steering Circuit
L4-1
NOTES
L4-2
Steering Circuit
L04039
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The pump (8, Figure 4-1) supplies oil to the bleeddown manifold (5) after passing through a high pressure filter (9). This oil supply is then distributed to the brake system and steering system. 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. Steering Accumulators 4. Flow Amplifier Valve 5. Bleeddown Manifold 6. Hydraulic Tank 7. Shut-off Valve 8. Steering/Brake Pump 9. Steering/Brake Circuit Filter 10. Hoist Circuit Pump
L04039
Steering Circuit
L4-3
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 (3) and the flow amplifier valve (4). Oil is also provided to the service brake apply system, the automatic lubrication system grease pump motor, and the optional radiator shutters if installed. Two accumulators, pre-charged with nitrogen, are mounted on the left frame rail behind the front tire. They provide a sufficient oil supply to allow the 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. This action bleeds the pressurized hydraulic oil from inside the accumulators back to the hydraulic tank whenever the key switch it turned to the OFF position. 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 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.)
COMPONENT DESCRIPTION
FIGURE 4-2. STEERING CONTROL UNIT T: Tank Port L: Left Steer Port P: Pressure (Supply) Port R: Right Steer Port LS: Load Sense Port 1. Valve Assembly
Steering Control Unit 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.
L4-4
Steering Circuit
L04039
Bleeddown Manifold Valve Bleeddown manifold valve (5, Figure 4-1) is located on the outside of the left hand frame rail just behind the accumulators. The bleeddown manifold is equipped with the following major circuit components as shown in Figure 4-3: Low Steering Pressure Switch 2300 psi (15.9 MPa) falling (7) Steering accumulator bleeddown solenoid valve (6) 600 psi (4.1 MPa) Relief Valve (12) 4000 psi (28.0 MPa) relief valve (13) Body-Up Solenoid Valve (15) Pilot operated check valve (23) 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 cannot be individually rebuilt. Bleeddown Solenoid Each time the keyswitch is turned OFF, with the truck stopped, it energizes the steering system bleed down solenoid (6, Figure 4-3 & 27, Figure 4-5). 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, Figure 4-5). 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 low steering pressure switch (7, 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 (TP2) 5. To Brake System 6. Steering Accumulator Bleed Solenoid 7. Low Steering System Pressure Switch 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) (8) 13. Relief Valve, 4000 psi (28.0 MPa) (4) 14. Autolube Pump Supply Port 15. Hoist Up Limit 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 22. Test Port (TP3) 23. Pilot Operated Check Valve 24. Quick Disconnect, Supply Port 25. Quick Disconnect, Return Port
L04039
Steering Circuit
L4-5
FIGURE 4-4. BLEEDDOWN MANIFOLD 1. Steering Accumulator Bleeddown Solenoid 2. Relief Valve, 600 psi (4.1 MPa) 3. Relief Valve, 4000 psi (28.0 MPa) 4. Hoist Limit Solenoid 5. Return From Hoist Pilot Valve 6. Return to Tank 7. Pressure Test Port (TP3) 8. From Hoist Pilot Valve, Power Down 9. From Hoist Pilot Valve, Power Up 10.Check Valve 11.Check Valve 12.Supply to Brake System 13.Pressure Test Port (TP2) 14.Steering System Pressure Switch 15.Check Valve 16.To Hoist Valve, Power Down 17.To Hoist Valve, Power Up 18.Auxiliary Power Supply Port 19.Inlet from Steering Pump
L4-6
Steering Circuit
L04039
Relief Valves The 4000 psi (28.0 MPa) relief valve (3, Figure 4-4) is located in the bleeddown manifold. This relief valve limits the hydraulic supply pressure to the steering and brake circuits to 4000 psi (28.0 MPa). The 600 psi (4.1 MPa) relief valve (2, Figure 4-4) 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 4-5) 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 two steering accumulators (3, Figure 4-1) are a bladder type accumulator with a capacity of 16.5 gallons (62 liters) each. The accumulators are charged to 1400 psi (9.7 MPa) with pure dry nitrogen using the charging valve located on the top end. Oil entering the accumulators compresses the nitrogen located inside the bladder. 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.
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). 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 (9, 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) differential and oil will bypass the element at 50 psi (345 kPa) differential. Refer to Section L9 for further information regarding hydraulic 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 24, Figure 4-3 and the return is connected to port 25. 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.
L04039
Steering Circuit
L4-7
FIGURE 4-5. BLEEDDOWN MANIFOLD SCHEMATIC 1. Steering/Brake Pump Inlet (Pump) 2. Steering Pump Pressure Test Port (TP2) 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 Flow Amplifier Flow amplifier (4, Figure 4-1, & Figure 4-6) is located on the left frame rail forward of the accumulators 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. 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. Cavity Plug 27. Steering Accumulator Bleeddown Solenoid 28. Relief Valve, 600 psi (4.1 MPa) 29. Pilot Operated Check Valve (7, 11) 30. Pilot Operated Check Valve 31. Test Port (TP3)
L4-8
Steering Circuit
L04039
FIGURE 4-6. FLOW AMPLIFIER VALVE
L04039
Steering Circuit
L4-9
FLOW AMPLIFIER SYSTEM OPERATION

Refer to figures 4-7 through 4-10 for oil flow paths during the following conditions: Neutral Steering Left Steering Right External shock load No Steer (Refer to Figure 4-7): 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.
L4-10
Steering Circuit
L04039
FIGURE 4-7. FLOW AMPLIFIER - NO STEER
L04039
Steering Circuit
L4-11
Steering Left (Refer to Figure 4-8): 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.
L4-12
Steering Circuit
L04039
FIGURE 4-8. FLOW AMPLIFIER - LEFT STEER
L04039
Steering Circuit
L4-13
Steering Right (Refer to Figure 4-9): 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.
L4-14
Steering Circuit
L04039
FIGURE 4-9. FLOW AMPLIFIER - RIGHT STEER
L04039
Steering Circuit
L4-15
No Steer, External Shock Load (Refer to Figure 4-10): 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.
L4-16
Steering Circuit
L04039
FIGURE 4-10. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
L04039
Steering Circuit
L4-17
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 Driveshaft (35, Figure 4-11) runs through the centerline of pump housing (37) and valve plate (48). Cylinder barrel (45) is splined to the drive shaft. 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 swashblock (28) by 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 4-11). 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.
L4-18
Steering Circuit
L04039
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
FIGURE 4-11. STEERING PUMP
L04039
Steering Circuit
L4-19
PRINCIPLE OF OPERATION
Full Pump Volume: Control piston (1, Figure 4-12) 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 it's innermost stroke is reached. At that point, the piston bore again passes from the right to the left side crescent and the operating cycle is repeated.
FIGURE 4-12. PUMP AT FULL VOLUME
Half Pump Volume: Figure 4-13 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 4-13. PUMP AT HALF VOLUME
Neutral Position: Neutral position (Figure 4-14) 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 4-14. PUMP IN NEUTRAL POSITION
L4-20
Steering Circuit
L04039
Steering Pump Figure 4-15 shows the steering pump and the location of the pressure control adjustments and stroke (flow) adjuster. Note: Stroke adjuster (3, Figure 4-15) is set at the factory to provide maximum pump flow and adjustment is not normally required. If the truck is operated at high elevations, 10,000 ft. (3,050 meters) above sea level or more, it may be necessary to readjust the stroke control to reduce pump flow to prevent pump cavitation under certain conditions. If the truck is operating at high altitude and problems are experienced, consult your Komatsu service representative for adjustment procedures. Figure 4-16 shows the schematic of the pump and the pressure control valves.
FIGURE 4-15. PUMP ASSEMBLY 5. Compensator Press. 1. Outlet Port Adjust 2. Case Drain 6. 4-Way Valve 3. Stroke Adjuster 7. GPA Test Port 4. Unloader Valve 8. GP2 Test Port Press. Adjust 9. ACC Port
FIGURE 4-16. STEERING PUMP PRESSURE CONTROL SCHEMATIC 1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port 2. Unloader Control Block Control Block 7. GP4 Port 3. ACC Port 5. Case Drain 8. GPA Test Port
L04039
Steering Circuit
L4-21
NOTES
L4-22
Steering Circuit
L04039
SECTION L5 STEERING CONTROL UNIT INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 STEERING CONTROL UNIT REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 Cleaning and Inspection - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 Assembly - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L05029
Steering Control Unit
L5-1
NOTES
L5-2
L05029
STEERING CONTROL UNIT

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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Turn keyswitch Off and allow 90 seconds for the accumulators to bleed down. Turn steering wheel to ensure no oil remains under pressure. 2. Remove capscrews and lockwashers securing the steering control unit access cover in place (Access cover is located on the front side of the operator's cab.) Remove access cover. NOTE: Clean the steering control unit and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened..
FIGURE 5-2. STEERING CONTROL UNIT 5. "T" Port Hose 1. Brake valve 6. "P" Port Hose 2. Steering Control Unit 7. "R" Port Hose 3. "LS" Port Hose 4. "L" Port Hose 3. Tag all hydraulic lines for proper identification during installation. Disconnect hydraulic lines (3, 4, 5, 6, & 7, Figure 5-2) at steering control unit (2) ports and plug. 4. Remove the four mounting capscrews (10, Figure 5-1), flatwashers and lockwashers. Remove the steering control unit (7). 5. Place the steering control unit in a clean work area for disassembly. Spline Inspection Whenever the steering control unit is removed for service, the steering column shaft should be inspected for excessive wear. 1. Thoroughly clean splines on steering column shaft and inspect for damage or excessive wear. 2. Using an outside micrometer or dial caliper, measure the outside diameter of the male splines on the steering column shaft. Minimum diameter: 0.950 in. (24.13 mm) 3. If splines are worn more than minimum diameter specification, replace steering column. (Refer to Section N.)
FIGURE 5-1. STEERING CONTROL UNIT INSTALLATION 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lock Washer 7. Steering Control Unit 8. Bracket L.H. 9. Bracket R.H. 10. Capscrew 11. Lock Washer
L05029
L5-3
4. Tighten all capscrews to standard torque. Unplug and attach hydraulic lines to their proper ports. Refer to Figure 5-2 for port locations. 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 unit, hydraulic steering lines should be checked for correct hook-up before starting the engine. Installation 1. Lubricate splines of steering column shaft with a molybdenum disulphide or multi-purpose NLGI grease. 2. Move steering control unit into position and align with steering column shaft splines. Secure the steering control unit in place using four capscrews, flatwashers and lockwashers. 3. Check for proper steering wheel rotation without binding. Be certain wheel returns to neutral after rotating 1/4 turn left and right. If necessary, adjust steering unit and/or steering column to realign column and control unit. 5. Start engine and check for proper steering function and any leaks. 6. Replace access cover and secure in place with capscrews and lockwashers.
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.
After servicing the steering control unit, hydraulic steering lines should be checked for correct hook-up before starting the engine.
FIGURE 5-4. MARKING VALVE COMPONENTS 1. Valve Assembly 3. Capscrew With 2. Match Marks Rolled Pin 4. End Cover 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 3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 54). Mark hole location of capscrew with rolled pin on end cover to facilitate reassembly.
L5-4
L05029
4. Remove end cover (4) and O-ring (2, Figure 55).
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 1. Screwdriver 2. Dust Seal 3. Housing
5. Remove outer gear of gear wheel set (1) and Oring 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. Cleaning and Inspection - Steering Control Unit 1. Clean all parts carefully with fresh cleaning solvent. If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore. 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. 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.
L05029
L5-5
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
L5-6
L05029
Assembly - Steering Control Unit NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used. The reason is that in the other end of the sleeve and spool (opposite end of the spring slots) there are three slots in the spool and three holes in the sleeve. These must be opposite each other on assembly so that the holes are partly visible through the slots in the spool, refer to Figure 5-8. 1. To install the neutral position springs, place a screwdriver in the spool slot as shown in 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
L05029
L5-7
6. With neutral position springs (7, Figure 5-10) centered in spool and sleeve, install ring (3), rear bearing race (4), thrust bearing (5) and front bearing race (6) in that order. The chamfer on the rear bearing must be facing away from the bearing.
FIGURE 5-11. SPOOL INSTALLATION 1. Housing 2. Spool Assembly
FIGURE 5-10. BEARING INSTALLATION 1. Sleeve 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer) 5. Thrust Bearing 6. Bearing race 7. Neutral Position Springs
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.
L5-8
L05029
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). 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.
FIGURE 5-12. CHECK BALL INSTALLATION 1. Check Ball hole 2. Check Ball 3. O-Ring 4. Housing
L05029
L5-9
NOTES
L5-10
L05029
SECTION L6 STEERING CIRCUIT COMPONENT REPAIR INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 FLOW AMPLIFIER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Cylinder Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14 Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
L06028
Steering Circuit Component Repair
L6-1
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-19 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20 Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-22 STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25 TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-27 STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28 TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-30
L6-2
L06028
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. Removal NOTE: It may not be necessary to remove the bleeddown manifold from the truck for component replacement. If the problem area has been isolated, remove the inoperative component and replace with a new one. 1. Perform normal truck shutdown procedures. Turn keyswitch OFF and allow 90 seconds for the accumulators to bleed down. Manually bleed brake system accumulators using the needle valves located in the hydraulic components cabinet. 2. Remove the protective cover from the manifold. Disconnect wires at solenoids (6 & 15, Figure 61) and pressure switch (7). 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. The weight of the valve is 375 lbs (170 kg). Installation 1. Position the bleeddown manifold on the truck. The weight of the valve is 375 lbs (170 kg). Tighten the 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 brakes systems. 5. Reinstall protective cover. NOTE: Relief valves are factory preset. Do not attempt to reset or repair if relief valves are defective. Replace as a unit. The check valves are also replaced only as units.
FIGURE 6-1. BLEEDDOWN MANIFOLD

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. To Hoist Valve, Power Up To Hoist Valve, Power Down Spare Pressure Port Test Port To Brake System Steering Accumulator Bleed Solenoid Steering System Pressure Switch Supply To Flow Amp Return From Flow Amp To Front Steering Accumulator To Rear Steering Accumulator Relief Valve, 600 psi (4.1 MPa) Relief Valve, 4000 psi (28.0 MPa) Auto Lube Pump Supply Port Hoist Up Solenoid Valve Return From Hoist Pilot Valve Hoist Pilot Valve, Power Down Hoist Pilot Valve, Power Up Return to Tank Feedback Pressure to Unloader valve Supply From Pump Test Port (TP3) Check Valve (7,11)
24. Quick Disconnect Port (Supply) 25. Quick Disconnect Port (Return)
L06028
L6-3
FIGURE 6-2. BLEEDDOWN MANIFOLD 10. Check Valves 1. Steering Accumulator Bleed Solenoid 11. Check Valves 2. Relief Valve, 600 psi (4.1 MPa) 12. Supply to Brake System 3. Relief Valve, 4000 psi (28.0 MPa) 13. Pressure Test Port (TP2) 4. Hoist Limit Solenoid 14. Steering System Pressure Switch 5. Return From Hoist Pilot Valve 15. Check Valve 6. Return to Tank 16. To Hoist Valve, Power Down 7. Pressure Test Port (TP3) 17. To Hoist Valve, Power Up 8. From Hoist Pilot Valve, Power Down 18. Auxiliary Power Supply Port 9. From Hoist Pilot Valve, Power Up 19. Inlet from Steering Pump
L6-4
L06028
FLOW AMPLIFIER
Removal
Installation 1. Support the flow amplifier and move into position. The weight of the valve is 64 lbs. (29 kg). 2. Install mounting capscrews and tighten to standard torque.
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Perform normal truck shutdown procedures. Turn key switch OFF and allow 90 seconds for the accumulators to bleed down. 2. Disconnect, plug, identify, and tag each hydraulic line. 3. Support the flow amplifier valve and remove the mounting capscrews. Remove the valve. The weight of the valve is 64 lbs. (29 kg). 4. Move the valve to a clean work area for disassembly.
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 C4 hydraulic oil should be used to insure cleanliness and initial lubrication.
L06028
L6-5
FIGURE 6-3. 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
L06028
FIGURE 6-3. FLOW AMPLIFIER VALVE
L06028
L6-7
Disassembly 1. Remove counterpressure valve plug (17, Figure 6-3), 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 6-4. 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 6-4 are replaceable. Check valve (47, Figure 6-3) and counterpressure valve (15) are also serviced only as assemblies. FIGURE 6-4. SHOCK & 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 6-5), 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 6-5), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8). 13. Unscrew 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
L06028
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). FIGURE 6-5. 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 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.
Assembly 1. Thoroughly lubricate each part prior to installation using clean, type C-4 hydraulic oil. 2. Reassemble the Amplifier spool assembly in reverse order. Refer to Steps 12 & 13, and Figure 6-5 under disassembly. 3. Install orifice screw (13, Figure 6-3). 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.
L06028
L6-9
STEERING CYLINDERS
Figure 6-6 illustrates details of the steering cylinder mounting. Refer to Section G for removal and installation instructions.
Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
FIGURE 6-6. 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
L6-10
L06028
1. Housing 2. Locknut 3. Piston
FIGURE 6-7. STEERING CYLINDER ASSEMBLY 4. Piston Bearing 7. Backup Ring 5. Piston Seal Assembly 8. Gland 6. O-Ring 9. Capscrew
10. Rod Structure 11. Rod Wiper 12. Rod Seal 13. Bearing
Disassembly 1. Remove capscrews (9, Figure 6-7) 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 6-7) 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 the seal has taken a slightly larger set (loose on piston) a belt type wrench or similar tool can be used to compress the O.D. of the seal until it fits tightly on the piston. 2. Install bearing (4) in the piston groove.
Cylinder Assembly 1. Install new bearing (13, Figure 6-7), 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 2500 ft. lbs. (3390 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 of oil in 8 cycles of operation. 3. Piston break-away force should not exceed 100 psi. (69 kPa).
L06028
L6-11
STEERING AND BRAKE PUMP

Removal NOTE: Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened.
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 6-8) 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.
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 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 steering pump can be closed, eliminating the need to completely drain the tank.
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.
The steering pump weighs approximately 250 lbs (113 kg). Use a suitable lifting device capable of handling the load safely.
FIGURE 6-8. STEERING PUMP REMOVAL 5. Steering/Brake 1. Hoist Pump Outlet Pump Hoses 6. Pump Mount Bracket 2. Pump Mount 7. Outlet To Filter Capscrews 3. Hoist Pump 4. Pump Mount Capscrews
L6-12
L06028
3. Move the steering pump into position. Engage steering pump shaft with hoist pump spline coupler. 4. Install rear support bracket (6, Figure 6-8) with capscrews. 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.
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 in Section L10, or 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.
If trapped air is not bled from steering pump, possible pump damage and no output may result.
L06028
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 6-11) 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 6-9) MUST be removed BEFORE further disassembly of control piston. 8. Without disturbing jam nut (16, Figure 6-9), unscrew gland (15) and remove stroke adjuster as a complete assembly. 9. Back out capscrews (1, Figure 6-11), then remove cap (4). 10. Remove bias control spring (1, Figure 6-10). Valve Plate Group NOTE: Valve plate (11, Figure 6-11) 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 6-10) 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 6-10) 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 6-12) and remove compensator block (10). 18. Remove capscrews (7, Figure 6-11 ) and cover plate (9).
Control Piston Group 3. Remove the two large plugs (24, Figure 6-9) with O-rings (25) from both sides of pump. 4. Control piston (11, Figure 6-10) 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.
L6-14
L06028
FIGURE 6-9. 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
L06028
L6-15
FIGURE 6-10. PUMP, ROTATING GROUP 1. Spring 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
L6-16
L06028
Rotating Group
Driveshaft Group 28. Remove bearing retaining ring (3, Figure 6-9). 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. 19. To remove rotating group, firmly grasp the cylinder barrel (10, Figure 6-10) 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 (17, Figure 6-9) and pull the cylinder bearing (26, Figure 6-10) straight out of the pump housing. Swashblock Group 26. Remove the two swashblock retaining pins (19, Figure 6-9), tilt the bottom of the swashblock (25, Figure 6-10) 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.
29. Remove seal retainer (22) from pump housing. Use a mallet and tap saddle (20, Figure 6-10) 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
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 6-10) 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 6-11) and cylinder barrel (10, Figure 6-10) 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 6-10) 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).
L06028
L6-17
10. Check end play as follows: 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 6-10) 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 6-11. 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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L06028
Swashblock Group 11. Inspect swashblock (25, Figure 6-10) 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 the saddle bearings if the 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 the saddle and saddle bearing must be smooth.
FIGURE 6-12. 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
L06028
L6-19
Driveshaft Group 15. Remove shaft seal (26, Figure 6-9). 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. Compensator Block and Unloader Module 18. Remove screws (17, Figure 6-12) 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. Stroke Adjuster Assembly 21. Measure and record dimension A on stroke adjuster assembly as shown in Figure 6-13. 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.
Assembly The procedures for assembling the pump are basically the reverse order of disassembly procedures. During assembly, install new gaskets, seals, and Orings. 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.
Swashblock Group 2. Press or tap roll pin (22, Figure 6-10) into pump housing (18, Figure 6-9). 3. Press new shaft seal (26) into saddle (20, Figure 6-10) 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.
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 6-10) 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 6-9) 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 6-13. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-Ring 3. Gland 4. Jam Nut
L6-20
L06028
Driveshaft Group NOTE: Be sure punch marks on cylinder bearing (26, Figure 6-10) will face toward shaft end of pump. 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 6-10) 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.
10. Insert cylinder bearing (26) straight into pump housing. Be sure bearing is positioned so bearing retainer pins (17, Figure 6-9) 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 6-9) 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).
Control Piston Group 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 6-10) 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. 26. Install seal and piston ring (2 & 3, Figure 6-10) 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 6-14) 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. NOTE: Be certain that the grooves in Sleeve (4, Figure 6-10) are at the 12:00 and 6:00 O-clock positions when inserted into the valve plate. 31. Insert piston and sleeve assembly into valve plate (11, Figure 6-11). Install O-ring (6) with back-up ring (5) in seal groove of control cover cap (4).
L06028
L6-21
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. 42. Once assembled, remove capscrew from pin. FIGURE 6-14. O-RING LOCATION ON PISTON SLEEVE 1. Back-Up Ring 2. O-Ring 3. Back-Up Ring 4. O-Ring 5. Back-Up Ring 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 6-11) 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 6-12) 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 6-11. 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 6-9) 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 610) into control piston (11). Use four capscrews (1, Figure 6-11) 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 6-10) 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 6-13) to hold swashblock in place. Valve Plate Group 36. Be sure driveshaft bearing (13, Figure 6-11) 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 6-10) and one control link washer (15) onto the threaded hole side of the control link pin (16). Then thread a 1/4 in - 20 UNC capscrew into pin to ease holding. 39. Carefully maneuver valve plate assembly, supported by overhead hoist, over driveshaft and into pump housing so slot on control piston (11) engages control link (17).
L6-22
L06028
STEERING 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 cover (1, Figure 6-15). Disconnect wiring from nitrogen pre-charge pressure switch (10). 3. Remove charging valve guard and loosen small hex on charging valve (9) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
2. Secure the accumulator to the mounting bracket using mounting clamps (4), capscrews, lockwashers and nuts. Tighten capscrews to standard torque. 3. Connect electrical wiring to pressure switch and reconnect oil line (8) to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen as outlined in Steering Accumulator Charging Procedure. 5. Check charging valve (9), pre-charge switch (10) and check valve assembly (11) for leaks using a soap solution.
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 (8) from bottom of the accumulator to be serviced. Plug hoses and cover opening (non-screw in type) on accumulator to prevent possible contamination of the system.
The accumulator weighs approximately 380 lbs (172 kg). Use a suitable lifting device capable of handling the load safely. 5. Attach a lifting device to the accumulator to be removed. 6. Loosen the mounting clamp (4) capscrews and remove the mounting clamps. 7. Raise the accumulator until clear of mounting bracket (7) and move to a clean work area for disassembly. Installation FIGURE 6-15. STEERING ACCUMULATORS 1. Cover 2. Front Steering Accumulator 3. Rear Steering Accumulator 4. Mounting Clamp 5. Flow Amplifier Valve 6. Bleeddown Manifold Valve 7. Mounting Bracket 8. Oil Line 9. Charging Valve 10. Nitrogen Pre-charge Switch 11. Check Valve
The accumulator weighs approximately 380 lbs (172 kg). Use a suitable lifting device capable of handling the load safely. 1. Lift accumulator into position on the mounting bracket (7, Figure 6-15). Accumulator should be positioned to allow access to charging valve (9).
L06028
L6-23
Disassembly 1. Once the accumulator has been removed from the equipment, the accumulator body should be secured in a vise, preferably a chain vise. If a standard jaw vise is used, brass inserts should be used to protect the hydraulic port assembly from damage. Clamp on wrench flats only when using a jaw vise to prevent accumulator from turning. 2. Remove bleed plug (12, Figure 6-18) on hydraulic port assembly. Using a spanner wrench, remove locking ring (10) from the hydraulic port assembly. Use an adjustable wrench on the flats located on the port assembly to prevent port assembly from rotating. 3. Remove spacer (9), then push the hydraulic port assembly into the shell prior to Step 4. 4. Insert hand into the accumulator shell and remove the O-Ring backup (8), O-Ring (7), and metal backup washer (6). Separate the antiextrusion ring from the hydraulic port. Fold antiextrusion ring to enable removal of anti-extrusion ring from shell (Figure 6-16). 5. Remove hydraulic port from accumulator shell. 6. Secure bladder valve stem from twisting with an appropriate wrench applied to the valve stem flats and remove gas valve manifold (14, Figure 6-18). Then remove nut (5) while still holding bladder valve stem from turning. 7. Fold bladder and pull out of accumulator shell. A slight twisting motion while pulling on the bladder reduces effort required to remove bladder from shell (Figure 6-17). If bladder is slippery, hold with a cloth.
Cleaning and Inspection 1. All metal parts should be cleaned with a cleaning agent. 2. Seals and soft parts should be wiped clean. 3. Inflate bladder to normal size. Wash bladder with a soap solution. If soap solution bubbles, discard bladder. After testing, deflate bladder immediately. 4. Inspect hydraulic port assembly for damage; check the poppet plunger to see that it spins freely and functions properly. 5. Check anti-extrusion ring and soft seals for damage and wear; replace all worn or damaged seals with original equipment seals. 6. After shell has been cleaned with a cleansing agent, check the inside and outside of shell. Special attention should be given to the area where the gas valve and hydraulic assembly pass through the shell. Any nicks or damages in this area could destroy the accumulator bladder or damage new seals. If this area is pitted consult your Komatsu Service Manager.
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.
FIGURE 6-16. ANTI-EXTRUSION RING
FIGURE 6-17. BLADDER REMOVAL
L6-24
L06028
Assembly Assemble the accumulator(s) in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. After shell (4, Figure 6-18) has been cleaned and inspected, place accumulator shell in vise or on table. 2. Thoroughly coat the inside of the accumulator shell with a liberal amount of clean C-4 hydraulic oil to lubricate and cushion the bladder. Make sure the entire internal of the shell is lubricated. 3. With all gas completely exhausted from bladder, collapse bladder and fold longitudinally in a compact roll. 4. Insert the bladder pull rod into the valve stem opening and out through the shell fluid port. Attach the bladder pull rod to the bladder valve stem.
5. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. Slight twisting of bladder will assist in this insertion. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install the valve stem nut (5) by hand. Once the valve stem nut is in place, remove the bladder pull rod. 7. Hold bladder valve stem on the flats with a wrench and tighten nut (5) securely. 8. If removed, install pressure switch (15) into valve assembly (11) and tighten to 30 4 ft. lbs. (41 5 N.m) torque. Then install valve assembly (11) onto gas valve manifold (14) and tighten to 13 3 ft. lbs. (18 4 N.m) torque.
FIGURE 6-18. ACCUMULATOR ASSEMBLY 1. Bladder Assembly 2. Hydraulic Port Assembly 3. Anti-Extrusion Ring 4. Shell 5. Nut 6. Metal Backup Washer 7. O-Ring 8. O-Ring Backup 9. Spacer 10. Locking Ring 11. Valve Assembly 12. Bleed Plug 13. Warning Plate 14. Gas Valve Manifold 15. Pressure Switch 16. O-Ring
L06028
L6-25
9. If removed, install charging valve onto gas manifold (14). Then tighten small hex nut (4, Figure 6-20) 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 (4, Figure 6-20) to 10.5 ft. lbs. (14.2 N.m) torque. b. Loosen small hex swivel nut. c. Retighten small hex swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. d. Again, loosen small hex swivel nut. e. Finally, tighten small hex swivel nut to 4 ft. lbs. (5.4 N.m) torque. 10. Install charging valve cap (1) and tighten finger tight. Install charging valve cover and tighten capscrews to 25 ft. lbs. (40 N.m) torque. 11. Install new O-Ring (16, Figure 6-18) on gas valve manifold (14). Hold bladder valve stem with wrench and install gas valve manifold (14) and tighten securely. 12. Holding the hydraulic port assembly (2) by the threaded end, insert the poppet end into the shell fluid port. Lay complete assembly inside the shell. 13. Fold anti-extrusion ring (3) to enable insertion into the shell. Once the anti-extrusion ring has cleared the fluid port opening, place the antiextrusion ring on the hydraulic port assembly with the steel collar facing toward the shell fluid port. 14. Pull the threaded end of the port assembly through the shell fluid port until it seats solidly into position on the shell fluid port opening. 15. Connect nitrogen charging kit to charging valve. With hydraulic port assembly firmly in place, slowly pressurize the bladder using dry nitrogen with sufficient pressure of approximately 40-50 psi (275 - 345 kPa) to hold port assembly in place so both hands are free to continue with assembly. 16. Install the metal O-Ring backup washer (6) over hydraulic port assembly and push into the shell fluid port to bottom it out on anti-extrusion ring. 17. Install O-ring (7) over hydraulic port assembly and push it into the shell fluid port until it has bottomed out against the metal O-Ring backup washer (6). Do not twist O-ring. 18. Install O-ring back-up (8) over hydraulic port assembly an push until it bottoms against Oring 19. Insert spacer (9) with the smaller diameter of the shoulder facing the accumulator shell. 20. Install the locking ring (10) on the hydraulic port assembly and tighten securely. This will squeeze the O-ring into position. Use appropriate wrench on flats on port assembly to insure the unit does not turn. 21. Install bleed plug (12) into the hydraulic port assembly. 22. Verify all warning labels are attached to shell and that they are legible. Order and install new labels as required. 23. Precharge accumulator to 100 - 120 psi (690 827 kPa). Refer to Steering Accumulator Charging Procedure for details. After precharging, install plastic cover over hydraulic port to prevent contamination. Do not use a screw-in type plug.
Always store bladder accumulators with 100 120 psi (690 - 827 kPa) nitrogen precharge pressure. Do not exceed 120 psi (827 kPa). Storing accumulators with more than 120 psi (827 kPa) pressure is not safe in case of leaks. NOTE: Bladder accumulators should be stored with 100 - 120 psi (690 - 827 kPa) precharge, which fully expands the bladder, and holds oil against the inner walls for lubrication and to prevent rust formation.
L6-26
L06028
6. Tighten swivel nut (4) to close internal poppet (10-15 in. lb.) (11.5 -17 cm kg). 7. Submerge accumulator assembly under water and observe for 20 minutes. No leakage (bubbles) is permitted. If leakage is present, go to Step 14. 8. Hold charging valve (6) with a wrench and remove swivel nut assembly. 9. Replace cap on charging valve (10-15 in. lb.) (11.5-17 cm kg) and install gas valve guard. 10. Connect a hydraulic power supply to the oil port on the accumulator. Be sure bleed plug (12, Figure 6-18) is installed. 11. Pressurize accumulator with oil to 3,500 psi (24132 kPa). This may take 6-8 gallons of oil. FIGURE 6-19. GAS END COMPONENTS 1. Gas Manifold Valve 2. O-Ring 3. Capscrew 4. Lockwasher 5. Guard 6. Cap 7. Flat Gasket 8. Charging Valve Assembly 9. Pressure Switch 12. No external oil leakage is permitted. 13. Slowly relieve oil pressure and remove hydraulic power supply. Install plastic cover over hydraulic port to prevent contamination. 14. If any gas or oil leakage was present, discharge all nitrogen gas using the charging equipment and repair as necessary. If there were no leaks of any kind, then use the nitrogen charging equipment and adjust nitrogen precharge pressure to 100 - 120 psi (690 - 827 kPa).
TESTING
To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 3500 psi (24132 kPa) hydraulic pressure and nitrogen pressure of 1400 psi (9653 kPa) will be required. A small water tank will be necessary for a portion of the test. 1. Remove charging valve guard (5, Figure 6-19) and charging valve cap (6). 2. Close bleed valve. 3. Attach gauging assembly to charging valve and tighten swivel nut (10-15 in.lb) (11.5 -17 cm kg). 4. Hold valve body (6, Figure 6-20) with one wrench while unscrewing swivel nut (4) three complete turns with a second wrench. This will open the poppet inside the gas valve. 5. SLOWLY charge accumulator to 100 psi (690 kPa). After 100 psi (690 kPa) is obtained, charging rate can be increased until fully charged at 1400 psi (9653 kPa). Always store bladder accumulators with 100 120 psi (690 - 827 kPa) nitrogen precharge pressure. Do not exceed 120 psi (827 kPa). Storing accumulators with more than 120 psi (827 kPa) pressure is not safe in case of leaks. 15. Verify all warning and caution labels are attached and legible. Refer to parts book if replacements are required.
L06028
L6-27
STEERING ACCUMULATOR CHARGING PROCEDURE

Nitrogen pressure is present in the accumulator. 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 6-20). Turn small swivel hex nut (4) three complete turns counterclockwise. 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. a. If the nitrogen precharge is to be bled off, open the needle valve and slowly bleed off the pressure. b. If the precharge is 0 psi, open the regulator and SLOWLY charge until the bladder is fully expanded (approximately 100 psi, 690 kPa). Once the bladder is fully expanded, the charging rate can be increased. NOTE: The bladder could be permanently damaged if it is charged too quickly before it is fully expanded. c. If the precharge is already above 100 psi (690 kPa), open the regulator and charge the accumulator to 1400 psi (9653 kPa). NOTE: When charging the accumulators, allow adequate time for the system to fully charge and for the nitrogen gas temperature to stabilize (10-15 minutes). 7. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 1400 psi (9653 kPa) continue charging procedure until pressure is stabilized.
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 accumulator. 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 accumulator. When charging or discharging nitrogen gas in the accumulator, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. Only precharge accumulators to 1400 psi (9653 kPa) while installed on the truck. Never handle accumulator with lifting equipment with a nitrogen precharge of 1400 psi (9653 kPa). Always set precharge to 100 - 120 psi (690 - 827 kPa) before handling (removing or installing) accumulators. NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked/ charged at the same time. 1. With engine shut down and key switch in the OFF position, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to be certain no oil remains in accumulator under pressure. 2. Remove charging valve cover. Open both brake accumulator bleed down needle valves in the hydraulic cabinet to bleed off any oil pressure in the accumulators. 3. Carefully remove bleed plugs (12, Figure 6-18) from both accumulators. NOTE: This is done to insure there is no trapped oil or air inside the accumulator which will affect the nitrogen precharge pressures.
L6-28
L06028
8. Install bleed plugs (12, Figure 6-18). If opened, close brake accumulator bleed down valves. 9. Remove the charging kit and tighten small hex nut (4, Figure 6-20) 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 (4, Figure 6-20) to 10.5 ft. lbs. (14.2 N.m) torque. b. Loosen small hex swivel nut. c. Retighten small hex swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. d. Again, loosen small hex swivel nut. e. Finally, tighten small hex swivel nut to 4 ft. lbs. (5.4 N.m) torque. 10. Install charging valve cap (1) and tighten finger tight. Install charging valve cover and tighten capscrews to 25 ft. lbs. (40 N.m) torque. 11. Operate truck and check steering for normal operation. FIGURE 6-20. 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
L06028
L6-29
TROUBLESHOOTING CHART
TROUBLE POSSIBLE CAUSE STEERING CIRCUIT 1. Overloaded Steering Axle Slow steering, hard steering or loss of power assist 2. Malfunctioning relief valve preventing adequate system pressure build-up 3. Worn or malfunctioning pump 4. Restricted high pressure filter or suction strainer Drift - truck veers slowly in one direction. 1. Rod end of cylinder slowly extends without turning the steering wheel 2. Worn or damaged steering linkage 1. Reduce Axle Loading 2. Check system pressure. Adjust or replace relief valve 3. Replace pump 4. Replace filter element or clean strainer 1. A small rate of extension may be normal on a closed center system 2. Inspect and replace linkage if necessary. Check alignment or toe-in of the front wheels. 1. Correct oil supply problem or bleed air 2. Repair or replace steering cylinder 3. Repair or replace steering control unit 4. Repair or replace 5. Repair or replace defective components 6. Repair or replace steering control unit 1. Repair or replace steering cylinder 2. Replace steering control unit 1. Service hydraulic tank and check for leakage 2. Bleed air from system 1. Correct condition and add oil as necessary 2. Repair or Replace steering cylinder 1. Repair or replace steering column or coupling. 2. Repair as required: a. Add oil and check for leakage b. Replace hose c. Repair or replace steering control unit SUGGESTED CORRECTIVE ACTION
1. Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses, etc. 2. Loose cylinder piston Wander - truck will not stay in straight line 3. Broken centering springs (spool valve, steering valve) 4. Worn mechanical linkage 5. Bent linkage or cylinder rod 6. Severe wear in steering control unit Slip - a slow movement of steering wheel fails to steer front wheels 1. Leakage of steering cylinder piston seals 2. Worn steering control unit meter 1. Low oil level Spongy or soft steering 2. Air in hydraulic system. Probably air trapped in cylinders or lines. 1. Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc. 2. Loose steering cylinder piston 1. Splines of steering column/steering control unit coupling may be disengaged or damaged 2. No flow to steering control unit; a. Low oil level b. Ruptured hose c. Broken steering control unit gerotor drive pin
Erratic steering
Free wheeling - steering wheel turns freely with no back pressure. Front wheels do not steer.
L6-30
L06028
TROUBLE
POSSIBLE CAUSE 1. Broken or worn linkage between steering cylinder and steered wheels
SUGGESTED CORRECTIVE ACTION 1. Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels 2. Repair or Replace steering cylinder 1. Align column to steering control unit 2. Remove restriction in the lines or circuit. Check for obstruction or pinched lines, etc. 3. Clean the steering control unit and filter the oil. If another component has malfunctioned generating contaminating materials, flush the entire hydraulic system. 1. Clean the steering control unit. 2. Check hydraulic system pressure 3. Repair or replace steering control unit 1. Check line routing and connections 2. Reassemble correctly and retime control valve 1. Inspect and correct line connections
Excessive free play at steered wheels 2. Leaky steering cylinder seals 1. Binding or misalignment in steering column or splined coupling and steering control unit Binding or poor centering of steered wheels 2. High back pressure in tank can cause slow return to center. Should not exceed 300 psi (2068 kPa) 3. Large particles can cause binding between the spool and sleeve in the steering control unit
1. Large particles in meter section Steering control unit locks up 2. Insufficient hydraulic power 3. Severe wear and/or broken pin 1. Lines connected to wrong ports 2. Parts assembled wrong; steering control unit improperly timed 1. Lines connected to wrong cylinder ports
Steering wheel oscillates or turns by itself
Steered wheels turn in opposite direction when operator turns steering wheel
STEERING PUMP 1. Air trapped inside steering pump 2. Broken pump drive shaft No pump output 3. Excessive circuit leakage 4. No oil to pump inlet 1. Bleed air from pump and/or system 2. Inspect hoist and steering pump, replace drive shaft 3. Check for external leaks, internal system pressure loss 4. Check hydraulic tank oil level. Make certain pump inlet shut-off valve is open.
L06028
L6-31
TROUBLE
POSSIBLE CAUSE 1. Low pump pressure
SUGGESTED CORRECTIVE ACTION 1. Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves 2. Repair or replace steering pump 3. Make certain shut-off valve is open. Check suction hose. Clean tank strainers. 4. Check hydraulic tank oil level. Make certain shut-off valve is open. 5. Replace filter element 1. Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves. 2. Repair or replace pump 3. Inspect brake system and check pressures 1. Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves and replace if necessary. 1. Check pressure and adjust pressure controls 2. Warm oil before starting or install proper viscosity oil 3. Inspect inlet hose, connections and shut-off valve 4. Check hydraulic tank level. Clean suction strainer. Make certain shut-off valve is open 5. Repair or replace pump 1. Adjust pressure compensator or repair if necessary.Check unloader pressure settings. 2. Measure component leakage rates and replace defective components 3. Replace unloader valve module 1. Adjust system pressures 2. Service hydraulic tank 3. Repair or replace pump(s).
2. Internal pump wear Low pump output 3. Restricted inlet
4. Insufficient oil supply
5. High pressure filter restricted 1. Defective pressure control
Loss of pressure 2. Internal steering pump wear 3. Excessive leakage in brake system 1. Defective or improperly adjusted pressure control(s)
Excessive or high peak pressure
1. Low compensator or unloader valve setting 2. Fluid too cold or viscosity too high Noise or squeal 3. Air leak at pump inlet 4. Insufficient inlet oil supply
5. Internal pump damage 1. Pressure compensator adjusted incorrectly or defective Erratic pump (load/unload) cycle 2. Excessive internal leakage in steering circuit 3. Unloader valve pilot seat damaged 1. Excessive system pressure Excessive heat 2. Low hydraulic fluid level 3. Worn steering or hoist pump
L6-32
L06028
TROUBLE
POSSIBLE CAUSE FLOW AMPLIFIER 1. Stuck amplifier spool
SUGGESTED CORRECTIVE ACTION 1. Disassemble valve, check amplifier spool for damage or obstruction 2. Disassemble valve, check directional spool and orifices for damage or obstruction 3. Check and correct relief valve setting 1. Disassemble valve, check and clean shock and suction valves. Replace valves if necessary.\ 2. Adjust pressure settings 1. Repair or replace steering control unit 1. Bleed air from LS line 2. Disassemble flow amplifier. Replace priority valve spring. 3. Disassemble flow amplifier. Inspect and clean orifice.
Slow or hard steer
2. Obstruction in orifice, directional spool
3. Incorrect relief valve pressure setting 1. Leaking shock and suction relief valve Free wheeling (no end stop) 2. Pressure setting of shock valve too low Inability to steer (no pressure build-up) 1. Defective steering control unit 1. Air in LS line Resistance when initially turning steering wheel 2. Priority valve spring compression weak 3. Obstruction in orifice in LS or PP port
L06028
L6-33
NOTES
L6-34
L06028
SECTION L7 HOIST CIRCUIT INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Inlet Sections - Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Spool Sections - Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7 Float Position Of Pilot Valve With Truck Body On Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8 Power Up Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10 Hold Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12 Power Down Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14 Float Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L07029
Hoist Circuit
L7-1
NOTES
L7-2
Hoist Circuit
L07029
HOIST CIRCUIT
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.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC 1. Hydraulic Tank 2. Hoist Pump 3. High Pressure Filter 4. Hoist Pilot Valve 5. Hoist Limit Solenoid 6. Pilot Operated Check Valve 7. Hoist Valve 8. Brake Cooling Oil Supply (Front) 9. Brake Cooling Oil Supply (Rear) 10. Hoist Cylinder 11. Quick Disconnect 12. Overcenter Manifold 13. Check Valve 14. Counterbalance Valve 15. Bleeddown Manifold
L07029
Hoist Circuit
L7-3
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. 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).
lows 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.
FIGURE 7-2. HOIST VALVE 1. Inlet Section 2. Work Ports Spool Section 3. Tank Ports Spool Section 4. Inlet Section 5. Inlet Port 6. Outlet Port 7. Spool Section Cover 8. Separator Plate
Inlet Sections - Hoist Valve 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.
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 fol-
L7-4
Hoist Circuit
L07029
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. Spool Sections - Hoist Valve 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 end to block the work port from the high and low pressure cores when there is no flow through the spool cross holes. When there is flow through the pilot ports to the spools, a positive differential pressure at the top of the spool will overcome the bottom spring bias and the spool will shift to connect the work port to the high pressure core. When there is flow from the main valve work port to the pilot port through the cross-holes, a positive 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.
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).
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)
L07029
Hoist Circuit
L7-5
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 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 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.
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.
FIGURE 7-4. PUMP MODULE 1. Hoist Valve 2. Counterbalance Valve 3. Needle Valve 4. Overcenter Valve 5. Quick Disconnects 6. Steering/Brake Pump 7. Hoist Pump
L7-6
Hoist Circuit
L07029
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.)
L07029
Hoist Circuit
L7-7
Float Position Of Pilot Valve With Truck Body On Frame Figure 7-5 shows the position of the hoist pilot valve 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 7-5. 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.
L7-8
Hoist Circuit
L07029
FIGURE 7-5. FLOAT POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Tank 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 Circuit Port 24. Overcenter Manifold
L07029
Hoist Circuit
L7-9
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 counterbalance 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.
L7-10
Hoist Circuit
L07029
FIGURE 7-6. POWER UP POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Tank 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 Circuit Port 24. Overcenter Manifold
L07029
Hoist Circuit
L7-11
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.
L7-12
Hoist Circuit
L07029
FIGURE 7-7. HOLD POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Tank 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 Circuit Port 24. Overcenter Manifold
L07029
Hoist Circuit
L7-13
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.
L7-14
Hoist Circuit
L07029
FIGURE 7-8. POWER DOWN POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Tank 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 Circuit Port 24. Overcenter Manifold
L07029
Hoist Circuit
L7-15
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.
L7-16
Hoist Circuit
L07029
FIGURE 7-9. FLOAT POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Tank 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 Circuit Port 24. Overcenter Manifold
L07029
Hoist Circuit
L7-17
NOTES
L7-18
Hoist Circuit
L07029
SECTION L8 HOIST CIRCUIT COMPONENT REPAIR INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8 FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
L08032
Hoist Circuit Component Repair
L8-1
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-17 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18 Assembly - Quill and Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19 Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19 Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20 Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21 OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22 DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23 Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23 DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23 Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23 Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
L8-2
L08032
HOIST CIRCUIT COMPONENT REPAIR

HOIST VALVE
Removal move hoist lever to LOWER position to allow body to lower against safety cable and relieve hoist cylinder pressure. 3. Thoroughly clean the exterior of the hoist valve. 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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately. 1. Ensure adequate overhead clearance and raise truck body. Secure body in raised position with safety cable. 2. Using standard procedures, shut down engine and turn key switch to the off position. Slowly 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 (5, Figure 8-1).
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.
1. Hoist Cylinder 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Circuit Filters 5. Hoist Valve 6. Pump Drive Shaft 7. Hydraulic Tank
FIGURE 8-1. HOIST VALVE & PIPING
L08032
L8-3
O-Ring Replacement NOTE: It is not necessary to remove the individual valve sections to accomplish repair, unless emergency field repair is required to replace the Orings between sections to prevent leakage. Loosening and retightening of the main valve tie rod nut could cause distortion resulting in binding or severely sticking plungers, poppet and spools. To replace the O-rings between the valve sections: 1. Remove the four tie rod nuts and washers (5, Figure 8-2) from one end of the valve. Slide the tie rods from the valve and separate the 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 8-1. HOIST VALVE ASSEMBLY 4. Inlet Section (Front) 1. Inlet Section (Rear) 5. Nuts and Washers 2. Spool Section 6. Tie Rods (Work Ports) 7. Tube 3. Spool Section 8. Separator Plate (Tank Ports) 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.
FIGURE 8-3. TIGHTENING SEQUENCE FIGURE 8-2. TIE ROD INSTALLATION
L8-4
L08032
1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Flow Control & Main Relief Valve
FIGURE 8-4. INLET SECTION DISASSEMBLY 8. O-Rings 5. Spring 9. Inlet Valve Body 6. Sleeve 10. O-Rings 7. Secondary Low 11. Check Valves Pressure Relief
12. Springs 13. Cover 14. Capscrews
INLET SECTION
Disassembly 1. Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 2. Disconnect the external tube (7, Figure 8-2) at the cover end and remove. Remove capscrews (14, Figure 8-5), remove cover (13). Remove springs (12), check valves (11) and O-rings (10). NOTE: Inlet section shown removed from main valve body for clarity. 3. Remove capscrews (1) and cover (2). Remove springs (3 & 5) and flow control/main relief valve (4). Remove sleeve (6), low pressure relief (7) and O-rings (8). NOTE: If restrictor poppet removal in cover (2, Figure 8-5) is required, refer to Step 4 and Figure 8-6. 4. Remove sleeve (9), backup ring (8), O-ring (7), backup ring (6). Remove backup ring (5), O-ring (4), backup ring (3) and restrictor poppet (2). 5. Repeat steps 1 through 4 for the opposite inlet section if disassembly is required. FIGURE 8-5. RESTRICTOR POPPET REMOVAL (Inlet Cover) 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring 6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve
L08032
L8-5
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 88). 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 8-7. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 2. O-ring * 3. Backup Ring * FIGURE 8-6. POPPET AND BALL 1. Poppet 2. Steel Ball 3. O-Ring 4. O-Ring 5. O-Ring
*Note: Items 2 and 3 not used on all valves.
L8-6
L08032
FIGURE 8-8. WORK PORTS SPOOL SECTION ASEMBLY 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)
L08032
L8-7
Assembly POPPET COLOR Red Green White ORIFICE DIAMETER .140 in. (3.556 mm) .093 in. (2.362 mm) .063 in. (1.6 mm) 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. 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 Dri-loc #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.
DRILL SIZE #28 #42 #52
FIGURE 8-9. 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).
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.
L8-8
L08032
FRONT SPOOL SECTION (Tank Ports)

Disassembly NOTE: It is not necessary to remove the inlet sections (1 or 4, Figure 8-2) to accomplish spool section disassembly and repair. 1. Match mark or identify each spool in respect to its mating bore when removed. 2. Remove capscrews and lift spool section cover (4, Figure 8-12) from housing. 3. Remove and discard O-rings (5 & 6). 4. Remove capscrews and remove bottom cover (9) from spool housing. Remove and discard Orings. 5. Remove springs (8). Push spools (7) out of housing bores. FIGURE 8-10. SPOOL INSTALLATION 1. V Groove 2. Spool Assembly 3. Work Ports Spool Section 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.
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.
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).
L08032
L8-9
FIGURE 8-11. TANKS 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
L8-10
L08032
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 8-12. 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
L08032
L8-11
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 8-13. 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 8-14. RELIEF VALVE 1. Spool Housing 4. To Hoist Valve 2. Relief Valve (Rod End) 3. Supply Port 5. To Hoist Valve (Base End)
L8-12
L08032
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. 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. 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.
FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY 1. Spool Housing 4. O-ring 2. Check Poppet 5. Outlet Housing 3. Spring
FIGURE 8-16. TIE ROD NUT TORQUE 1. Nut 4. Tie Rod 2. Tie Rod 5. Outlet Housing 3. Nut
L08032
L8-13
HOIST CYLINDERS
Removal 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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is 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. 4. At the upper mount, remove self-locking nut (4, Figure 8-18) from pin retaining capscrew. Remove capscrew (5). Use a brass drift and hammer to drive pin (1) from bore of mounting bracket.
FIGURE 8-17. HOIST CYLINDER UPPER MOUNT 1. Pin 2. Retainer Ring 3. Bearing 4. Locknut 5. Capscrew
L8-14
L08032
Installation
Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 2500 lbs. (1135 kg). Use a suitable lifting device that can handle the load safely. 1. Raise the cylinder into position over the pivot point on the frame. The cylinder should be 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. 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. FIGURE 8-18. HOIST CYLINDER LOWER MOUNT 1. Capscrew 2. Lock Plate 3. Retainer 4. Retainer Ring 5. Bearing 6. Spacer
L08032
L8-15
1. Rod & Third Stage 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Plate 6. Rod Bearing Retainer 7. Capscrew 8. Seal 9. Snap Ring 10. Cover 11. Capscrews 12. O-Ring 13. Bearing 14. Bearing 15. Seal 16. Seal 17. Bearing 18. Buffer Seal 19. Bearing 20. Rod Seal 21. Rod Wiper 22. Quill Assembly 23. Backup Ring 24. Seal 25. Cushion
FIGURE 8-19. HOIST CYLINDER ASSEMBLY
L8-16
L08032
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 180. 3. Position cylinder with the cover (10, Figure 820) 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. Remove cushioin (25). NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks. 8. Rotate the cylinder housing 180. Remove the retainer installed in step 6. 9. Fabricate a round disc 12.5 in. (318 mm) in diameter 0.38 in. (10 mm) thick with a 0.56 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 0.50 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.
L08032
L8-17
Cleaning and Inspection NOTE: Use only fresh cleaning solvent, lint free wiping cloth and dry filtered compressed air when cleaning and handling hydraulic cylinder parts. Immediately after cleaning and inspection, coat all surfaces and parts with clean hydraulic oil (Type C4).
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 8-20. 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.
L8-18
L08032
Assembly - Quill and Cylinder NOTE: Use only new seals, bearings and O-rings during reassembly. Thoroughly lubricate all parts and seals with hydraulic oil to aid in assembly and to provide lubrication during initial operation. Quill Installation 1. The plugs (3, Figure 8-22) and the check balls (4) in the quill should be checked during any cylinder repair to insure the plugs are tight and ball seats are not damaged. Refer to 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 8-21. PLUG & CHECK BALL INSTALLATION 1. Cap Assembly 2. Quill Assembly 3. Plug 4. Check Ball
L08032
L8-19
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 8-22. SS1158 PLUG INSTALLATION & REMOVAL TOOL
L8-20
L08032
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 180 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). 8. Attach a lifting device to the rod eye (1) and align it over the housing (4). Install cushion (25) on rod with chamfered corner towards rod eye. Lower the rod into the housing. Lubricate the rod with hydraulic oil. 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 8-23. 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 819) and retainer rings (4) if removed.
L08032
L8-21
OVERCENTER VALVE MANIFOLD

The overcenter valve manifold is located to the rear of the hoist valve. The internal counterbalance valve relieves excessive pressure that can develop in the annulus area of the hoist cylinders if the load sticks to the tail of the body as the body goes overcenter while dumping. Figures 8-24 through 8-26 show the proper placement of the O-rings and backup-rings on the needle valve, counterbalance valve and the cavity plug. For information on how the overcenter valve functions, see Hoist Circuit Operation, this section. For adjusting of the counterbalance valve, refer to the Hydraulic Checkout Procedure in this Section.
FIGURE 8-26. CAVITY PLUG 1. O-Rings 2. Backup-Rings
FIGURE 8-24. NEEDLE VALVE 1. O-Rings 2. Backup-Rings
FIGURE 8-25. COUNTERBALANCE VALVE 1. O-Rings 2. Backup-Rings
L8-22
L08032
DISABLED TRUCK DUMPING PROCEDURE

Sometimes it is necessary to dump a load from the body of a truck when the hoist system is inoperable. The following instructions describe the use of a "good" truck to provide the hydraulic power required to raise the body of the "disabled" truck to dump the load. In the example below, Figure 8-27 illustrates a typical hookup from the good truck. The disabled truck may be another Model 930E, or a different Komatsu model. Hookup Be certain there is an adequate, clear area to dump 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 8-27) 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, the hoses will be installed at the quick disconnects shown in Figure 8-27 and will be crossed when connected. FIGURE 8-27. PUMP MODULE, HOSE HOOKUP 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 5. Overcenter Manifold
b. Remove the cap from the hoist pilot valve relief valve (2, Figure 8-14) 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 L, Hydraulic Check-Out Procedure. 10. Check hydraulic tank oil level.
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.
L08032
L8-23
NOTES:
L8-24
L08032
SECTION L9 HYDRAULIC SYSTEM FILTERS INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
L09008
Hydraulic System Filters
L9-1
NOTES
L9-2
L09008
HYDRAULIC SYSTEM FILTERS

HOIST CIRCUIT FILTER
The hoist circuit filters (Figure 9-1) are located at the back of the fuel tank below the right frame rail. The filter provides secondary filtering protection for hydraulic oil flowing to the hoist valve and hoist 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 illuminate. Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator to change the element. Refer to Section P, Lubrication and Service, for 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 element.
Filter Element Replacement
Relieve pressure before disconnecting hydraulic and lines. Tighten all connections before applying starting the machine. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
FIGURE 9-1. HOIST CIRCUIT FILTER 1. O-Ring 2. Pressure Tap 3. Filter Head 4. O-Ring 5. Indicator Switch 6. O-Ring 7. Backup Ring 8. Set Screw 9. Filter Element 10. Bowl 11. Drain Plug 12. O-Ring 13. Bottom Plug
L09008
L9-3
Removal - Hoist Circuit Filter 1. With the key switch OFF allow at least 90 seconds for the accumulators to bleed down. 2. Remove drain plug (11, Figure 9-1). Remove bottom plug (13) and drain oil from the housing into a suitable container.
Installation - Hoist Circuit Filter 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 drain plug (11).
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 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.
Indicator Switch - Hoist Circuit Filter 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.
L9-4
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 5 psid (240 35 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 element.
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 person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
FIGURE 9-2. STEERING CIRCUIT FILTER 1. Indicator Switch 2. Setscrew 3. Head 4. Pressure Tap 5. O-Ring 6. Filter Element 7. Bowl 8. O-Ring 9. Drain Plug
L09008
L9-5
Removal - Steering Circuit Filter 1. With the key switch OFF allow at least 90 seconds for the accumulators to bleed down. 2. Remove drain plug (9, Figure 9-2) and drain oil from the housing into a suitable container.
INDICATOR SWITCH
The hydraulic filter indicator switch is factory preset to actuate at 35 5 psid (240 35 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.
Use care to avoid contact with hot oil if the truck has been operating. Avoid spillage and contamination! 3. Remove bowl (7) and element (6). 4. Remove and discard O-ring (5) on filter bowl. 5. Clean bowl in solvent and dry thoroughly. Installation - Steering Circuit Filter 1. Install new element (6). Install new O-ring (5) on bowl. 2. Install bowl on filter head and tighten. 3. Install drain plug (9), and O-ring (8). Indicator Switch - Steering Circuit Filter The indicator switch (1, Figure 9-2) is factory preset to actuate at 35 5 psid (240 35 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.
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 5 psid (240 35 kPa). 5. If switch contacts fail to close, replace switch assembly. NOTE: The hydraulic filter warning lamp may be activated by either the hoist or steering/brake circuit filter indicator switches.
L9-6
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
L9-7
NOTES
L9-8
L09008
SECTION L10 HYDRAULIC CHECK-OUT PROCEDURE INDEX

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . L10-3 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4 Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4 Steering Control Unit and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5 Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5 STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6 SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9 Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10 Hoist Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11 Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11 Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11 Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13 Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14 930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-15 930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16
L10018
Hydraulic Check-out Procedure
L10-1
NOTES
L10-2
L010018
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. 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.
Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is 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.
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.
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 E34, Propulsion System, for GF switch location.)
L10018
L10-3
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. Steering Accumulator Bleeddown Solenoid 7. Pressure Test Port (TP3) 8. Supply to Flow Amplifier 9. Return from Flow Amplifier 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. 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.
5. Back out the pressure compensator adjustment screw (3), by turning counterclockwise.
1. Stroke Adjustment 2. Unloader Adjustment
3. Compensator Adjustment 4. GPA Port
L10-4
L010018
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 line (9, Figure 10-2) at the bleeddown manifold. Plug the port on the bleeddown manifold. 2. Disconnect steering control unit return line 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 hydraulic lines still disconnected from Steering Control Unit and Flow Amplifier Leakage Test, disconnect the hoist pilot valve return hose (14, Figure 10-2) located on the side of the bleeddown manifold. Plug the open port on 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.
L10018
L10-5
STEERING/BRAKE PUMP STROKE ADJUSTMENT

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 top of bleeddown manifold) is defective and should be replaced. * Record on Data Sheet 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.
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
L10-6
L010018
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. 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.
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).
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 cross member, 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. The other gauge should read 3100 psi (21,370 kPa). * Record on Data Sheet
L10018
L10-7
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES

NOTE: If relief valve or hoist valve assembly has been replaced or rebuilt, hoist valve power up pressure should be checked. Also, check the brake cooling circuit for correct pressures. Check hoist system power down relief pressure if the hoist pilot valve has been replaced or rebuilt.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
Equipment Requirements The following equipment will be necessary to 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. Note: Hydraulic oil temperature approximately 70F (21C) during test. Pressure Gauge Locations 1. Install a 0-100 psi (0-1000 kPa) low pressure gauge at the brake cooling circuit manifold block (1, Figure 10-4) at the front of the hoist valve to monitor front brake cooling oil pressure. 2. Install a 0-3500 PSI (0-25,000 kPa) gauge in the overcenter manifold power down test port marked TPD (3, Figure 10-9) located on front face of manifold. 3. Install a 0-3500 PSI (0-25,000 kPa) gauge in each hoist pump filter pressure test ports (2, Figure 10-4). 4. Install a 0-100 psi (0-1000 kPa) low pressure gauge at the upper left test port (3, Figure 10-7) in the brake/hoist return manifold to monitor rear brake cooling supply pressure. should be FIGURE 10-4. PRESSURE TAPS 1. Test Port - Front Brake Cooling 2. Test Port - Hoist Pump Pressure at Filter 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 (1, Figure 10-4) and rear (3, Figure 10-7) brake cooling circuits 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 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 should be approximately 50 psi (344 kPa) or less. * Record on Data Sheet
L10-8
L010018
4. With engine at 1500 RPM, move the hoist control lever to POWER UP. Pressure at front and rear brake cooling circuits should drop to 0 psi (0 kPa) while body raises. * Record on Data Sheet 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.
c. Move hoist control lever to the power down position and allow body to completely rest on frame rails. 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 Orings (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.
Be sure there is adequate (safe) overhead clearance before raising body to full up position.
2. With engine at low-idle, place hoist lever in POWER UP position and hold until body is in the full raised position. (Be certain gauges are identified as to the front or rear section of the pump when pressures are read.) Pressure at both hoist pump filter test ports should be 2500 100 psi (17,237 690 kPa). * Record on Data Sheet
Adjustment If hoist relief pressure is incorrect on either gauge, the corresponding relief valve should be readjusted. Adjust relief valve in rear hoist valve inlet section if the rear pump section pressure was incorrect and/or adjust the relief valve in front hoist valve inlet section if the front pump section pressure was incorrect. 1. If power up relief pressure is incorrect in either 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.
FIGURE 10-5. INLET SECTION (Front & Rear Inlet Sections are Identical) 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
L10018
L10-9
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 (3, Figure 10-9) 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 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 2. Rear Brake Supply 3. Rear Brake Supply Pressure 4. Front Brake Supply Pressure 5. Rear Brake Cooling Oil (From Hoist Valve) 6. Return From Hoist Valve 7. Return From Hoist Valve 8. Brake/Hoist Return Oil Manifold 9. Front Brake Bypass 10. Rear Brake Return Pressure 11. Hoist Return Pressure 12. Front Brake Return Pressure 13. Rear Brake Return 14. Rear Brake Return 15. Hoist Return to Tank 16. Front Brake Return 17. Front Brake Return 18. Front Brake Return
FIGURE 10-6. POWER DOWN RELIEF VALVE 1. Spool Housing 2. Relief Valve
L10-10
L010018
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 (9, Figure 10-9) on overcenter manifold. Turn adjustment stem fully clockwise. 2. Remove plug from PILOT VENT port (8) 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 (7) on overcenter manifold. Use a hose that is long enough to read the pressure gauge in the cab of the truck. Do not read the gauge near the overcenter manifold or make adjustments while the engine is running. (Gauge will measure rod end pressure; the pressure controlled by the counterbalance valve.)
Counterbalance Valve Pressure Check Only: 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. Refer to Counterbalance Valve Adjustment and perform the adjustment procedure. b. If pressure is below 3000 psi (20.7 MPa), increase engine speed by approximately 300 rpm and observe pressure on gauge.
FIGURE 10-9. OVERCENTER MANIFOLDVALVE 1. Check Valves 2. Overcenter Valve Manifold 3. Power Down Test Port (TPD) 4. Counterbalance Valve 5. Counterbalance Valve Test Port (TCBVP) 6. Power Up Test Port (TPU) 7. Test Port (TR) 8. Pilot Vent Port 9. Needle Valve 10. Counterbalance Valve Port (TCBV)
FIGURE 10-8. COUNTERBALANCE VALVE ADJUSTMENT 5. TPD Pressure Test 1. Hoist Valve Port 2. Counterbalance Valve 6. Overcenter Manifold 3. Needle Valve 4. Pilot Vent Port Plug
a.
L10018
L10-11
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.) adjust the counterbalance valve.
Counterbalance Valve Adjustment 1. Loosen locknut on adjustment stem of counterbalance valve (4, Figure 10-9) (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 (8). Remove pressure gauge. 5. Turn needle valve adjustment stem (9) fully out and secure locknut.
L10-12
L010018
HYDRAULIC SYSTEM FLUSHING PROCEDURE

The following instructions outline the procedure for flushing the hydraulic system. 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. Flushing Procedure 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. of 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 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. 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.
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.
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.)
L10018
L10-13
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 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.
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.
L10-14
L010018
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER ___________
__________ Steering Accumulators charged to 1400 psi (9650 kPa). Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out Procedures.
PUMP PRESSURE CONTROL ADJUSTMENTS STEP 6___________ Steering pump compensator pressure STEP 11__________ Steering pump unload pressure. STEP 12__________ Steering pump load pressure. STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS STEP 4___________ Flow amplifier return hose leakage. STEP 5___________ Steering control unit return hose leakage. BLEEDDOWN MANIFOLD LEAKAGE TEST STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage. SHOCK AND SUCTION VALVES TEST STEP 6___________ Shock and suction valve pressure, left steer. STEP 7___________ Shock and suction valve pressure, right steer. STEP 9___________ Steering relief valve pressure setting. STEP 12__________ Steering pump reload pressure. Name of Technician or Inspector Performing Check-Out __________________________ Date __________________________
L10018
L10-15
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out 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 _________________________
L10-16
L010018
SECTION M OPTIONS AND SPECIAL TOOLS INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
PAYLOAD METER III - ON BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
M01043
Index
M1-1
NOTES
M1-2
Index
M01043
SECTION M2 FIRE CONTROL SYSTEMS INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4 CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5 Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7 Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7 Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9 Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9 INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11 TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M02005
Fire Control Systems
M2-1
NOTES
M2-2
M02005
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. 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. 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.
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.
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
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
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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. 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. 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. 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. 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. 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.
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M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1

The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2-5) uses linear detection wire. This is a two conductor heat rated thermo cable. When the detection cable is subjected to 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 2-5.
Control Module (Figure 2-4): Provides the electrical connections necessary between the power lead and the linear detection wire to the power lead supplying electrical power, via the squib, to the actuator. Also provides a visual check of power availability - pressing the switch button will illuminate the green indicator light if electrical power is available in the system.
FIGURE 2-4. CONTROL MODULE
FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM 1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown) 2. Manual/Automatic Actuator 4. Power Wire
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Actuator (Figure 2-6) 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 2-8. POWER WIRE
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR Linear Detection Wire (Figure 2-7): 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 2-9. TEST KIT 1. Indicator Light Assembly 2. End-of-Line Detection Wire Jumper Assembly Test Kit (Figure 2-9): Provides for checking of electrical continuity and consists of an indicator light assembly and an End-ofLine linear detection wire jumper assembly.
FIGURE 2-10. SQUIB FIGURE 2-7. LINEAR DETECTION WIRE Power Wire (Figure 2-8): 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 2-10) 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.
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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 2-11). 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.
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 The Electric Detection System covered in this section. b. If battery power is correct, proceed to checking total system power.
FIGURE 2-12. POWER CHECK
FIGURE 2-11. 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 necessary 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. 1. The Power Wire a. Depress the button on top of the control module and note green indicator light (Figure 2-12). With button, depressed, light should
Do Not install squib to power lead at this time (Figure 2-13).
FIGURE 2-13. DO NOT CONNECT SQUIB
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c. Proceed to the end of the last length of detection wire and remove the jumper assembly (Figure 2-15). Finally, put original plugged blank connector onto detection wire. The test module light should immediately go out. If light does not go out refer to "Troubleshooting". d. Remove the test kit from the system by, first, disconnecting the squib connector from the test module (Figure 2-17). NOTE: Retain these components for possible later use. ! CAUTION ! Remove jumper to prevent fire suppression system from discharging when squib is installed in electric detection and actuation system.
FIGURE 2-14. 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 2-14) and install the jumper assembly. NOTE: Retain plugged connector to be reinstalled after testing is completed. b. With jumper in place, screw squib connector into receptacle on test module (Figure 2-15). Test module light should immediately 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 2-16. REMOVE JUMPER ASSEMBLY
FIGURE 2-15. INSTALL TEST MODULE ASSEMBLY
FIGURE 2-17. REMOVE INDICATOR LIGHT ASSEMBLY
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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 2-18). After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge (Figure 2-19).
Always install squib into actuator body first, before installing connector onto threaded body of squib. Possible injury could result if squib was actuated outside of actuator body. Install squib connector onto threaded stud of squib (Figure 2-20). Hand tighten as firmly as possible. Placing the Electric Detection & Actuation System Into Service 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 2-21).
FIGURE 2-18.
FIGURE 2-19.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower actuator body and hand tighten firmly. FIGURE 2-20. 5. Record date that system was placed in service.
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INSPECTION AND MAINTENANCE SCHEDULES
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 2-22. 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 2-22). 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 2-23). Light on the test module should immediately illuminate. This test confirms that the detection wire is properly installed and will function as intended.
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10. Remove the test kit from the system by disconnecting the squib connector from the test module (Figure 2-24).
Failure to remove jumper assembly will cause system discharge when squib is installed into electric detection and actuation system. 11. Remove squib from actuator body and check that it has not been fired. Reinstall squib and wrench tighten firmly. 12. Reinstall squib connector to squib and firmly tighten by hand. 13. Pull ring pin on electric detection and actuation system actuator and push pin several times to insure smooth movement. Reinstall ring pin and attach lead wire seal. FIGURE 2-23. ATTACH INDICATOR LIGHT ASSEMBLY (Test Module) If test module light does not illuminate, refer to Troubleshooting The Electric Detection System, 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 The Electric Detection System,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 2-24. REMOVE TEST MODULE
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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 up-most position. To clean actuator (See Figure 2-25): 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 button 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 2-25). FIGURE 2-25. ACTUATOR ASSEMBLY
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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 security, move away from heat source, and recharge Remove jumper, reinstall plugged end of line connector and recharge
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NOTES
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SPECIAL TOOLS
Part Number EB1759 Description Nitrogen Charging Kit Use Suspension & Accumulator Nitrogen Charging
1. T Handle Valve 2. Charging Valve Adapter 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas NOTE: Arrangement of parts may vary from illustration shown, depending on Charging Kit P/N.
Part Number EJ2626 (No longer available as complete unit) EJ2271 PC0706 TH9449
Description Roller Assy.
Use Power Module Remove & Install
Roller Mount Bearing Bearing Retainer Ring Roller Retainer Ring Capscrew 0.75 -10 NC x 2 1/4 in.
TG1680
C1645
C1542 EH8686
Lockwasher 0.75 in. Roller Ring
M08018
Special Tools
M8-1
Part Number PB8326
Description Offset Box End Wrench, 1 7/16 in.
Use Miscellaneous & Cab Mounting
Part Number TZ2734
Description 3/4 in. Torque Adapter
Use Miscellaneous
Part Number TZ2733
Description Tubular Handle
Use Use with PB8326 & TZ2734
Part Number BF4117
Description Seal Installation Tool
Use Front & Rear Disc Brake Floating Ring Seal Installation Rear Axle/Hub Adaptor Floating Ring Seal Installation
ED3347
Seal Installation Tool
M8-2
Special Tools
M08018
Part Number EH4638
Description Sleeve Alignment Tool
Use Steering Linkage and Tie Rod Assembly, Refer to Section G
Part Number EF9302
Description Wear Indicator
Use Brake Disc Wear, Refer to Section J
EB1723 EF9301 WA0010 TL3995 EB4813 SV9812
Cap, Indicator Pin, Indicator O-ring, Indicator Pin O-ring, Indicator Cap Housing, Indicator O-ring, Housing
Part Number EF9160
Description Harness
Use Payload Meter Download, Refer to Section M, Payload Meter
M08018
Special Tools
M8-3
Part Number EH7817
Description Alignment Tool
Use Upper Hoist Pin
Part Number PB4684
Description Hydraulic Coupling
Use Miscellaneous
Part Number PB9067
Description Bulkhead Connector
Use Battery Jumper
M8-4
Special Tools
M08018
930E-3 SPINDLE REMOVAL TOOL Dimension "A" - Bolt Hole Diameter Dimension "B" - Plate Outside Diameter Dimension "C" - Bolt Circle Diameter Dimension "D" - Plate Inside Diameter Dimension "E" - Plate Thickness Dimension "F" - Cylinder Height Dimension "G" - Cylinder Outer Diameter Dimension "H" - Cylinder Inner Diameter Dimension "I" - Cylinder Wall Thickness NOTE: Surface A-A must be parallel to surface B-B within 0.062 in. after welding.
M08018
Special Tools
M8-5
TABLE 1. PUSHER TOOL DIMENSIONS Dimension "A" "B" "C" "D" "E" "F" "G" "H" "I" Description Plate Bolt Hole Diameter Plate O.D. Bolt Circle Diameter Plate I.D. Plate Thickness Pusher Cylinder Height Pusher Cylinder O.D. Pusher Cylinder I.D. Cylinder Wall Thickness 930E-3 1.37 in. (34.8 mm) 22.75 in. (577.9 mm) 20.38 in. (517.7 mm) 2.00 in. (50.8 mm) 1.37 in. (34.8 mm) 5.25 in. (133.4 mm) 12.62 in. (320.6 mm) 9.00 in. (228.6 mm) 1.81 in. (46.0 mm) Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool to properly remove the spindles from the machine.
M8-6
Special Tools
M08018
SECTION M20 PAYLOAD METER III INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Keyswitch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 OPERATORS DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
M20008 11/03
Payload Meter III
M20-1
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15 Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16 M: Haul Cycle Too Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 N: Sensor Input Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17 Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 PC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24 Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
M20-2
Payload Meter III
11/03 M20008
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24 Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24 Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 No Payload Display When Keyswitch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35 No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36 No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36 No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 Load Lights Dont Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38 Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39 Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39 Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39 Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41 Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41 Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41 Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-42
M20008 11/03
Payload Meter III
M20-3
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Alarm 15 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47 Alarm 16 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47 Alarm 24 - System Key-On Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47 Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51 Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51 PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55 Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55 Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57 PAYLOAD METER III COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
M20-4
Payload Meter III
11/03 M20008
OPERATION SECTION
INTRODUCTION
Payload Meter III (PLMIII) measures, displays and records the weight of material being carried by an offhighway truck. The system generally consists of a payload meter, a gauge display, deck-mounted lights, and sensors. The primary sensors are four suspension pressures and an inclinometer. Other inputs include a body up signal, brake lock signal, and speed. Data Summary 5208 haul cycles can be stored in memory. The following information is recorded for each haul cycle: Payload Operator ID number (0000-9999) Distance traveled loaded and empty The amount of time spent empty run/stop, loading, loaded run/stop, and dumping Maximum speed loaded and empty with time of day Average speed loaded and empty Empty carry-back load Haul-cycle, loading, dumping start time of day. Peak positive and peak negative frame torque with time of day Peak sprung load with time of day Tire ton-mph for each front and average per rear tires The payload meter stores lifetime data that cannot be erased. This data includes: Top 5 maximum payloads and time stamps. Top 5 positive and negative frame torque and time stamps Top 5 maximum speeds and time stamps Data Gathering Windows 95/98/NT software is available to download, store and view payload and fault information. The PC software will download an entire truck fleet into one Paradox database file. Users can query the database by date, time, truck type and truck number to produce reports, graphs and export the data. The software can export the data in '.CSV' format that can be easily imported into most spreadsheet applications. The Windows software is not compatible with the Payload Meter II system. It is important that each payload meter be configured for each truck using the PC software. The information for frame serial number and truck number is used by the database program to organize the payload data. In addition, the payload meter must be configured to make calculations for the proper truck model. Improper configuration can lead to data loss and inaccurate payload calculations.
M20008 11/03
Payload Meter III
M20-5
System Diagram
Suspension Pressure Sensors PLMIII uses a two-wire pressure sensor. The range for the pressure sensor is 4000 psi (281 kg/cm2) and the overload limit is 10,000 psi (700 kg/cm2). One wire to the sensor is the supply voltage and the other is the signal. The 0-4000 psi range is converted into an electrical current between 4-20 ma. The supply voltage for the sensor is nominally +18vdc. Each pressure sensor has an 90" length of cable that is terminated with #10 ring terminals. The cable is specially shielded and reinforced to provide mechanical strength and electronic noise immunity. A typical part number for the pressure sensor is PC1578. Inclinometer The inclinometer is used to increase the accuracy of load calculations on an incline. The inclinometer uses three wires. For the sensor, red is the +18vdc supply voltage, black is ground and the white is the signal. The incline signal is a voltage between 1 and 4 volts. Zero degrees of incline is represented by 2.6vdc on the signal line. The voltage signal will be decreased by 0.103vdc for every degree of nose up incline. A typical part number for the inclinometer assembly is 7861-92-5330.
Operator Display The speedometer/display gauge is used as a speedometer and payload display. The top display is used for speed and can display metric (km/h) or English (mph) units. Grounding terminal #4 on the back of the speedometer will switch the meter to display metric units. Leaving terminal #4 unconnected will cause the gauge to display English units. The speedometer can be adjusted using a calibration potentiometer in the back just like existing speedometers. The payload meter uses the lower display for payload information. The normal display mode shows the current payload. The display can be changed to show the load and total tons counter or the Operator ID. Using the operator switch on the dash panel, the current suspension pressures and incline can be displayed. The units for display are set using the PC software. Payloads can be displayed in Short Tons, Long Tons or Metric Tons. A typical part number for this gauge is the PC0550.
M20-6
Payload Meter III
11/03 M20008
Operator Switch The payload operator switch is used to set, view and clear the Total Load Counter and Total Ton Counter. It is also used to enter the Operator ID number (09999). This switch can also be used to view the suspension pressures and inclinometer. The payload meter operator switch is located on the dashboard. It is a two-way momentary switch. The top position is the SELECT position. The SELECT position is used step through the different displays. The lower position is the SET position. The SET position is used to set the Operator ID or clear the load and total ton counters. Normally the inputs from the switch to the payload meter are open circuit. The switch momentarily connects the circuit to ground. Speed Input PLMIII uses a speed signal to calculate speed, distance, and other performance data. This input is critical to the proper operation of the system. PLMIII receives this signal from the speedometer/operator display on the dashboard. The same signal displayed to the operator is used by the system. Distance calculations are made based on the rolling radius of the tires for a particular truck. Body-Up Switch The Body-Up input signal is received from a magnetic switch located on the inside of the truck frame, forward the pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is down, the switch closes and completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open circuit indicates that the body is up. Brake Lock Switch The brake lock is used to lock the rear brakes on the truck. It is necessary for the accurate calculation of swingloads during the loading process. Without the brake lock applied, the payload meter will not calculate swingloads during the loading process. Without the brake lock, the payload meter will assume that the truck was loaded using a continuous loader and flag the haul cycle record. All other functions will be normal regardless of brake lock usage. The brake lock input comes from the switch located on the dash panel. The brake lock switch connects the circuit to ground. Open circuit indicates brake lock off. Ground indicates brake lock on.
Payload Meter The payload meter is housed in a black aluminum housing. There is a small window on the face of the unit. Status and active alarm codes can be viewed through the window. During normal operation, a twodigit display flashes 0 back and forth. Active fault codes will be displayed for two seconds. These codes are typically viewed using the laptop computer connected to the serial communications port. There is one 40-pin connector on the payload meter. A jack-screw is used to hold the payload meter and wire harness connector housings together. This screw requires a 4mm or 5/32 hex wrench. The correct tightening torque for this screw is 25 lb-in. Four bolts hold the payload meter housing to its mounting bracket in the cab. The circuit board inside the payload meter housing is made from multi-layer, dual-sided surface-mount electronics. There are no field serviceable components inside. The electronics are designed to withstand the harsh operating environment of the mining industry. Opening the payload meter housing will result in voiding the warranty. Communications Ports The payload meter has two RS232 serial communications ports and two CAN ports. Connections for the two serial ports are available inside the payload meter junction box. The two CAN ports are available for future electronics systems. Serial port #1 is used to communicate with the dashboard display. It is also used to connect to the laptop computer. The display gauge will remain blank when the PC is using the serial port. This port initially operates with serial settings at 9600,8,N,1. These settings change automatically to increase the communications rate when the PC is using the port. This serial port uses a 3-wire hardware connection. Serial port #2 is used to communicate to other onboard electronics like Modular Mining's Dispatch system or the Scoreboard from Komatsu. This port uses a 3-wire hardware connection. Connections to this serial port need to be approved by Komatsu. Several protocol options are available and detailed technical information is available depending on licensing.
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Payload Meter III
M20-7
Keyswitch Input PLMIII monitors the status of the keyswitch. 24vdc indicates that the keyswitch is on, open indicates the keyswitch is off. The payload meter does not receive its electrical power from the keyswitch circuit. The payload meter will remain on for several seconds after keyswitch is removed. When the keyswitch power is removed, payload meter performs a series of internal memory operations before turning itself off. To allow for these operations, the keyswitch should be turned off for at least 15 seconds before turning the keyswitch back on. The payload meter will automatically reset itself without error if not enough time is given for these operations. The display may blink briefly.
Load Lights PLMIII uses load lights to indicate to the shovel operator the approximate weight of the material in the truck. The load lights are illuminated only when the brake lock is applied. The lights are controlled by the payload meter through a series of relays in the junction box. The payload meter controls the relays with 24vdc outputs. A 24vdc signal from the payload meter powers the relay coil and connects battery power to the load light. When the relay is not powered by the payload meter, a pre-warm resistor connects the load light to a reduced voltage. This circuit pre-warms the load light filaments and reduces the inrush current when the light is fully illuminated. This lengthens the operating life of the load lights. The load lights progressively indicate to the shovel operator the approximate weight of the material in the truck. A flashing green light indicates the next swingload will make the measured load greater than 50% of rated load. A solid green light indicates that the current load is greater than 50% of rated capacity. A flashing amber light indicates the next swingload will make the measured load greater than 90% of rated load. A solid amber light indicates that the current load is greater than 90% of rated capacity. A flashing red light indicates the next swingload will make the measured load greater than 105% of rated load. A solid red light indicates that the current load is greater than 105% of rated capacity. The optimal loading target is a solid green and amber lights with a flashing red light. This indicates that the load is between 90% and 105% of rated load for the truck and the next swingload will load the truck over 105%.
Payload Meter Power The payload meter receives its power from the battery circuit on the truck. Removing battery power from the payload meter before removing keyswitch and waiting 15 seconds may result in lost haul cycle data. The payload meter turns itself off approximately 15 seconds after the keyswitch power is removed. Some haul cycle data will be lost if battery power is removed before waiting 15 seconds. The payload meter system operates at a nominal voltage of 24vdc at 1 to 2 amps depending on options. The payload meter is designed to turn itself off if the supply voltage rises above 36vdc. The payload meter is also protected by a 5 amp circuit breaker located in the junction box. Power to the load lights comes from the same battery circuit. The load lights are powered through a relay. The keyswitch circuit controls the relay. The load lights are also protected by a 15 amp circuit breaker in the junction box.
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Payload Meter III
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Wiring and Termination Most of the PLMIII truck connections use a heavyduty cable. This yellow multi-conductor cable uses a 16awg, finely stranded wire designed for continuous motion operations. The conductors are protected by a foil and braided shield for electronic noise immunity and physical strength. This wire is typically terminated with a #10 ring terminal, part number VH2584. Most connections for the PLMIII system are made in the payload meter junction box.
TCI Outputs The GE drive system on the 930E requires information from the payload meter regarding the loaded condition of the truck. There are three outputs from the payload meter to GE to indicate the relative load in the truck. 24 vdc on the 73MSL circuit indicates that the load is 70% of rated load. 24 vdc on the 73FSL circuit indicates the truck is 100% loaded. The 73OSL circuit is not currently used.
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Payload Meter III
M20-9
OPERATORS DISPLAY AND SWITCH

Reading the Speedometer The top window of the speedometer/display gauge is the speedometer section. The display shows the speed indicated by the frequency being received by the gauge. This can be adjusted using the potentiometer on the back of the gauge. In addition, the units for the display can be changed. Terminal #4 controls the displayed units. If #4 is grounded, the display will be metric. If terminal #4 is left open, the display will be in English units.
Using the Operator ID The current Operator ID number is recorded with each haul cycle. The number can be between 0 and 9999. To set the Operator ID: 1. Press the SELECT switch until Id= is displayed. 2. Hold the SET button until 0000 is displayed. The first digit should be flashing. 3. Press the SET button again to change the digit. 4. Press the SELECT button once to adjust the second digit. 5. Use the SET button again to change the digit. 6. Press the SELECT button once to adjust the third digit. 7. Use the SET button again to change the digit. 8. Press the SELECT button once to adjust the fourth digit. 9. Use the SET button again to change the digit 10. Press the SELECT button one more time to enter the ID. If no buttons are pressed for 30 seconds, the display will return to normal operation. The number being entered will be lost and the ID number returns to the previous ID number.
Reading the Load Display The lower display on the speedometer/display gauge is used for payload information. The SELECT position on the operator switch allows the user to scroll through a number of useful displays. The order for the displays is as follows:
PL= Payload Id= Operator ID tL= Total Shift Tons LC= Shift Load Counter LF= Left Front Suspension Pressure rF= Right Front Suspension Pressure Lr= Left Rear Suspension Pressure rr= Right Rear Suspension Pressure In= Inclinometer
Using the Load and Ton Counter PLMIII allows the truck operator to monitor and track the total tons hauled and the number of haul cycles during the shift. This display can be cleared at the beginning of each shift to allow the operator to record how many loads and tons have been hauled during the shift. Total Ton Counter The Total Ton Counter records the number of tons hauled since the last time it was cleared. This display is in 100s of tons. For example, if the display shows the total tons is 43,200. This display can be cleared at the beginning of each shift to allow the operator to record how many tons have been hauled during the shift. The units are selected using the PC software. To view the Total Ton Counter press and release the SELECT switch until the gauge.
The display holds the displayed information until the SELECT switch is pressed again. The suspension pressures, inclinometer, and payload displays are based on current sensor inputs. Communications to the display use the same serial link as the download connection. Whenever another computer is connected to serial port #1 to download or configure the system, the lower display will blank. This is not the same connection used by mine dispatch systems.
432
tL= is displayed on
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M20-10
Payload Meter III
Total Load Counter The Total Load Counter records the number of loads hauled since the last time it was cleared. This display can be cleared at the beginning of each shift to allow the operator to record how many loads have been hauled during the shift. To view the Total Load Counter press and release the SELECT switch until displayed on the gauge.
The inclinometer displays whole degrees of incline. Positive incline is truck nose up. The gauge will quickly display the type of information shown every 10 seconds. For example, if the left-front pressure is being displayed,
LC=
minute. display this information.
Lf= will flash on the display every Only the payload display, PL= does not Lf= is displayed. rf= is displayed. Lr= is displayed. rr= is displayed. In=
is
is
Left Front Pressure - To display the pressure in the left-front suspension, press and release the SELECT switch until Right Front Pressure - To display the pressure in the right-front suspension, press and release the SELECT switch until Left Rear Pressure - To display the pressure in the left-rear suspension, press and release the SELECT switch until
Clearing the Counters Clearing the Total Ton Counter or Total Load Counter clears both records. To clear the total ton and total load counter: 1. Press the SELECT switch until
tL=
or
LC= is displayed.
2. Hold the SET button until the display clears.
Right Rear Pressure - To display the pressure in the right-rear suspension, press and release the SELECT switch until Inclinometer - To display the truck incline, press
Viewing Live Sensor Data The display can also be used to quickly show the current readings from the four suspension pressure sensors and the inclinometer. This can be used during regularly scheduled service periods to check the state of the suspensions. These displays are live and will update as the values change. The live displays cannot be cleared and the SET button will have no effect. The units for the display are controlled by the configuration of the payload meter. If the payload meter is set to display metric units, the pressures will be displayed in tenths of kg/cm2. For example, if the display shows
and release the SELECT switch until displayed.
Other Display Messages On startup of the payload meter system, the gauge display will scroll the truck type that the PLMIII is configured for. For example, on a 930E, the gauge will scroll,
----930E---.
If the PLMIII encounters memory problems, it will display where 88 is the specific memory error. In this very rare circumstance, the system should be turned off for 30 seconds and restarted.
202 the actual value is 20.2 kg/
ER88
cm2. If the payload meter is set to display short tons, the pressures will be displayed in psi (lbs/in2). To convert from kg/cm2 to psi, multiply by 14.2 1kg/cm2 = 14.2 psi. There is no way to detect the units setting for the gauge without the PC software.
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Payload Meter III
M20-11
PAYLOAD OPERATION & CALCULATION

Description of Haul Cycle States The typical haul cycle can be broken down into eight distinct stages or states. Each state requires the payload meter to make different calculations and store different data. States" or stages of a typical haul cycle 1. Tare Zone 2. Empty 3. Loading 4. Maneuvering 5. Final Zone 6. Hauling 7. Dumping 8. After Dump
switch from empty to loading is through continuous loading. This can happen if the brake lock is not used during loading. If the load increases above 50% of rated load for 10 seconds without the brake lock applied, the meter will switch to loading and record the continuous_loading flag in the haul cycle. The payload meter switches from loading to maneuvering as soon as the truck begins moving. The maneuvering zone is 160m and is designed to allow the operator to reposition the truck under the shovel. More payload can be added anytime within the maneuvering zone. Once the truck travels 160m (0.1 miles) the payload meter switches to the final_zone and begins calculating payload. If the body is raised while the payload meter is in the maneuvering state, the no_final_load flag will be recorded in the haul cycle record, no payload will be calculated, and the meter will switch to the dumping state. While in the final_zone moving faster than 5 km/h (3 mph), the payload meter calculates the loaded sprung weight of the truck. The same advanced algorithm is used to calculate the empty and loaded sprung weights. The payload meter will switch from the final_zone to the dumping state if the Body-Up signal is received. If the truck has moved for less than 1 minute in the final_zone, the payload meter will calculate the final payload using an averaging technique which may be less accurate. If this happens, the average_load flag will be recorded in the haul cycle. The payload meter switches to the dumping state when the dump body rises. The payload meter will switch from dumping to after_dump when the dump body comes back down. From the after_dump, the payload meter will switch to one of three states: 1. If the average payload is greater than 20% of rated load and no final payload has been calculated, the payload meter will return to the maneuvering state. After the truck travels 160m (0.1 mile) the meter will switch to the final_zone and attempt to calculate the payload again. The false_body_up flag will be recorded in the haul cycle record. 2. If the average payload is greater than 20% of rated load and the final payload has been calculated, the payload meter will switch back to the hauling state. The false_body_up flag will be recorded in the haul cycle record. 3. If the average payload is less than 20% of rated load, the payload meter will switch to the
Haul Cycle Description A new haul cycle is started after the load has been dumped from the previous cycle. The payload meter will stay in the after_dump state for 10 seconds to confirm that the load has actually been dumped. If the current payload is less than 20% of rated load, the payload meter will switch to the tare_zone and begin calculating a new empty tare. If, after dumping, the payload has not dropped below 20% of rated load the meter will return to the maneuvering or hauling states. In this case, the false_body_up flag will be recorded in the haul cycle record. While in the tare_zone state, and moving faster than 5 km/h (3 mph), the payload meter calculates the empty sprung weight of the truck. This tare value will be subtracted from the loaded sprung weight to calculate the final payload. The payload meter will switch from the tare_zone or empty to the loading state if swingloads are detected. By raising the dump body while in the empty state the payload meter can be manually switched back to the tare_zone to calculate a new tare. From the empty state, the payload meter will switch to the loading state through one of two means. If the brake lock is applied, the payload meter will be analyzing the suspension pressures to detect a swingload. If a swingload is detected, the meter will switch to the loading state. The minimum size for swingload detection is 10% of rated load. Swingload detection usually takes 4-6 seconds. The second method to
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Payload Meter III
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tare_zone and begin to calculate a new empty tare. Load Calculation The final load calculation is different from the last swingload calculation. The accuracy of the swing load calculation depends on loading conditions and the position of the truck during loading. The last swingload calculation is not the value recorded in memory as the final load. The final load is determined by a series of calculations made while the truck is traveling to the dump site.
SOURCES FOR PAYLOAD ERROR

Payload Error The number one source of error in payload calculation is improperly serviced suspensions. The payload meter calculates payload by measuring differences in the sprung weight of the truck when it is empty and when it is loaded. The sprung weight is the weight of the truck supported by the suspensions. The only method for determining sprung weight is by measuring the pressure of the nitrogen gas in the suspensions. If the suspensions are not properly maintained, the payload meter cannot determine an accurate value for payload. The two critical factors are proper oil height and proper nitrogen charge. If the suspensions are overcharged, the payload meter will not be able to determine the empty sprung weight of the truck. The suspension cylinder must be able to travel up and down as the truck drives empty. The pressure in an overcharged suspension can push the suspension rod to full extension. In this case, the pressure inside the cylinder does not accurately represent the force necessary to support that portion of the truck. If the suspensions are undercharged, the payload meter will not be able to determine the loaded sprung weight of the truck. The suspension cylinder must be able to travel up and down as the truck drives loaded. If the pressure in an undercharged suspension cannot support the load, the suspension will collapse and make metal-to-metal contact. In this case, the pressure inside the cylinder does not accurately represent the force necessary to support that portion of the truck. Low oil height can also introduce errors by not correctly supporting a loaded truck. This is why the correct oil height and nitrogen charge are the most critical factors in the measurement of payload. If the suspensions are not properly maintained, accurate payload measurement is not possible. In addition, suspension maintenance is very important to the life of the truck.
Carry Back Carry back is calculated as the difference between the current truck tare and the clean truck tare. The clean truck tare is calculated using the PC software. When the suspensions are serviced or changes are made that may affect the sprung weight of the truck, a new clean truck tare should be calculated.
Measurement Accuracy Payload measurements are typically repeatable within 1%. Accuracy for a particular scale test depends on specific combinations of pressure sensors and payload meters as well as the specifics of each scale test. Comparisons from different scale tests are often made without considering the differences introduced by the specific installation and operation of the scales for each test. In addition, each pressure sensor and payload meter introduces it's own non-linearity. Each truck becomes an individual combination of sensors and payload meter. Errors from these sources can introduce up to a 7% bias in the payload meter calculations for a specific scale test, for an individual truck. Because the PLMIII calculates a new empty tare for each payload, a detailed scale test must weigh the trucks empty and loaded for each haul cycle. Using a simple average of 2 or 3 empty truck weights as an empty tare for the entire scale test will introduce significant error when comparing scale weights to PLMIII weights.
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Payload Meter III
M20-13
Loading Conditions The final load calculation of the PLMIII system is not sensitive to loading conditions. The final load is calculated as the truck travels away from the shovel. Variations in road conditions and slope are compensated for in the complex calculations performed by the payload meter.
HAUL CYCLE DATA

PLMIII records and stores data in its on-board flash memory. This memory does not require a separate battery. The data is available through the download software. PLMIII can store 5208 payload records. When the memory is full, the payload meter will erase the oldest 745 payload records and continue recording. PLMIII can store 512 alarm records in memory. When the memory is full, the payload meter will erase the oldest 312 alarm records and continue recording. All data is calculated and stored in metric units within the payload meter. The data is downloaded and stored in metric units within the Paradox database on the PC. The analysis program converts units for displays, graphs and reports. The units noted in the Table 1 are the actual units stored in the data file. The value for the haul cycle start time is the number of seconds since January 1, 1970 to the start of the haul cycle. All other event times are referenced in seconds since the haul cycle start time. The PC download and analysis program converts these numbers into dates and times for graphs and reports.
Pressure Sensors Small variations in sensors can also contribute to payload calculation error. Every pressure sensor is slightly different. The accuracy differences of individual sensors along the range from 0 to 4000 psi can add or subtract from payload measurements. This is also true of the sensor input circuitry within individual payload meters. These differences can stack up 7% in extreme cases. These errors will be consistent and repeatable for specific combinations of payload meters and sensors on a particular truck.
Swingloads Swingload calculations can be affected by conditions at the loading site. Parking the truck against the berm or large debris can cause the payload meter to inaccurately calculate individual swingloads. While the PLMIII system uses an advanced calculation algorithms to determine swingloads, loading site conditions can affect the accuracy.
Speed and Distance The payload meter receives the same speed signal as the speedometer. This signal is a frequency that represents the speed of the truck. The payload meter uses this frequency to calculate speeds and distances. The meter assumes a single value for the rolling radius of the tire. The rolling radius may change at difference speeds by growing larger at higher speeds. The actual rolling radius of the tire will also change between a loaded and empty truck. The payload meter does not compensate for these changes.
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Payload Meter III
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Haul Cycle Data The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA Data

Truck # Haul Cycle Start Date/Time
Unit
alphanumeric seconds
Remark
Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the truck number. Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transitions from dumping to empty state after the previous haul cycle, download program converts seconds into date and time for display Stored as metric, download program allows for conversion to short or long tons. The number of swingloads detected by the payload meter This is a 4 digit number that can be entered by the operator at the start of the shift. Each letter represents a particular warning message about the haul cycle, details are located on page 19. The difference between the latest empty tare and the clean truck tare Number of seconds in the tare_zone and empty states with the truck moving Number of seconds in the tare_zone and empty states with the truck stopped Number of seconds in the loading state Number of seconds in the maneuvering, final_zone and loaded states with the truck moving Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped Number of seconds in the dumping state Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading state Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to dumping state Distance traveled while loaded Distance traveled while empty Maximum speed recorded while the truck is loaded Number of seconds from the start of the haul cycle to the time when the max speed occurred Maximum speed recorded while the truck is empty Number of seconds from the start of the haul cycle to the time when the max speed occurred Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the operators seat. Number of seconds from the start of the haul cycle to the peak torque, download program converts to time for display Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed from the operator's seat. Number of seconds from the start of the haul cycle to the peak torque, download program converts to time for display Peak dynamic load calculation Number of seconds from the start of the haul cycle to the peak instantaneous load calculation Tire ton-km/h for haul cycle Tire ton-km/h for haul cycle Tire ton-km/h for haul cycle The truck serial number from the nameplate on the truck frame These values are internal calculations used in the continued development of the PLMIII system and should be ignored
Payload Number of Swingloads Operator ID Warning Flags Carry-back load Empty haul time Empty stop time Loading time Loaded haul time Loaded stop time Dumping time Loading start time Dump start time Loaded haul distance Empty haul distance Loaded max speed Loaded max speed time Empty max speed Empty max speed time Peak positive frame torque Peak frame torque time Peak negative frame torque Peak frame torque time Peak sprung load Peak sprung load time Front-left tire-ton-km/h Front-right tire-ton-km/h Average rear tire-ton-km/h Truck Frame Serial Number Reserved 1-10
tons number number alpha tons seconds seconds seconds seconds seconds seconds seconds seconds m m km/h seconds km/h seconds ton-meter seconds ton-meter seconds tons seconds t-km/h t-km/h t-km/h alpha number
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Payload Meter III
M20-15
Haul Cycle Warning Flags The payload meter expects haul cycles to progress in a particular way. When something unexpected takes place, the system records a warning flag. Several events within the haul cycle can cause a warning flag to be generated. Each one indicates an unusual occurrence during the haul cycle. They do not necessarily indicate a problem with the payload meter or payload calculation. A: Continuous Loading This message is generated when the truck is loaded over 50% full without the payload meter sensing swingloads. This indicates that a continuous loading operation was used to load the truck. It may also indicate that the payload meter did not receive the Brake Lock input while the truck was being loaded. There may be a problem with the wiring or the Brake Lock was not used. The payload meter will not measure swingloads unless the Brake Lock is used during the loading process. B: Loading to Dumping Transition This message is generated when the payload meter senses a body up input during the loading process. This message is usually accompanied by a no_final_load flag. C: No Final Load This message is generated when the payload meter is unable to determine the final payload in the truck. Typically, this means that the payload meter switched from a loaded state to the dumping state before the load could be accurately measured. D: Maneuvering to Dumping Transition This message is generated when the payload meter senses a Body-Up input during the maneuvering or repositioning process indicating that the operator has dumped the load. It may also be generated if the Body-Up signal is not properly reaching the payload meter and the weight in the truck falls dramatically while the truck is maneuvering or repositioning. E: Average Load or Tare Used This message indicates that the recorded payload may not be as accurate as a typical final load calculation. Typically, this is recorded when loading begins before an accurate tare is calculated or the load is dumped before the load can be accurately measured.
F: Final Zone to Dumping Transition This message is generated when the payload meter senses a Body-Up while it is calculating the final payload indicating that the operator has dumped the load. It may also be generated if the Body-Up signal is not properly reaching the payload meter and the weight in the truck falls dramatically while the truck is calculating the final payload. H: False Body Up This message indicates that the body was raised during the haul cycle without the load being dumped. The Body-Up signal indicated that the truck was dumping, but the weight of the truck did not fall below 20% of the rated load. I: Body Up Signal Failed This message indicates that the load was dumped without a Body-Up signal being received by the payload meter. The weight of the truck fell below 20%, but the payload meter did not receive a Body-Up signal from the sensor. J: Speed Sensor Failed This message indicates that the payload meter sensed the truck loading and dumping without receiving a speed signal. K: New Tare Not Calculated The payload meter was not able to accurately calculate a new empty sprung weight for the truck to use as the tare value for the haul cycle. The tare value from the last haul cycle was used to calculate payload. L: Incomplete Haul Cycle The payload meter did not have proper data to start the haul cycle with after powering up. When the PLMIII powers off, it records the data from the haul cycle in progress into memory. This flag indicates that this data was not recorded the last time the payload meter was shut down. This can happen when the main battery disconnect is used to shut the truck down instead of the keyswitch. A haul cycle with this warning flag should not be considered accurate. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display.
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Payload Meter III
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M: Haul Cycle Too Long The haul_cycle_too_long flag indicates that the haul cycle took longer than 18.2 hours to complete. The times stored for particular events may not be accurate. This does not affect the payload calculation.
Alarm Records The payload meter stores alarm records to give service personnel a working history of the system. All codes are viewed using the PC connected to the payload meter. Active codes are also displayed on the two-digit display on the meter itself. Each code has a specific cause and should lead to an investigation for correction. Some failures can be overcome by the payload meter. Haul cycle data will indicate if an alarm condition was present during the cycle. Failures with the suspension or inclinometer sensors cannot be overcome.
N: Sensor Input Error An alarm was set for one of the 5 critical sensor inputs during the haul cycle. The five critical sensors are the four pressure sensors and the inclinometer. Without these inputs, the payload meter cannot calculate payload. A haul cycle with this warning flag should not be considered accurate. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display.
Table 2: FAULT CODE DATA Fault Code

1 2 3 4 5 6 7 8 9 10 13 16 17 24 26 27
Name
Left front pressure high Left front pressure low Right front pressure high Right front pressure low Left rear pressure high Left rear pressure low Right rear pressure high Right rear pressure low Inclinometer high Inclinometer low Body-up input failure Memory write failure Memory read failure System key-on status User switch fault - SELECT User switch fault - SET
Description
Input current > 22 ma Input current < 2 ma Input current > 22 ma Input current < 2 ma Input current > 22 ma Input current < 2 ma Input current > 22 ma Input current < 2 ma Input voltage < 0.565 vdc Input voltage > 5.08 vdc Payload meter detected dumping activity without receiving a body up signal Indicates possible memory problem at power start up. Cycle power and recheck. Indicates possible memory problem at power start up. Cycle power and recheck. Payload Meter failed to correctly start at power up. Cycle power and recheck. Select switch on for more than 2 minutes, may indicate short to ground Set switch on for more than 2 minutes, may indicate short to ground
Frame Torque Data Payload meter records the top 5 peak positive and negative frame torque values and the time they occurred. The frame torque is a measure of the twisting action along the centerline of the truck. Positive frame torque is measured when the suspension forces on the front of the truck act to twist the frame in the clockwise direction as viewed from the operator's seat. Negative frame torque is measured when the forces from the suspensions act in the opposite direction. For example, if the left front and right rear pressure rises as the right front and left rear pressure drops, the truck frame experiences a twisting motion along the longitudinal centerline. In this case, the payload meter will record a positive frame torque. The 5 highest values in the positive and negative direction are stored in permanent memory within the payload meter.
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Payload Meter III
M20-17
Sprung Weight Data The payload meter is constantly monitoring the live payload calculation. This value naturally rises and falls for a loaded truck depending on road and driving conditions. The payload meter records the top 5 highest payload calculations and the time they occurred. This information is stored in permanent memory inside the meter.
System Configuration PLMIII needs to be configured for operation when it is first installed on the truck. This process requires several steps and uses the laptop computer to make the necessary settings. The setup procedure can be broken down into several steps: Connecting the laptop to the PLMIII system.
Maximum Speed Data The payload meter records the top 5 highest speeds and the time they occurred. This information is stored in permanent memory inside the meter.
Starting communications Setting the time & date Setting the truck type Setting the truck ID Setting the speedometer/display gauge units
PC SOFTWARE OVERVIEW
PC Overview The PC software has several basic functions: Configure the PLMIII system on the truck. Troubleshoot and check the PLMIII system. Download data from the PLMIII system. Analyze data from the payload systems. Configuration, troubleshooting and downloading require a serial connection to the payload meter on the truck. Analysis can be done at any time without a connection to the payload meter. Payload data is downloaded from several trucks into one database on the PC. The database can be queried to look at the entire fleet, one truck or truck model. The data can be graphed, reported, imported or exported. The export feature can take payload data and save it in a format that spreadsheet programs like Excel or word processing programs can easily import.
Installing the PLMIII Software The CD ROM containing the Payload Data Management (PDM) Software will automatically begin installation when it is inserted into the drive on the PC. If this does not happen, the software can be installed by running the Setup.exe program on the CD ROM. The minimum PC requirements for running the software is a Pentium 133Mhz with 64 MB of ram and at least 300 MB of free hard drive space available. For improved performance, the recommended PC would be a Celeron, AMD K6-2 or better processor with 128 MB of ram running at 400 Mhz. The PDM Software uses a powerful database to manipulate the large amounts of data gathered from the PLMIII system. Using a more powerful computer and added memory to run the software can result in a significant improvement in performance. The software is written to use a minimum 800x600 screen resolution.
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DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC software is designed to download the data from a whole truck fleet. Instead of creating one data file for each truck, the PC software combines all the data from many trucks into one database on the hard drive of the computer. The software then allows users to query the database to create custom reports and graphs. Data for individual trucks or groups of trucks can be easily analyzed. This same data can be exported for use in other software applications like word processors and spreadsheet applications. As the database grows, performance of the PC software for analysis will slow down. It may be helpful to periodically export data. For example, query the database to show the oldest quarter, month, or half year and print out a summary report. Then export the data to a compressed format and save the file in a secure location. Once the data is exported, delete the entire query results from the database. If necessary, the data can easily be imported back into the main database for analysis at a future date. Removing this older data will improve performance. To download the payload meter: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. The number of haul cycles and alarms will be displayed. 3. Select the " Begin Download" button. The PC will request the payload and alarm data from the payload meter and save it into the database. This may take several minutes. A progress bar at the bottom will show the approximate time left.
The PC software downloads the data from the payload meter into a single Paradox database. The data from all the trucks is added to the same database. Downloading the payload meter can take several minutes. The data is added to the database on the laptop used to download. To move the data to another computer, a query must be run to isolate the particular data for export. Do not press the operator switch on the dashboard while downloading
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PLM III SYSTEM CONFIGURATION

Starting Communications The PDM software allows users to download and configure the system.
Short Tons: Payload is displayed in short tons, distances and speeds will be displayed in Miles Metric Tons: Payload is displayed in metric tons, distances and speeds are displayed in Kilometers Long Tons: Payload is displayed in long tons, distances and speeds are displayed in Miles Time Units Minutes and Seconds Example: Five minutes and thirty-two seconds = 5:32 Decimal Minutes Example: Five minutes and thirty-two seconds = 5.53 Connection Menu
Before connecting to the payload meter, select "Change Program Options" and confirm that the program has selected the correct laptop serial port. Most laptops use Comm 1 for serial communications. The units displayed for reports and graphs by the PC software can be set on this form. Click Done to return to the main menu.
The connection screen displays basic system information to the user. Frame S/N should agree with the truck serial number from the serial plate located on the truck frame. Truck Number is an ID number assigned to the truck by the mine. The Payload Meter Date / Time values come from the payload meter at the moment of connection. Number of Haul Cycle Records is the number of haul cycles records stored in memory and available for download. Number of Active Alarms shows how many alarms are currently active in the system at the time of connection. If there are active alarms, the "Display Active Alarms" button is available. Number of Inactive Alarms shows how many alarms have been recorded in memory and are available for download. PLM Software Version displays the current version of software in the payload meter. The information on the connection menu comes from the configuration of the payload system on the truck.
From the main menu, click the "Connect to Payload Meter" button. The PC will try to connect to the payload meter and request basic information from the system. In the event of communications trouble, the PC will try 3 times to connect before "timing-out". This may take several seconds. Displayed Payload Units Three options are available for the display of units in the PC software, reports, and graphs:
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There are also many configuration and download options available from this screen. The Connection Menu is updated only when the connection is first made. It does not update automatically. To view changes made while connected, the user must close the window and reconnect to the payload meter. The connection menu is displayed after a serial connection has been established and the PC software has connected to the payload meter.
Setting the Date and Time
The time shown on the form is the time transmitted from the payload when the connection was first established.
Connecting to the Payload Meter Communications to the PLMIII requires a laptop computer running the PDM software. The software connects to the payload meter through the meter's serial port #1. This is the same port used by the speedometer/display gauge. When the laptop is using the serial port, the lower display on the operator gauge on the dashboard will be blank. This does not affect the operation of the speedometer. Connect the laptop to the system using the EF9160 communications harness. The download connector is typically located on the housing mounted in the cab to the back wall. The PLMIII system uses the same connection as the Payload Meter II system. Configure the Payload Meter Configuration of the payload meter requires a serial connection to the PLMIII system. Clicking the "Configure Payload Meter" button will bring up the Truck Configuration screen and menu. This screen displays the latest configuration information stored on the payload meter. When changes are made to the configuration, the "Save Changes" button must be pressed to save the changes into the payload meter. To confirm the changes, exit to the main menu and re-connect to the payload meter.
The date and time are maintained by a special chip on the PLMIII circuit board. The memory for this chip is maintained by a very large capacitor when the power is removed from the payload meter. This will maintain the date and time settings for approximately 30 days. After this time, it is possible for the payload meter to lose the date and time setting. It is recommended that the system be powered every 20 days to maintain the date and time. If the date and time is lost, simply reset the information using this procedure. It takes approximately 90 minutes to recharge the capacitor. Changing the date and time will affect the haul cycle in progress and may produce unexpected results in the statistical information for that one haul cycle. To change the time: 1. Click on the digit that needs to be changed. 2. Use the up/down arrows to change or type in the correct value. 3. Press the "Save Changes" button to save the new time in the payload meter. To change the date: 1. Click on the digit that needs to be changed. 2. Type in the correct value or use the pull-down calendar to select a date. 3. Press the "Save Changes" button to save the new time in the payload meter.
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Setting the Truck Type
Setting the Truck Number Most mining operations assign a number to each piece of equipment for quick identification. This number or name can be entered in the Truck Number field. It is very important to enter a unique truck number for each truck using the PLMIII system. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. 1. On the Truck Configuration screen, enter the truck number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
1. From the Truck Configuration screen, use the pull-down menu to select the truck type that the payload meter is installed on. 2. Press the "Save Changes" button to program the change into the meter.
Setting the Gauge Display Units The Payload Meter Speedometer / Display Gauge displays the speed on the upper display. The units for the speed display are selected using a jumper on the rear of the case. The payload units on the lower display can be changed from metric to short tons or long tons using the Truck Configuration screen. This selection also switches between metric (kg/cm2) and psi (lbs/in2) for the live display of pressure on the gauge. 1. From the Truck Configuration screen, select the payload units to be used on the lower display of the speedometer/display gauge. 2. Press the "Save Changes" button to program the change into the payload meter. Setting the Frame Serial Number
Setting the Komatsu Distributor This field in the haul cycle record can hold the name of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to each distributor. This number is used on all warranty claims. This Komatsu distributor number can also be put into this field. The field will hold 20 alphanumeric characters. 1. On the Truck Configuration screen, enter the distributor name or number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
Setting the Komatsu Customer This field in the haul cycle record can hold the name of the mine or operation where the truck is in service. Komatsu also assigns a customer number to each customer. This number is used on all warranty claims. This Komatsu customer number can also be put into this field. The field will hold 20 alphanumeric characters. 1. On the Truck Configuration screen, enter the customer name or number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
The frame serial number is located on the plate mounted to the truck frame. The plate is outboard on the lower right rail facing the right front tire. It is very important to enter the correct frame serial number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters. 1. On the Truck Configuration screen, enter the truck frame serial number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
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Clean Truck Tare
Inclinometer Calibration
The payload meter uses the clean truck tare value to calculate carry-back load for each haul cycle. The carry-back stored in the haul cycle record is the new empty tare minus the clean truck tare. This procedure should be performed after service to the suspensions or when significant changes are made to the sprung weight of the truck. Before performing this procedure, be sure the suspensions are properly filled with oil and charged. It is critical to payload measurement that the proper oil height and gas pressure be used. Once the clean tare process is started, the payload meter will begin to calculate the clean empty sprung weight of the truck. This calculation continues while the truck drives to the next loading site. Once the procedure is started, there is no reason to continue to monitor the process with the PC. The truck does not need to be moving to start this procedure. 1. After cleaning debris from the truck and checking to see that the suspensions are properly serviced, use the PLMIII software to connect to the payload meter. 2. From the "Truck Configuration" screen, select "Clean Truck Tare". 3. Be sure to follow the screen instructions.
The inclinometer calibration procedure is designed to compensate for variations in the mounting attitude of the inclinometer. The inclinometer input is critical to the payload calculation. This procedure should be performed on relatively flat ground. Often the maintenance area is an ideal location for this procedure. 1. After cleaning debris from the truck and checking to see that the suspensions are properly serviced, use the PLMIII software to connect to the payload meter. 2. From the "Truck Configuration" screen, select "Inclinometer". 3. With the truck stopped and the brake lock on, press the Start button. This instructs the payload meter to sample the inclinometer once. 4. Turn the truck around. Drive the truck around and park in the exact same spot as before, facing the other direction. 5. With the truck stopped and the brake lock on, press the Start button. This instructs the payload meter to sample the inclinometer again. The payload meter will average the two samples to determine the average offset. 6. Be sure to follow the screen instructions.
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DATA ANALYSIS
PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the performance of the payload systems across the fleet. Analysis begins when the "View Payload Data" button is pressed. This starts an "all trucks, all dates, all times" query of the database and displays the results in the Payload Summary Form. The user can change the query by changing the dates, times, or trucks to include in the query for display. Haul cycles in the data grid box at the bottom can be double-clicked to display the detailed results of that haul. Creating a Query The program defaults to show all trucks, all types, all dates and all times for the initial query. The display can be narrowed by selecting which trucks or types to view and for what dates and times. The query items are added in the "AND" condition. If the user selects a truck # and date range, the query will sort the data for that truck number AND the date range.
Sorting on Truck Unit Number The truck unit number is the truck unit number entered into the payload meter when it was configured at installation. The query can be set to look for all trucks or one particular truck number. When the program begins, it searches through the database for all the unique truck numbers and creates a list to select from. Choosing one particular truck number will limit the data in the displays, summaries and reports to the one selected truck. To create reports for truck number 374, select 374 from the pull-down menu and hit the "Query Database and Display" button.
Sorting on Truck Type The truck type is the size of the truck from the family of Komatsu trucks. This allows the user to quickly view results from different types of trucks on the property. For example, a separate report can be generated for 830E and 930E trucks.
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Sorting on Date Range The default query starts in 1995 and runs through the current date on the PC. To narrow the range to a specific date, change the From and To dates. For example, to view the haul cycle reports from truck 374 for the month of July, 2000: 1. Select truck 374 from the Truck Unit pull-down menu.
2. Change the From date to July 1, 2000.
3. Change the To date to July 31, 2000. 4. Change the From time to 06:00. 5. Change the To time to 18:00.
2. Change the From date to July 1, 2000.
6. Press the "Query Database and Display" to view the results. This query will display haul cycles from January 5 to January 8, from 6:00 AM to 6:00 PM.
Date Time
Jan 5, 2000
Jan 6, 2000
Jan 7, 2000
Jan 8, 2000
Jan 9, 2000
0:00
3. Change the To date to July 31, 2000. 4. Press the "Query Database and Display" to view the results. Sorting on Time Range The time range sorts the times of the day for valid dates. Changing the time range to 6:00AM to 6:00PM will limit the payloads displayed to the loads that occurred between those times for each day of the date range. Times are entered in 24:00 format. To view the haul cycle reports from the first shift for truck 374 from January 5, 2000 to January 8, 2000: 1. Select truck 374 from the Truck Unit pull-down menu.
6:00
12:00
18:00
24:00 Query : Date: 1/5/00 to 1/8/00 Daily Shift Time: 6:00 to 18:00
Haul Cycles Included in the Query
The shift times selected can extend the query past the original date. If the dates set for the query are January 5 to January 8 and the times were changed to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift, the results would extend into the morning of the 9th. This can been seen in the following example:
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Creating Reports
Date Time
Jan 5, 2000
Jan 6, 2000
Jan 7, 2000
Jan 8, 2000
Jan 9, 2000
0:00
6:00
Reports can be generated and viewed on the screen or printed. These reports are generated from the query displayed on the Payload Summary Screen. From the example in "Sorting on Time Range", the report printed would only contain data from truck 374 during the month of July 2000, from 8:00 AM to 5:00 PM. It is important to carefully select the query data and press the "Query Database & Display" button before printing a report.
12:00
18:00
24:00 Query : Date: 1/5/00 to 1/8/00 Daily Shift Time: 18:00 to 6:00
Haul Cycles Included in the Query
Payload Detail Screen The Payload Detail screen gives the details for any individual haul cycle. From the Payload Summary screen, double-click on any haul cycle to display the detail.
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NOTE: Some haul cycles may contain the Sensor Input warning flag. This indicates that one of the four pressure sensors or inclinometer was not functioning properly during the haul cycle. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display. Summary - one page report A summary of the queried data can be printed onto 1 page. The cycle data is summarized onto one sheet. Displayed is the speeds, cycle times, load statistics, frame and tire data.
Detailed - multi-page report The detail report starts with the summary report and follows with pages of data for each haul cycle. The detailed report prints date, time, payload, cycle times, and cycle distances, speeds and the number of swing loads.
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Creating Graphs The PLMIII software can generate graphs that quickly summarize payload data. These graphs can be customized for printing. Just like the reports, the graphs are generated from the query displayed on the Payload Summary screen. From the "Sorting on Time Range" example, the graph that is printed would only contain data from truck 374 during the month of July 2000, from 8:00 AM to 5:00 PM. It is important to carefully select the query data and press the "Query Database & Display" button before creating a graph. 1. From the Payload Summary Screen select the Graph button at the bottom. The Histogram Setup screen will display
Exporting Data
The data from the database can be exported for use with other software applications. The data is selected from the currently displayed query. The exported data can be put into a ".CSV" file or a compressed ".zip" file. The .CSV format allows data to be easily imported into spreadsheet applications and word processing applications. The .Zip format allows data to be transferred from one computer to the PDM Software database on another computer. This offers a compact way to transfer data from one computer to another.
CSV Export 2. Enter the "Lowest Value". This will be the lowest payload on the graph. Any payloads less than this value will be summed in the first bar. 3. Enter the "Highest Value". This will be the highest value on the graph. Payloads over this value will be summed in the last bar. 4. Enter the "Incremental Change". This will determine the number of bars and the distance between them. The program limits the number of bars to 20. This allows graphs to fit on the screen and print onto 1 page. 5. Press the Create Graph button. The graph will be displayed based on the query settings from the Payload Summary screen. The graph can be customized and printed.
CSV stands for Comma Separated Value. This is an ASCII text file format that allows spreadsheet applications like Excel and Lotus 123 to import data easily. To export the data into a ".csv" file, press the "Export" button at the bottom of the payload sumary screen and select "To CSV". The program will request a filename and location for the file.
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Reserved 1-5, 7-10: These values are internal calculations used in the continued development of PLMIII and should be ignored. Reserved 6: This value is the payload estimate at the shovel just before the truck begins to move.
Two sets of data are exported. At the top of the file will be the haul cycle data. The columns, left to right are: Truck number Haul cycle start date Haul cycle start time Payload Swingloads Operator ID Warning Flags Carry Back Total Haul Cycle time Empty Running Time Empty stop time Loading time Loaded running time Loaded stopped time Dumping time Loading start time Dumping start time Loaded haul distance Empty haul distance Loaded maximum speed Time when loaded maximum speed occurred Empty maximum speed Time when loaded maximum speed occurred Maximum + frame torque Time when the maximum + frame torque occurred Maximum - frame torque Time when the maximum - frame torque occurred Maximum sprung weight calculation Time when the maximum sprung weight calculation occurred Left Front Tire-kilometer-hour Right Front Tire-kilometer-hour Average Rear Tire-kilometer-hour Frame serial number The second series of data below the haul cycle data is the alarms. The alarm columns, left to right are: The alarm type The date the alarm was set The time the alarm was set Alarm description The date the alarm was cleared The time the alarm was cleared
Compressed
This export function allows the data from one laptop to be transferred to another computer. This can be useful when a service laptop is used to download multiple machines and transfer the data to a central computer for analysis. This can also be used to copy haul data from a particular truck onto a diskette for analysis. The file format is a compressed binary form of the displayed query. The file can only be imported by another computer running the PDM Software.
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To export data in ZIP format: 1. Confirm that the data displayed is the query data that needs to be exported. 2. From the payload summary screen, press the "EXPORT" button and select "To ZIP". 3. The program will ask for a filename and location. Importing Data This import function allows the data from one laptop to be transferred to another computer. This can be useful when a service laptop is used to download multiple machines and transfer the data to a central computer for analysis. This can also be used to copy haul data from a particular truck from a diskette into a database for analysis. To import data, press the "IMPORT" button at the bottom of the Payload Summary screen. The program will ask for a ".zip" file to import, locate the file and press "Open". The program will only import ".zip" files created by another computer running the PDM Software.
Deleting Haul Cycle Records To delete haul cycle records from the main database, press the "Delete" button at the bottom of the Payload Summary screen. The program will display a summary of the records from the displayed query. To delete a record, select one at a time and press the "Delete" button. It is recommended that records be exported to a zip file for archival purposes before deletion. Multiple records may be selected by holding down the Shift key. Pressing the "Delete All" button will select all the records from the current query and delete them. NOTE: There is no recovery for records that have been deleted from the main database. It is highly recommended that all records be exported and archived in a compressed file format for future reference before being deleted.
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Viewing Alarms From the Payload Summary screen, click the Alarms button to display the alarm screen. The alarms are sorted by the query settings from the Payload Summary screen. Alarms can be displayed as Active or Inactive.
Deleting Alarm Records To delete alarm records from the main database, press the "Delete" button at the bottom of the Alarm Display screen. The program will display a summary of the alarms from the query. To delete an alarm, select one at a time and press the "Delete" button. It is recommended that the query data be exported to a .zip file for archival purposes before deletion. Multiple records may be selected by holding down the Shift key. Pressing the "Delete All" button will select all the alarms from the current query and delete them. NOTE: There is no recovery for alarms that have been deleted from the main database. It is highly recommended that all records be exported and archived in a compressed file format for future reference before being deleted.
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TROUBLESHOOTING SECTION
TROUBLESHOOTING
Troubleshooting the PLMIII system is done through the PC software you can: View active alarms. View the sensor inputs using the Real-Time Data Display. Test the payload lights. Create log files of sensor inputs for further analysis. These activities require a connecion to the PLMIII system. Real-Time Data Display
Viewing Active Alarms Active alarms are alarms that have been set, but not yet cleared. Each alarm is set when the conditions for activation are held for 5 seconds. Each alarm is cleared when the condition has been returned to normal range for 5 seconds. For example, 5 seconds after the left-rear pressure sensor is disconnected, the LR-Pressure Lo alarm will be activated. This can be viewed using to the "Connect to Payload Meter" screen. 5 seconds after the pressure sensor is reconnected, the alarm will clear and be recorded in memory. Active alarms are recorded in memory as "cleared" when the keyswitch is turned off. When power is restored to the payload meter, the alarms will be reactivated if the conditions still exist for 5 seconds. To view active alarms: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. If there are active alarms, the "Display Active Alarms" button in the lower left corner will be available. If the button is not available, there are no active alarms at the time of connection. The screen does not automatically refresh. If a condition changes to cause an alarm, the user must exit and re-enter the "Connect to Payload Meter" screen.
The PC software can be used to view the 'live' input readings from the payload meter. The numbers displayed are 1-second averages. 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. Select the "Real Time Data" button. The data screen will pop up. The PC will request the payload meter to begin transmitting data. 4. To exit, press the Close button. The units for each measurement are determined by the setting in the Program Options for the PC software. The four suspension pressures and inclinometer are shown. The status of the Body-Up and BrakeLock inputs is also shown. The haul cycle state and speed is displayed. The current sprung weight is displayed. This differs from pure payload. The sprung weight is a measurement of the weight of the truck above the suspension. It does not include the tires, spindles, wheel motors, drive case, or anything below the suspensions. Testing the Payload Lights The real time data display also allows the user to individually power the payload lights. This can be useful for testing the lights. To turn on a particular color payload light: 1. Click the check box beside the color light to power. 2. Press the "Set Lights" button to turn on the light. 3. Uncheck the box and press "Set Lights" to turn off the light. The lights will return to their normal state when the real time data display is closed.
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Creating Log Files of Inputs The PC software can create a text file of the live data stream from the payload meter. This can be very useful for diagnostic purposes. The data is written into a text data file in comma separated value format. The data is recorded in metric units at 50 samples per second. The data file can grow large very quickly. Each sample writes one line into the ASCII file in comma separated format. The order for each line of data in is: Date Time Sprung Weight LF Pressure RF Pressure LR Pressure RR Pressure Incline Speed Body Up State (1=up) Brake Lock State (1=on) Payload State Status Flags Spare To create a log file: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. Select the "Real Time Data" button. The real time data screen will pop up. The PC will request the payload meter to begin transmitting data. 4. Click the "Set File Name" button and enter a name and location for the text file. The default extension is ".txt". This data can be easily imported into spreadsheets as a comma separated value (.CSV) format. 5. Once the filename has been entered, the Start Log and Stop Log buttons will be active. 6. Press the Start Log button to start taking data and recording into the file. Once a file is started, it cannot be stopped and started again. 7. Press the Stop Log button to stop recording data. Attempting to start the log file again will overwrite the previous file and erase the previous data. To gather more data, close the real time data window, start it again and create a new log file.
Daily Inspections An important part of maintaining the Payload Meter III (PLMIII) system is monitoring the basic inputs to the system. It is recommended that the truck operator walk around the truck and visually inspect the following: Charging condition of the suspensions - not flat, not overcharged. Pressures in the suspensions - check suspensions by using the operator gauge and the operator switch.
Periodic Maintenance It is recommended that the following items be checked every 500 hours: Confirm the suspension pressures using external gauges. Confirm proper suspension height. Confirm suspensions do not collapse and make metal-to-metal contact when the truck is loaded. Confirm that inclinometer indicates positive (+) values for truck nose up, and negative (-) values for truck nose down. In addition, it may be useful to confirm proper operation of the suspensions by riding the truck during a complete haul cycle. Record the suspension pressures using the CSV log file tool in the Payload Data Manager software for the PC. The suspension pressures in this log file can be graphed to inspect for flat or overcharged suspensions.
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Abnormal Displays at Power-Up The payload meter performs several internal memory system checks every time it powers-up. In case of error, the operator gauge may display an error code when power is applied to the PLMIII system. Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck configuration record from memory. Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages between the microprocessors on the circuit board. Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing messages between the microprocessors on the circuit board. To resolve these errors:
If these errors persist after reprogramming, the primary and secondary processors then the payload meter must be replaced.
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No Payload Display When Keyswitch is Turned ON Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground). Check the 5A circuit breaker (CB A) in PLMIII junction box. Check all connectors and terminal connectors in the power circuits to the payload meter. If two digit display on payload meter displays 00 then 88 on power up, continue to No Display on Operator Display. This two digit display normally alternates 0 on each display. In the case of active alarms, this display will show the code for each active alarm. The alarm codes are in the operation section.
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No Display on Speedometer No Display on Operator Display If the speedometer works but the operator displays remain blank, confirm payload connections at No Payload Display When Keyswitch is Turned ON.
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No Communications With PC In a case where the laptop PC will not properly connect to the PLMIII system: Confirm power to the payload meter. Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program Options". Confirm that the selected serial port is correct and that it is available. Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often, PDA software like Palm Pilots HotSync software will take control of the serial port and not let other applications use the serial connection. Close the synchronization software and retry the Payload Data Manager software. Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between the payload meter and the junction box is functional. Before the beginning of troubleshooting, turn keyswitch OFF. Wait 1 minute and turn keyswitch ON.
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Load Lights Dont Light During Loading Confirm that the truck operator uses the Brake Lock / Neutral" switch during loading. Without this input, the payload meter will not properly recognize swingloads. Confirm bulbs in payload lights by using lamp check mode. Confirm 15 A breaker CB-B in payload junction box. To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data Manager software.
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Load Lights Remain ON Load Lights Remain ON During Dumping Display Doesn't Clear When The Load Is Dumped Confirm the Body Up switch signal. When the Body Up signal is not properly received during dumping, the payload meter may maintain the lights after the body is lowered. Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".
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Calibration Problems Confirm that the truck is empty and clean. Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data Manager software. The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when the truck is empty. This may be necessary after servicing the suspensions.
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Alarm 1 - Left Front Pressure High Alarm 2 - Left Front Pressure Low Troubleshoot Wiring to Left Front Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. Confirm 18v sensor supply at TB46-L in payload junction box. Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload junction box TB46-F to payload meter connector R264, pin 39.
M20008 11/03
Payload Meter III
M20-41
Alarm 3 - Right Front Pressure High Alarm 4 - Right Front Pressure Low Troubleshoot Wiring to Right Front Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. Confirm 18v sensor supply at TB46-L in payload junction box. Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.
M20-42
Payload Meter III
11/03 M20008
Alarm 5 -Left Rear Pressure High Alarm 6 - Left Rear Pressure Low Troubleshoot Wiring to Left Rear Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. Confirm 18v sensor supply at TB46-L in payload junction box. Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.
M20008 11/03
Payload Meter III
M20-43
Alarm 7 - Right Rear Pressure High Alarm 8 - Right Rear Pressure Low Troubleshoot Wiring to Right Rear Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. Confirm 18v sensor supply at TB46-L in payload junction box. Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.
M20-44
Payload Meter III
11/03 M20008
Alarm 9 - Inclinometer High Alarm 10 - Inclinometer Low Troubleshoot Inclinometer Wiring These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on signal 39FE should be greater than .5v and less than 5.0v as measured in the junction box between TB46-.
M20008 11/03
Payload Meter III
M20-45
Alarm 13 - Body Up Input Failure The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and the body down signal is received.
M20-46
Payload Meter III
11/03 M20008
Alarm 15 - Memory Write Failure Alarm 16 - Memory Read Failure Alarm 24 - System Key-On Status These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recommended that power to the payload meter be removed for 1 minute. First turn the keyswitch OFF. Wait 30 seconds, then turn the battery disconnect OFF. Wait 1 minute before restoring power. In cases where repowering the payload meter does not restore normal operation, it may necessary to reprogram the payload meter. All current data in memory will be lost. This will effectively restart the payload meter. See Troubleshooting Abnormal Displays at Power-Up for more information.
M20008 11/03
Payload Meter III
M20-47
Operator Switch Doesn't Work Alarm 26 - User Switch Fault - SELECT Alarm 27 - User Switch Fault - SET Confirm power to the Payload Meter Speedometer and Display gauge. Confirm that a laptop is not connected to the PLMIII system. Turn keyswitch OFF. Wait 1 minute and turn keyswitch ON. Confirm problem still exists.
M20-48
Payload Meter III
11/03 M20008
Connector Map This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
M20008 11/03
Payload Meter III
M20-49
Connectors
M20-50
Payload Meter III
11/03 M20008
PLMIII CHECK OUT PROCEDURE

General Description The process consists of attaching dummy loads in place of the suspension pressure sensors and checking the pressures indicated by the payload meter. In addition, connecting to the payload meter using a laptop PC in order to confirm the latest software version and the rest of the inputs and outputs of the system. Tools Required Payload Data Manager software EF9160 - Download Harness EJ3057 - Harness Str, PLMIII test (4 needed). Checkout Procedure 1. Attach one EJ3057 Harness Structure to the left-front suspension connection box. The red alligator clip attaches to the 39F circuit at TB42A. The white alligator clip attaches to the 39FD circuit at TB42-B. The EJ3057 acts as a dummy load to simulate a suspension pressure sensor for the payload system. 2. Attach one EJ3057 Harness Structure to the right-front suspension connection box. The red alligator clip attaches to the 39F circuit at TB41A. The white alligator clip attaches to the 39FC circuit at TB41-B. 3. Attach one EJ3057 Harness Structure to the left-rear suspension connection in the Rear suspension connection box. The red alligator clip attaches to the 39F circuit at TB61-A. The white alligator clip attaches to the 39FB circuit at TB61-C. 4. Attach one EJ3057 Harness Structure to the right-rear suspension connection in the Rear suspension connection box. The red alligator clip attaches to the 39F circuit at TB61-A. The white alligator clip attaches to the 39FA circuit at TB61-B. 5. In the PLMIII junction box, check the input voltage on circuit 39G between TB45-B and TB45X. This voltage should be 24vdc from the batteries. 6. Turn the keyswitch ON. The speedometer/display gauge on the dashboard will scroll the truck type across the lower display. The payload meter defaults to 930E. 7. In the PLMIII junction box, check the sensor supply voltage on circuit 39F between TB46-L and TB45-X. 1vdc. This voltage should be 18vdc
8. Return to the cab and check the speedometer/ display gauge. The gauge will display the current payload. With the EJ3057 harnesses attached at the sensor locations, the payload should be 0. NOTE: The display can be used to quickly show the current readings from the four suspension pressure sensors and the inclinometer. This can be used during regularly scheduled service periods to check the state of the suspensions. These displays are live and will update as the values change. The display is changed by pressing the 'SELECT' button on the dashboard. The sequence of displays is:
PL= Payload Id= Operator ID tL= Total Shift Tons LC= Shift Load Counter LF= Left Front Suspension Pressure rF= Right Front Suspension Pressure Lr= Left Rear Suspension Pressure rr= Right Rear Suspension Pressure In= Inclinometer
NOTE: The live displays cannot be cleared and the SET button will have no effect. NOTE: The units for the display are controlled by the configuration of the payload meter. The payload meter defaults to display metric units, the pressures will be displayed in tenths of kg/cm2. For example, if the display shows
2
202 the actual value is 20.2
kg/cm . If the payload meter is set to display short tons, the pressures will be displayed in psi (lbs/in2). To convert from kg/cm2 to psi, multiply by 14.2233. 14.2233 psi (lbs/in2) = 1 kg/cm2.
M20008 11/03
Payload Meter III
M20-51
NOTE: The inclinometer displays whole degrees of incline. Positive incline is when front of truck is pointing up. NOTE: The gauge will quickly display the type of information being displayed every 1 minute. For example, if the left-front pressure is being displayed,
15. Press and hold the SELECT button on the will be displayed. Release dashboard. the button and the right-rear pressure will be displayed. This value should be in metric units. The nominal value should be 23.4 kg/cm2 (332psi). Values between 17.6 and 29.2 kg/ cm2 (250 psi and 416 psi ) are acceptable. 16. Press and hold the SELECT button on the dashboard. will be displayed. Release the button and the inclinometer value will be displayed. This value is in degrees. The incline will depend on how the truck is set during assembly. Values between 3 are acceptable. It is not necessary to zero this reading by adjusting the attitude of the inclinometer in the buddy seat. 17. Press and hold the SELECT button on the dashboard. will be displayed. Release the button and the current payload will be displayed. 18. Connect a laptop to the PLMIII system. Typically an EF9160 download cable is used. The payload meter connector is behind the buddy seat on the back wall on the side of the PLMIII mounting bracket. The laptop must have the Payload Data Manager software installed. 19. Run the PC software. 20. From the main menu, select "Connect to Payload Meter".
rr=
Lf= will quickly display every minute. Only the payload display, PL= does not display this information. 9. Press and hold the SELECT button on the will be displayed. Release dashboard. the button and the Operator ID will be displayed. This value should be 0. 10. Press and hold the SELECT button on the will be displayed. Release dashboard. the button and the total tons will be displayed. This value should be 0. 11. Press and hold the SELECT button on the dashboard. will be displayed. Release the button and the number of loads will be displayed. This value should be 0. 12. Press and hold the SELECT button on the dashboard. will be displayed. Release the button and the left-front pressure will be displayed. This value should be in metric units. The nominal value should be 23.4 kg/cm2 (332psi). Values between 17.6 and 29.2 kg/ cm2 (250 psi and 416 psi ) are acceptable. 13. Press and hold the SELECT button on the will be displayed. Release dashboard. the button and the right-front pressure will be displayed. This value should be in metric units. The nominal value should be 23.4 kg/cm2 (332psi). Values between 17.6 and 29.2 kg/ cm2 (250 psi and 416 psi ) are acceptable. 14. Press and hold the SELECT button on the will be displayed. Release dashboard. the button and the left-rear pressure will be displayed. This value should be in metric units. The nominal value should be 23.4 kg/cm2 (332psi). Values between 17.6 and 29.2 kg/ cm2 (250 psi and 416 psi ) are acceptable.
In=
Id=
tL=
PL=
LC=
Lf=
rf=
Lr=
M20-52
Payload Meter III
11/03 M20008
21. The Connection Menu will be displayed. Select "Configure Payload Meter".
22. Confirm that the PLMIII software version matches the latest available version. As of 09May-01 the EJ0575-1 software version will display as "01/28/01A". The latest version can be found at http://www.kms-peoria.com/payload. If the version does not match the latest indicated on the internet, download the latest and update the PLMIII software using the Flashburn software. See Checkout Procedure Confirmation for more information. 23. Using the Truck Configuration menu, set the following:
NOTE: The frame serial number is located on a plate mounted to the truck frame. The plate is outboard on the lower right rail facing the right front tire. It is very important to enter the correct frame serial number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters. On the Truck Configuration screen, enter the frame serial number in the appropriate field. Press the "Save Changes" button to program the change into the payload meter. 25. Setting the Customer Unit Number. NOTE: Most mining operations assign a number to each piece of equipment for quick identification. This number or name can be entered in the Customer Unit Number field. It is very important to enter customer unit number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If no truck number has been specified, enter the frame serial number. On the Truck Configuration screen, enter the truck number in the appropriate field. Press the "Save Changes" button to program the change into the payload meter. 26. Setting the Komatsu Distributor. NOTE: This field in the haul cycle record can hold the name of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to each distributor. This number is used on all warranty claims. This Komatsu distributor number can also be put into this field. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If the distributor is not known, enter "UNKOWN". On the Truck Configuration screen, enter the distributor name or number in the appropriate field. Press the "Save Changes" button to program the change into the payload meter. 27. Setting the Komatsu Customer.
Set the time. Set the Date to todays date. Set the Gauge display units to Metric, Short Tons or Long Tons according to the final destination of the vehicle. If nothing has been specified, set to Metric Tons. Set the truck type to the proper truck model. Press the Save Changes button to program the change into the payload meter. 24. Setting the Frame Serial Number.
M20008 11/03
Payload Meter III
M20-53
NOTE: This field in the haul cycle record can hold the name of the mine or operation where the truck is in service. Komatsu also assigns a customer number to each customer. This number is used on all warranty claims. This Komatsu customer number can also be put into this field. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If the customer is not known, enter "UNKOWN" On the Truck Configuration screen, enter the customer name or number in the appropriate field. Press the "Save Changes" button to program the chnge into the payload meter. 28. Press "Save Changes" and close the Truck Configuration screen and the Connection Menu. 29. From the main menu select "Connect to Payload Meter". 30. From the Connection Menu select "Configure Payload Meter". Confirm that all previous changes have been saved and close the Truck Configuration form. 31. From the Connection Menu select "Real Time Data".
32. Confirm that the suspension pressures are within range. The nominal value should be 23.4 kg/cm2 (332psi). Values between 17.6 and 2 29.2 kg/cm (250 psi and 416 psi ) are acceptable. Record the values displayed. 33. Confirm that the inclinometer is within range and record the value. 34. Confirm that the Body Up input is working correctly. Place a steel washer on the body up switch. The real time data screen should indicate "No". Remove the washer and the real time data screen should indicate "Yes". The Haul Cycle State should change to "Dumping". 35. Confirm that the Brake Lock input is working correctly. Turn the Brake Lock on using the switch on the dashboard. The real time data screen should indicate "On". Turn the Brake Lock off. The real time data screen should indicate "Off". 36. Turn on the green payload lights by checking "Green Light" and pressing the "Set Lights" button. Check to be sure that only the green payload lights on the truck are illuminated. 37. Uncheck the green light and turn on the amber payload lights by checking "Amber Light" and pressing the "Set Lights" button. Check to be sure that only the amber payload lights are illuminated. 38. Uncheck the amber light and turn on the red payload lights by checking "Red Light" and pressing the "Set Lights" button. Check to be sure that only the red payload lights are illuminated. 39. Uncheck all the payload lights and press the "Set Lights" button. Confirm that all the lights are off.
NOTE: The weight shown on the real time data screen is the sprung weight and includes the weight of the truck. Given the suspension pressure dummy loads, the nominal value shown should be 112 short tons (101 metric tons).
40. Use the procedure for speedometer calibration for the particular truck type to simulate a 25 MPH (40.2 Km/h) speed signal. Confirm that this value is displayed by the speedometer on the dashboard and the real time data screen. The value can be 1 MPH (2 km/h). The brake lock must be off for the PLMIII to recognize speed input. 41. On the PC, close the Real Time Screen and the Connection Menu and return to the Main Menu.
M20-54
Payload Meter III
11/03 M20008
42. Remove the EJ3057 harness from the left front suspension junction box, TB42-A and TB42-B. 43. Wait at least 1 minute and remove the EJ3057 harness from the left-rear connections in the rear junction box, TB61-B and TB61-C. 44. Wait at least 1 minute and remove the EJ3057 harness from the right-rear connections in the rear junction box, TB61-A and TB61-C. 45. Wait at least 1 minute and remove the EJ3057 harness from the right-front connections in the right-front junction box, TB61-B and TB61-C. 46. Wait at least 1 minute. 47. From the main menu of the PC software press the "Connect to Payload Meter" button. 48. From the Connection Menu select "Display Active Alarms". Confirm that the four alarms displayed occurred in the proper order; Left-front suspension low Left-rear suspension low Right-rear suspension low Right-front suspension low 49. Close all screens and disconnect the laptop from the PLMIII system.
PLMIII CHECKOUT PROCEDURE CONFIRMATION

Flashburn Programming General Instructions: Before beginning, be sure the ".kms" file required to program the product and you know where to find it on your computer. Programming will reset all the truck configuration information. NOTE: BEFORE STARTING THIS PROCEDURE, RECORD THE PAYLOAD METER CONFIGURATION INFORMATION. This information can be found using the Payload Data Manager software. After programming, it will be necessary to restore this information in the payload meter configuration. 1. Turn off power to the payload meter by turning the keyswitch OFF. 2. Start the "Flashburn" software installed on the laptop.
Flashburn
1. Power OFF 2. Select Port 3. Select File 4. Power ON
Before programming, power must be turned off to the target device. Be sure the power is turned off before continuing.
< Back
Next >
Cancel
3. Confirm that the payload meter power is OFF and press NEXT".
M20008 11/03
Payload Meter III
M20-55
4. Confirm the proper communications port for the programming laptop. This is usually COM 1. Press NEXT.
Flashburn
Flashburn
1. Power OFF
Select the serial communications port to use between the computer and the target device. For most computers this will be COM 1.
Turn on power to the target device. This will start the programming process. Comm Port: Filename: Steps Connection: Preparation: Programming: Verification: COM 1 071000A.KMS Status Complete Complete Complete Complete
61 %
2. Select Port 3. Select File 4. Power ON
COM 1
< Back
Cancel
< Back
Next >
Cancel
7. After successful programming, turn the key witch OFF. 5. Press BROWSE and select the ".kms" file to program into the payload meter. Press NEXT.
Flashburn
8. Wait 20 seconds and turn the keyswitch ON. 9. The payload meter will need to be configured as instructed in the manual using the Payload Data Manager software on the laptop computer.
Select the file that will be used to program the target device. This file will end with the ".KMS" extension. Comm Port: COM 1 Filename: *.KMS
Browse
< Back
Next >
Cancel
6. When instructed, turn the keyswitch ON in order to power-up the payload meter. The PC will begin to reprogram the payload meter. This process takes approximately 5 minutes.
M20-56
Payload Meter III
11/03 M20008
Confirmation Checklist Use the Real Time Data Screen in order to verify the checklist items in the table below.
Checklist Item PLMIII Software Version User switch and display works properly Left - Front Pressure Right - Front Pressure Left - Rear Pressure Right - Rear Pressure Inclinometer Green light works properly Amber light works properly Red light works properly Brake Lock input works properly Body Up input works properly Speed input works properly
Value
Initials
Date Truck Signature
M20008 11/03
Payload Meter III
M20-57
PAYLOAD METER III COMPONENTS
Pressure Sensor - PC1578
PLMIII Controller - EG6514
All Reference dimensions are in mm. Speedometer - PC0550
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE MANUFACTURED UNDER LICENSE F ROM L.G. HAGENBUCH holder of U.S. Patent Numbers 4,831,539 and 4,839,835
M20-58
Payload Meter III
11/03 M20008
SECTION M31 RESERVE ENGINE OIL SYSTEM INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4 LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4 Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5 Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7 Circuit Breaker or Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7 SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31002 12/03
Reserve Engine Oil System
M31-1
NOTES
M31-2
12/03 M31002
RESERVE ENGINE OIL SYSTEM

The reserve engine oil system is designed to add more oil capacity to the engine sump and to reduce frequent servicing of the engine oil. The constant circulation of oil between the engine sump and reserve tank (9, Figure 31-1) increases the total volume of working oil. This dilutes the effects of contamination and loss of additives and maintains the oil quality over longer periods. The system adds or removes oil from the engine as required to maintain a constant level which prevents over fills or under fills. Filter (14) in the supply circuit protects the pumping unit (11) and prevents transfer of contaminants to the engine sump which might enter the tank during servicing. It also gives an added level of oil cleanup. The normal supply system capacity of oil carried in the reserve tank is roughly equivalent to the volume in the engine. In the process of continuous adjustment of the engine oil level, there is a constant circulation of oil between the engine and the reserve tank. The volume of oil in the tank becomes part of the working oil for the engine. Oil change intervals may usually be extended in proportion to the increased working oil volume. Extension beyond a proportional increase is often possible, but should be undertaken only as determined by oil sampling and analysis. Local conditions such as engine application, climate, and fuel quality should be taken into consideration before determining permissible oil life.
FIGURE 31-1. OIL RESERVE TANK 1. Suction Line 2. Remote Fill Line 3. Fill Valve 4. Engine Add Line 5. Fill Switch 6. Air Relief Valve 7. Tank Fill Line 8. Tank Fill Cap 9. Reserve Tank 10. Engine Add Line 11. Pumping Unit 12. Sight Gauge 13. Tank Add Line 14. Filter
M31002 12/03
M31-3
Operation Engine oil is circulated between engine oil pan (1, Figure 31-2) and reserve tank (2) by two electrically driven pumps (pump 1 and pump 2) within a single pumping unit (4). The pumping unit is mounted on the side of the reserve tank. The pump unit is equipped with an LED monitor light on one side. Pump 1 draws oil from the engine oil pan (1) at a preset control point determined by the height of the suction tube (6). Oil above this point is withdrawn and transferred to the reserve tank. This lowers the level in the engine oil pan until air is drawn. Air reaching the pumping unit activates pump 2, which returns oil from reserve tank (2) and raises the engine oil level until air is no longer drawn by pump 1. Pump 2 then turns off. The running level is continuously adjusted at the control point by alternating between withdrawal and return of oil at the engine oil pan. The oil returning to the engine oil pan is below the normal operating level to prevent aeration of the oil.
LED Monitor Light Steady - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. Regular pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. Irregular pulsing - Oil is at the correct running level.
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC 1. Engine Oil Pan (Sump) 2. Oil Tank 3. Oil Filter 4. Pumping Unit (1 & 2) 5. Air Relief Valve 6. Suction Tube A. Oil Suction Line B. Oil Return Line C. Engine Oil Level
M31-4
12/03 M31002
Tank Fill Control (Optional) With the reserve oil system the engine oil level is held constant, with only the reserve tank needing routine filling. The fill system automatically controls the filling of remote tank from a convenient ground level position. Filling of the tank to the proper full level is fast and accurate and accomplished in 2 to 3 minutes. The reserve oil tank for the engine is designed to add more oil capacity to the engine to reduce the frequent servicing of the engine oil. The engine oil level must still be checked every shift using the dipstick. If the engine oil has been drained from the engine oil pan, the new oil must be added through the engine fill tube. After an oil change, both engine and reserve tank must be full of oil before starting the engine. NOTE: Do Not use the oil in the reserve tank to fill the engine pan. System switch (2, Figure 31-3) is an illuminated push-pull power-on switch that powers the fill system. Start switch (3) is a momentary push button switch that opens the fill valve mounted on the reserve tank to begin the automatic filling of the reserve tank. Supply oil under pressure flows through the fill valve and into the tank. Filling Procedure (Remote fill feature) NOTE: This procedure adds oil to the reserve tank. 1. Connect the pressure supply hose from the new oil supply to the quick coupler on the truck. Open valve on supply hose to apply pressure. 2. Pull out on system switch (2, Figure 31-3) to turn the fill system on. 3. Push start switch (3). VALVE OPEN light (5) should illuminate and the filling process will begin. 4. When the tank is full, the VALVE OPEN light will turn off and FULL light (4) will illuminate. 5. Close the oil supply valve in the fill hose. 6. Press and hold start switch (3) for a couple of seconds to relieve oil pressure in the line. 7. Disconnect the new oil supply hose. 8. Push switch (2) in to turn fill system power off. FIGURE 31-3. RESERVE OIL TANK REMOTE FILL 1. Remote Control Box 2. System Switch 3. Start Switch 4. FULL Light 5. VALVE OPEN Light
M31002 12/03
M31-5
SERVICE
Between oil drains, the only normal servicing required is routine replenishment of oil at the reserve supply tank. Maintenance of running levels should be checked routinely; manually before starting the engine and with the LED system monitor on the reserve tank pumping unit (11, Figure 31-1) when the engine is running. There is also an in-line filter (screen) installed at the inlet of the fill valve (3, Figure 31-1). This filter requires no periodic maintenance, but it can be cleaned by removing it from the system and back flushing through the filter. CAUTION: Always check the engine oil level before starting engine. Use the engine dipstick. Every 10 Hours, or once each shift: 1. Before starting engine, check oil level using engine dipstick. Oil level should be in normal operating range. If not, check the reserve system for proper operation. 2. The engine oil quality will be best if the reserve tank is kept reasonably full. Check the oil level in the reserve tank. As a minimum guideline, if the oil is below the half-full level, fill the tank manually so the oil is just visible in the top sight glass or by using the automatic fill control method. 3. After starting and warm-up, check engine oil level signal (LED) to verify that the engine is being maintained at the preset running oil level. The signal should alternate between periods of steady on and flashing. Every 500 Hours: 1. Change all engine and system filters, if applicable. 2. More system failures result from bad electrical connections than all other causes combined. Check electrical system connections for tightness, corrosion and physical damage. Check battery, alternator, oil pressure switch, junction boxes, remote control fill box and circuit breakers. 3. Examine electrical cables over their length for possible damage. 4. Small hose leaks can cause system malfunction. Examine all hoses, including those on the reserve tank and the ones leading to and from the engine for leaks, cracks or damage. Check all fittings for tightness, leakage or damage.
Changing Oil 1. Drain both the engine sump and the reserve tank. Refill both engine and reserve tank with new oil to proper levels. 2. Change engine and reserve tank filters as required. 3. Start engine and check for proper operation. NOTE: Do not use the oil in the reserve tank to fill the engine sump. Both must be at proper level before starting engine. The engine oil level should be checked with the engine dipstick at every shift change. The oil level in the reserve tank must also be checked at every shift change. Oil must be visible in the middle sight gauge. If not, add oil to the reserve tank until oil is visible in the top sight gauge
M31-6
12/03 M31002
TROUBLESHOOTING
It is important to understand the LED signal for the pumping unit. It is used primarily to verify that the system is maintaining the oil level at the level of the open end of the withdrawal tube in the engine oil pan. The signal is also a valuable tool in troubleshooting the system. When the signal is steady (not flashing), pump 1 is running and oil is being withdrawn from the engine and being transferred to the reserve tank. When the signal is flashing, pump 1 is drawing air from the suction tube which triggers operation of the pump 2 to operate and transfer oil back to the engine from the tank (the flashing is actually the pulses of pump 2). When the oil is at the correct level in the engine, air and oil are alternatively entering the suction tube, with pump 1 commanding operation of pump 2 with each portion of air that comes through the line. This is a complete test for proper operation of the pumping unit. This operation can be accomplished without running the engine by jumping the oil pressure switch that activates the system. 1. If the signal light is steady, pump 1 should be pumping oil. Verify by loosening the hose at pump 1 outlet to verify that oil is coming through (pump 1 is marked by a groove on its outlet). 2. Loosen the hose at the inlet of pump 1 to admit air. Pump 2 should then run and the signal should be flashing. Verify proper pumping of pump 2 by loosening the hose at its outlet to see that oil is coming through. 3. Re-tighten the inlet hose on pump 1. The pump should again receive oil and the flashing should stop.
NOTE: There is a condition that would show a level higher than the controlled point. If both the engine and reserve tank are overfilled, there is no room in the tank to draw the oil level down in the engine. In this case, the LED signal would never start flashing because pump 1 is never receiving air. It will continue to pump oil from the engine to the tank, but because the tank is full, the oil will be routed back to the engine via the air relief valve on top of the tank.
There are two explanations for an overfilled tank and engine: When the tank is filled to FULL and the engine is overfilled. When oil is added directly to the engine between oil changes. The system transfers the oil to the reserve tank until it can not receive any more and the engine remains overfilled. It is, therefore, important that oil should be added only to the reserve tank between oil changes; except, of course, if the engine is extremely low.
Circuit Breaker or Fuse The Reserve System is protected either by a 15 amp circuit breaker or a 15 amp fuse located in the auxiliary control cabinet. If the truck is protected by circuit breakers, it will be CB10. If the truck is protected by fuses, the fuse will be in Fuse Block 2, position 10.
M31002 12/03
M31-7
SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. SYSTEM SCHEMATIC 1. Pumping Unit (Pump 1 & Pump 2) 2. Engine Oil Pressure Switch 3. Engine Subframe 4. 15 Amp Circuit Breaker or Fuse (CB10 or Fuse Block 2, position 10) 5. Power Supply 6. Auxiliary Box
FIGURE 31-5. FILL SYSTEM SCHEMATIC 1. Fill Valve 2. Oil Level Sensor (top of reserve oil tank) 3. 15 Amp Circuit Breaker 4. Battery Disconnect Box 5. Ground Wire 6. Remote Fill Control Box
M31-8
12/03 M31002
SECTION N CAB COMPONENTS INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01020
Index
N1-1
NOTES
N1-2
Index
N01020
SECTION N2 TRUCK CAB INDEX

TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Removal - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Installation - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7 Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7 Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8 Door Glass Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Door Window Regulator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13 Door Handle or Latch Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13 Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Adhesive Bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Windshield And Rear Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
N02015 06/03
Truck Cab
N2-1
NOTES
N2-2
Truck Cab
06/03 N02015
TRUCK CAB
Description The truck cab is a fully insulated design incorporating an integral ROPS structure for maximum operator comfort and safety. All gauges, switches, and 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 06/03
Truck Cab
N2-3
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 operator's 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 - Cab 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
N2-4
Truck Cab
06/03 N02015
FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS 1. Cab 2. Hydraulic System Hoses 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. 3. Hydraulics Components Cabinet 4. Electrical Harnesses 7. Evacuate air conditioning system: a. Attach a recycle/recovery station at the air conditioning compressor service valves. (Refer to Section N, Operator Comfort 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 06/03
Truck Cab
N2-5
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. Installation - Cab 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 22). 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 Section N, Operator Comfort, 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.
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 works 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. 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.
N2-6
Truck Cab
06/03 N02015
Door Adjustment If adjustment is necessary to insure tight closure of door, loosen striker bolt in the door jamb, 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 Jamb 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 jamb 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 jamb 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 JAMB 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 jamb bolt with a marker, pen, or pencil by circumscribing the outside edge of the washer onto the jamb. 2. Loosen the door jamb bolt (2) and move straight inwards 1/16" and retighten.
N02015 06/03
Truck Cab
N2-7
Step B. If the door bucks back when trying to close it, 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 jamb 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 jamb bolt with this mark and tighten it firmly enough to hold it in place but still allow some slippage. 4. Carefully try to close door (4) and determine if this has helped the "bucking" problem. If the door latches but not firmly enough, follow procedures listed previously in "Step A". If the door latch does not catch, move the bolt outward 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.
Door glass and internal door panel will drop when door panel screws are removed.
N2-8
Truck Cab
06/03 N02015
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.
Door Glass Replacement 1. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closes to the door.
FIGURE 2-6. 1. Hair Pin Clip 2. Door Strap Bolt 3. Strap Bracket 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.
N02015 06/03
Truck Cab
N2-9
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. 1. Support Block 2. Screws
N2-10
Truck Cab
06/03 N02015
Lift door glass up in the frame (1, Figure 2-12) so that it is near the top. Holding the glass in place, tilt frame out at the top. Lift frame and glass straight up and out of door.
Bracket (2, Figure 2-9) at bottom of glass must clear the door frame, if still on glass.
FIGURE 2-10. 1. Screws 2. Rubber Felt Insert
Remove the screw at the lower end of the window channels. It is necessary to pull the rubber felt insert (2, Figure 2-10) out of the channel in order to be able to remove the screws. 9. Remove the trim material covering the screws holding the window frame to the door. Remove screws (1, Figure 2-11) holding window frame to the door. Note: Screws along the bottom of window frame may be shorter than along the top and sides. FIGURE 2-12. 1. Window Frame 2. Window Bracket
10. Move window glass and frame to an area where the glass can be removed. Slide the glass down and out of the window channels. 11. Before installing new window glass, first inspect the window frame. In each corner there is an "L" shaped bracket with 2 screws in it to hold the corners of the frame together. Check the screws (1, Figure 2-13) to be sure they are tight. Also be sure the rubber felt insert in the window channels is in good condition. Replace, if 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 13. Lift window frame, holding glass at the top of the frame, and lower the assembly into the door.
N02015 06/03
Truck Cab
N2-11
FIGURE 2-13. 1. L Shaped Brackets FIGURE 2-14. 1. Capscrw & Nut 2. Mounting Screws Latch 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. 3. Mounting Screw - Outside Door Handle 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. 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.
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.
N2-12
Truck Cab
06/03 N02015
motor is engaged properly into the regulator gear. Also, the regulator should be in the "up" position before replacing the motor assembly. Be sure the motor mounting screws are tight. b. If replacing the window regulator assembly, the new regulator should be in the "up" 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.
Door Handle or Latch Assembly Replacement The cab doors are equipped with serviceable latch handle assemblies (inner and outer). If they become inoperative, they should be replaced by a new assembly. The outer latch handle assembly on each door is furnished with a key-operated lock to enable the operator to lock the truck cab while the truck is parked unattended. 1. Follow steps 1-6 procedure for door glass replacement. 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. 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.
Door Window Regulator Replacement 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: a. If replacing the motor assembly of the window regulator, be sure the worm gear on the
N02015 06/03
Truck Cab
N2-13
Door and Door Hinge Seal Replacement 1. The door assembly seal has only three 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 2-17. 1. Door Opening Seal 2. Door Hinge Seal FIGURE 2-16. 1. Door Opening Seal 2. Door Assembly Seal
N2-14
Truck Cab
06/03 N02015
GLASS REPLACEMENT
Adhesive Bonded Windows
Replacement Procedure
Recommended Tools/Supplies Cold knife, pneumatic knife, or a piano wire cutting device, long knife. Cutout tools are available at an auto glass supply store. Heavy protective gloves Safety eyeglass goggles Windshield adhesives, proper cleaners, primers & application gun SM2897 glass installation bumpers (6 - 7 per window) Window glass (Refer to Parts Catalog) Recommended adhesives: SikaTack Ultrafast or Ultrafast II (both heated). Vehicle can be put into service in 4 hours under optimum conditions. Heated adhesives require a Sika approved oven to heat adhesive to 80 C (176 F). Sikaflex 255FC or Drive (unheated). Vehicle can be put into service in 8 hours under optimum conditions. Sika Corporation 30800 Stephenson Hwy. Madison Heights, MI 48071 Toll Free Number: 1-800-688-7452 Fax number: 248-616-7452 http://www.sika.com or http://www.sikasolutions.com
The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass. 1. Using chosen cut-out tool, slice into existing urethane adhesive and remove window. 2. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even. Use only clean water. NOTE: Removal of all old adhesive is not required; just enough to provide an even bedding base. 3. Using a long knife, cut remaining urethane from vehicle, leaving a bed 2-4 mm thick. If existing urethane is loose or otherwise unsound, completely remove. Leave the installation bumpers in place, if possible. Clean metal with Sika Aktivator, allow ten minutes to dry. Then paint on a thin coat of Sika Primer 206G+P and allow ten minutes to dry. 4. Using only the new side window(s) which are to be bonded in place, center the new glass over opening in the cab. Using a permanent marker, mark on the cab skin along all the edges of the new glass that is to be installed. All edges must be marked on the cab in order to apply the adhesive in the proper location. 5. Using Sika Primer 206G+P, touch up any bright metal scratches on the metal frame of vehicle. Do not prime existing urethane bed. Allow to dry for ten minutes.
Due to the severe duty application of off-highway vehicles, the cure times listed by the adhesive manufacturer should be doubled before a truck is moved. If the cure time is not doubled, vibration or movement from a moving truck will weaken the adhesive bond before it cures, and the glass may fall off the cab. If another adhesive manufacturer is used, be certain to follow that manufacturer's instructions for use, including the use of any primers, and double the allowances for proper curing time.
6. Using a clean lint free cloth, apply Sika Aktivator to the black ceramic Frit surrounding the new window. Use a clean cloth and wipe off Sika Aktivator. Allow ten minutes to dry. 7. For the side windows, be sure to utilize a total of six or seven (SM2897) glass installation bumpers to the cab, 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. NOTE: Be careful not to place adhesive too far inboard, as it will make any future replacement more difficult.
N02015 06/03
Truck Cab
N2-15
8. Apply a continuous even bead of the adhesive approximately 0.38 in. (10 mm) in diameter to the cab skin at a distance 0.50 - 0.63 in. (13 - 16 mm) inboard from the previously marked final location of the glass edges from Step 4. 9. Immediately install glass to the vehicle. Carefully locate the glass in place with the black masking side towards the adhesive. Carefully press firmly, but not abruptly, into place assuring that the glass is properly seated. DO NOT POUND THE GLASS INTO PLACE. 10. Using a wooden prop and furnace/duct tape, hold the glass in place for at least two (2) full hours (or double the adhesive manufacturers curing time, which ever time is longer). NOTE: Do not allow the truck to move until double the cure time for the adhesive has passed. Otherwise, vibration or movement from a moving truck will weaken the adhesive bond and the glass may fall off the cab.
Windshield And Rear Glass Two people are required to remove and install the windshield or rear glass. One person inside the cab, and the other person on the outside. Special tools are available from local tool suppliers that are helpful in removing and installing automotive glass.
Removal 1. If windshield is to be replaced, lift windshield wiper arms out of the way. 2. Starting at the lower center of the glass, pull the weatherstrip locking lip out (2, Figure 2-18 or 219). Use a non-oily rubber lubricant and a screwdriver 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.
Be certain to follow all the adhesive manufacturer's instructions for use, including full allowances for proper curing time. The curing time may be as long as 48 hours (24 hours for some adhesives, then double it) before a truck can be driven. 11. Remove tape or prop from glass after the cure time has expired.
FIGURE 2-18. Front Windshield 1. Glass 2. Locking Lip 3. Weatherstrip Material 4. Sheet Metal
N2-16
Truck Cab
06/03 N02015
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 with one end of the weatherstrip at the center, lower part of the window opening and press the weatherstrip over the edge of the opening. b. Continue installing weatherstrip while going all the around the opening. When the ends of the weatherstrip meet at the starting point at the lower, center area of the window opening, there must be 0.5 in. (12.7 mm) 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. b. Two people should be used for glass installation. Have one person on the outside of the cab and push in on glass against opening, while the person inside uses a soft flat tool (plastic knife) and goes around the glass to work the weatherstrip over the edge of the glass.
3. After the glass is in place, go around the weatherstrip and push in on the locking lip (2, Figure 2-18 or 2-19) to secure the glass in the weatherstrip. 4. If windshield was being replaced, lower windshield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window 1. Glass 2. Locking Lip 3. Weatherstrip Material 4. Sheet Metal
N02015 06/03
Truck Cab
N2-17
NOTES
N2-18
Truck Cab
06/03 N02015
SECTION N3 CAB COMPONENTS INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Wiper Motor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Wiper Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Wiper Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
N03021
Cab Components
N3-1
NOTES
N3-2
Cab Components
N03021
CAB COMPONENTS
WINDSHIELD WIPERS
The windshield wipers are operated by a 24 volt electric motor. The wipers can be adjusted for a variable intermittent delay or a constant low or high speed by the switch mounted on the instrument panel. Wiper Motor Replacement Removal 1. Remove the five screws, inside of the cab, that secure the visor assembly/access panel. Lower the access panel. 2. Disconnect the wiper motor harness connector. 3. Remove nut (4, Figure 3-1), and disconnect the linkage from the motor. Hold the linkage stationary while loosening the nut. 4. Remove three capscrews (3) and the washers attaching motor (1) to plate (2). Remove the motor assembly. Installation 1. Place wiper motor (1, Figure 3-1) into position on plate (2). 2. Install three capscrews (3) and the washers. Torque the capscrews to 71-79 in. lbs. (8-9 Nm). 3. Align the motor output shaft with the linkage. Install nut (4) and torque the nut to 16-18 ft. lbs. (22-24 Nm). Hold the linkage stationary while tightening the nut. 4. Reconnect the wiper motor harness connector. 5. Verify the wipers operate properly and park in the proper position. Refer to Figure 3-3.
Wiper Arm Removal 1. Note the position of wiper arm (1, Figure 3-2) for installation purposes. 2. Lift the wiper arm cover and remove nut (2) and washer (3). 3. Disconnect the washer hose and remove the wiper arm.
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Wiper Motor 2. Plate Structure 3. Capscrew 4. Nut FIGURE 3-2. WIPER ARM DETAIL 1. Wiper Arm 2. Nut 3. Spring Washer 4. Cap 5. Washer 6. Nut
N03021
Cab Components
N3-3
Installation 1. Place wiper arm (1, Figure 3-2) into the position noted during removal. Install the washer and nut (2). Tighten the nut to 142-177 in. lbs. (1620 Nm). Close the cover. 2. Connect the washer hose to the wiper arm. 3. Ensure the wipers arms operate properly and park in the proper position after installation is complete. Refer to Figure 3-3.
4. If equipped, remove four capscrews (2, Figure 3-4) with washers. 5. Remove the pillow blocks (3) from the wiper compartment.
FIGURE 3-4. PILLOW BLOCK INSTALLATION 1. Spacer Block 2. Capscrew 3. Pillow Block
Installation 1. Place the linkage into position in the wiper compartment. 2. If removed, place spacer blocks (1, Figure 3-4) into position under pillow blocks (3). Install pillow block (3) with capscrews (2), washers and the nuts to secure the pillow blocks. 3. Install washer (5, Figure 3-2) and nut (6) on each wiper shaft and tighten finger-tight. Then tighten nuts to 160-177 in. lbs. (18-20 Nm) torque. Do not overtighten. The threads on the shafts are easily stripped when improperly tightened. Install cap (4) over nut (6). 4. Align the linkage and attach to the wiper motor drive arm using retainer (2, Figure 3-3). NOTE: When the motor is parked, the drive arm will be in the 3 oclock position as shown in Figure 3-3. 5. Install the wiper arms. Refer to Wiper Arm Installation. Ensure the wiper arms operate properly and park in the proper position after installation is complete.
FIGURE 3-3. PARK POSITION 1. Wiper Motor 2. Linkage Retainer
Wiper Linkage Replacement Removal 1. Remove the wiper arms. Refer to Wiper Arm Removal in this section. 2. Remove wiper retainer (2, Figure 3-3) and disconnect the wiper linkage from the wiper motor drive arm. 3. Remove nut (6, Figure 3-2) and washer (5) from each wiper shaft.
N3-4
Cab Components
N03021
WINDSHIELD WASHER
Operation The windshield washer tank is mounted on the right side of the hydraulic components cabinet behind the cab. It is a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-5) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the instrument panel and is 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 3-5. WINDSHIELD WASHER FLUID RESERVOIR AND PUMP 1. Reservoir 2. Pump 3. Outlet Hose 4. Filler Cap
N03021
Cab Components
N3-5
OPERATOR SEAT
The operator's seat provides a fully adjustable cushioned ride for driver comfort and easy operation. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: (1, Figure 3-6) 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: Lift handle (3) to release and select backrest angle: release control handle to set. 4. Seat Belt: Operator should always have seat belt (4) buckled in place and properly adjusted whenever vehicle is in motion. 5. Seat Slope: Lift lever (5) and hold to adjust the slope of the seat. Release lever to lock adjustment. 6. & 7 Air Lumbar Support: Each rocker switch (6 or 7) controls an air pillow. Switch (7) controls the lower air pillow and switch (6) controls the upper air pillow. To inflate, press on top of rocker switch and hold for desired support, then release. To deflate, press on bottom of rocker switch and hold for desired support, then release. Adjust each pillow for desired support. 8. Seat Suspension: Press rocker switch (8) on top to increase ride firmness. Press on lower part of rocker switch to decrease ride firmness. 9. Fore/Aft Location of Seat: Lift lever (9) and hold. Bend knees to move seat to a comfortable position: release control lever to lock adjustment. 12. Seat Height: Lift lever (12) and hold to adjust the height of the seat. Release lever to lock adjustment. Seat Removal 1. Remove hardware (10, Figure 3-6) that secures the seat base to the riser. Remove capscrew (11) that secures tether to floor. 2. Remove seat assembly from cab and take to clean work area for disassembly. Seat Installation 1. Mount seat assembly to seat riser. Install capscrews (10, Figure 3-6), lockwashers, flatwashers and nuts. Tighten to standard torque.
2. Fasten tether straps to floor with capscrews (11), flatwashers and lockwashers. Tighten capscrews to standard torque.
FIGURE 3-6. OPERATORS SEAT ADJUSTMENT CONTROLS 8. Height Adjustment 1. Headrest 9. Fore and Aft 2. Armrest Adjustment Adjustment 3. Backrest Adjustment 10. Mounting Hardware 4. Seat Belt 11. Seat Tether 5. Seat Slope Capscrew Adjustment 12. Seat Height 6. Upper Air Pillow Adjustment Lumbar Support 7. Lower Air Pillow Lumbar Support
N3-6
Cab Components
N03021
SECTION N4 OPERATOR COMFORT INDEX

OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 HEATER / AIR CONDITIONER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7 Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7 OPERATOR CAB AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13 SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14 SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Replacing Oil After Servicing the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Setting Up a New Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
N04024
Operator Comfort
N4-1
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17 Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17 Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17 Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18 Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18 Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19 Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Stabilizing the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 System Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 Evacuating and Charging the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 CHARGING THE AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 Pre-Diagnosis Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34 TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35 PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . N4-41
N4-2
Operator Comfort
N04024
OPERATOR COMFORT
HEATER / AIR CONDITIONER
The heater/air conditioner assembly incorporates all the controls necessary for regulating the cab interior temperature; heated air during cold weather operation, and de-humidified, cool air during warm weather operation. 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 refrigerant 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 4-1 for the following: Heater/Air Conditioner Vents Each heater/air conditioner vent (6, Figure 4-1) is a flapper type which may be opened or closed or rotated 360 for optimum air flow. There are four (three not shown) across the top of the panel, one each in the right and left panel modules, and four below the panel. Defroster Control Switch Defroster control switch (1, Figure 4-1) directs heated air for windshield defrosting. "Down" position of the toggle switch is OFF. "Up" position of the toggle switch is ON. Heat Control Switch Heater control 2, Figure 4-1) directs heated air to the cab floor for heating of the cab. "Down" position of the toggle switch is OFF. "Up" position of the toggle switch is ON. Temperature Control Knob Temperature control knob (3, Figure 4-1) allows the operator to select a comfortable temperature. Rotating the knob counter-clockwise (blue arrow) will select cooler temperatures. Full counter-clockwise position is the coldest air setting. Rotating the knob clockwise (red arrow) will select warmer temperatures. Full clockwise position is the warmest heater setting. FIGURE 4-1. A/C & HEATER CONTROLS Fan Control Knob Fan control knob (4, Figure 4-1) controls the cab air fan motor. The fan motor is a 3-speed motor: low (setting 1), medium (setting 2), and high (setting 3). Speeds are selected by rotating the control knob clockwise to the desired position. OFF is full counterclockwise position (setting 0). Heater/Air Conditioner Selector Switch Selector switch (5, Figure 4-1) allows the operator to select heat, A/C, or neither. The left position of the switch activates the air conditioning and the right side of the switch activates the heater. The middle position is OFF. Neither the heat nor the air conditioning can be activated in this position. NOTE: The air conditioner will not operate unless the fan control knob is turned ON.
N04024
Operator Comfort
N4-3
COMPONENTS
Figures 4-2 and 4-4 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to Air Conditioning System in this section for additional information regarding air conditioning system components, maintenance and repair. Relays Five relays (9, Figure 4-2) control the air dampers, A/C compressor and the heater valve. All five relays require 12VDC through the coil which is supplied by a 24VDC to 12VDC converter (2). One relay (Relay 1) switches 24 volt current to actuate the A/C compressor clutch. The temperature control switch, heater valve and the actuator motors all operate on 12 VDC current. Heater Core Heater core (46, Figure 4-4) receives engine coolant through heater valve (14) when heat is selected. If temperature control potentiometer (37) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked. If the selector switch (34) and heater valve appear to be working properly, yet no heat is apparent in heater core (46), the core may be restricted. Remove and clean or replace the core.
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 operator's seat) and the internal heater circuit breaker have not opened by verifying 24 VDC is present on the junction block (38, Figure 4-4).
FIGURE 4-2. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Enclosure 2. Converter (24 V to 12 V) 3. Water Control (Heater) Valve 4. A/C Refrigerant Hoses 5. Water Outlet (To Engine) 6. Water Inlet (From Engine Water Pump) 7. Evaporator Core 8. Heater Core 9. Relays
N4-4
Operator Comfort
N04024
Fan Motor And Speed Control Fan speed is controlled by inserting resistor(s) (49 & 50) 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; at high speed, the full 24 VDC is supplied to the blower motor, bypassing all resistors. Test If motor (5) does not operate at any of the speed selections, verify battery voltage is available at the switches, relay, and 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.
Filter Service Filter (19) and cab filter (2, Figure 4-3) in the front access panel of the cab need periodic cleaning to prevent restrictions in air circulation. Restricted filters will decrease the performance of the heater and air conditioner. 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.
Actuators Two rotary actuator motors (8, Figure 4-4) are installed inside the heater housing and are used to actuate the flappers for the following: Defroster outlet Bi-level or floor outlets
A failure to switch one of the above modes of operation may be caused by a faulty actuator. Test Visually inspect the flappers (11, 43) 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 (12 VDC) is present at the actuator when the toggle switch is closed or absent when the toggle switch is opened. If the correct voltages are present during operation of the switch, disconnect the actuator from the flapper and verify actuator force is comparable to a known (new) actuator. If not, replace with a new actuator.
FIGURE 4-3. CAB FILTER LOCATION 1. Access Cover 2. Cab Filter
N04024
Operator Comfort
N4-5
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY 1. Blower Housing 2. Blower Wheel 3. Cover Plate 4. Venturi 5. Motor, 24V 6. Motor Mount 7. Converter (24V-12V) 8. Actuator Motor 9. Screw 10. Spacer 11. Defrost Flapper 12. Snap Bushing 13. Foam 14. Heater Valve 15. Grommet 16. Casing 17. Gasket 18. Filter Holder 19. Air Filter 20. Knob 21. Filter Holder 22. Foam Insulation 23. Nut 24. Flatwasher 25. Cover 26. Louver 27. Louver Adapter 28. Foam 29. Plate, Coil 30. Evaporator Core 31. O-Ring 32. Expansion Valve 33. Knob 34. Toggle Switch (3 pos.) 35. Overlay 36. Plate, Control 37. Potentiometer 38. Block, Junction 39. Thermostat 40. Hose 41. Switch, Blower 42. Screw 43. Discharge Flapper 44. Toggle Switch (2 pos.) 45. Bracket, Flapper 46. Heater Core 47. Relay (12V) 48. Circuit Breaker 49. Resistor (12 Volt) 50. Resistor (24 Volt) 51. Retainer, Blower
N4-6
Operator Comfort
N04024
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, have been identified as a possible contributing factor of the Ozone depletion. Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of R-12 refrigerant be discontinued after 1995. Therefore, a more environmentally-friendly hydro-flouro-carbon.
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 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-Drier 16. Discharge Line 17. Condenser
N04024
Operator Comfort
N4-7
(HFC) refrigerant, commonly identified as HFC-134a or R-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 prohibited. These restrictions require the use of equipment and 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 recycling 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 system's 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 (AC) 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 troubleshooting and the corrective action necessary to put the AC unit into top operating efficiency. Too frequently, the operator and the serviceman overlook the primary fact that no AC 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 kept free of 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.
N4-8
Operator Comfort
N04024
Refrigeration - The Act Of Cooling There is no process for producing cold; there is only heat removal. Heat always travels toward cooler temperatures. 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.
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 heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for some 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. This causes the refrigerant to become cold. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator, adding to the cooling. 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.
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. Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air moves 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.
N04024
Operator Comfort
N4-9
AIR CONDITIONER SYSTEM COMPONENTS

Compressor (Refrigerant Pump) The compressor is where the low pressure side of the system changes to high pressure. It concentrates the refrigerant returning from the evaporator (low side) creating high pressure and 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, receiver-drier and connecting hoses to the expansion valve. The compressor is driven by the engine through a vbelt driving an electrically operated clutch mounted on the compressor drive shaft. 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. 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 AC 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. The receiver-drier is also equipped with a sight glass and a moisture indicator. The sight glass can give a good indication of the charge of the system. If the sight glass is not clear, the system is low on refrigerant. The moisture indicator is a device to notify service personnel that the drier is full of moisture and must be replaced. The indicator is blue when the component is free from moisture. When the indicator turns beige or tan, the drier must be replaced.
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 is achieved by air flowing from the radiator fan along with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow unless travel speed is at least 25 mph.
N4-10
Operator Comfort
N04024
Expansion Block Valve The expansion block 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 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. This produces the desired cooling effect. 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. This system uses 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. The expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.
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. 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.
N04024
Operator Comfort
N4-11
ELECTRICAL CIRCUIT
The air conditioner's electrical circuit is fed from an accessory circuit and is fused with a 30-ampere 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 available at the compressor clutch. 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 swash plate inside the compressor 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 or blower is turned off. The stationary field clutch is the most desirable type since it has fewer parts to wear. 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 body. 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.
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. Evaporator 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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Trinary Switch This switch is mounted on the receiver-drier and has three functions, as implied by the name: 1. Disengage the compressor clutch when system pressure is too high. 2. Disengage the compressor clutch when system pressure is too low. 3. Engage and disengage the radiator fan drive clutch during normal variation of system pressure. The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in the system. This switch is installed on the receiverdrier. The switch functions are: Terminals 1 & 2 are connected internally through two, normally closed pressure switches in series, the low pressure switch and the high pressure switch.
Fan Clutch - The mid-range function actuates the engine fan clutch, if installed. High Pressure - This switch opens and disengages the compressor clutch if system pressure rises above the 300 - 350 psi range. After system pressure drops to 210 - 250 psi, the switch contacts will close and the clutch will engage. The switch functions will automatically reset when system pressure returns to normal. OPENS Low Pressure High Pressure Fan Clutch 15-30 psi descending pressure 300-350 psi 35-60 psi below closing pressure CLOSES 40 psi rising pressure 210-250 psi 200-230 psi rising pressure
The pressures listed above are typical of pressures at the receiver-drier. Due to normal system flow losses and the distance between the service port and the receiver-drier, it is expected that actual system pressure displayed on the gauge will normally be approximately 20 psi higher. This factor should be observed when checking for proper operation of the switch. NOTE: One other pressure controlling device is installed within the compressor. A mechanical relief valve is located on the back of the compressor. The relief valve will open at 500 - 550 psi. The purpose of this valve is to protect the compressor in the event that pressure should be allowed to rise to that level. Damage to the compressor will occur if pressure exceeds 550 psi.
Terminals 3 & 4 are connected internally through a normally open switch that is used to control the clutch that drives the radiator fan. This switch closes and causes the cooling fan clutch to engage when system pressure rises to 200 - 230 psi. When pressure falls to 140 - 195 psi, the switch contacts open, and the cooling fan clutch disengages Low Pressure - This switch opens and disengages the compressor clutch if system pressure drops into the 15 -30 psi range. When pressure rises above 40 psi, the switch contacts close, and the clutch engages the compressor. Since temperature has a direct effect on pressure, if the ambient temperature is too cold, system pressure will drop below the low range, and the pressure switch will disengage the clutch.
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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.
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 systems 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. 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.
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SYSTEM OIL
R-134a air conditioning systems require the use of Polyalkylene Glycol (PAG) lubricating oil. This is the only oil recommended for use in this system. At present time, General Motors part number (12345923) is the oil that is furnished in the system on Komatsu trucks. This clear oil can be found at AC Delco dealers. In some areas, it can be found from other suppliers as U-Con 488. The only other alternative is General Motors part number (12356151) which is now becoming more popular and is expected to become the furnished oil in Komatsu AC systems. This oil is light blue-green in color and may be mixed with the other recommended oil. Handling and Reusing PAG Oil Avoid skin contact and inhalation of PAG oil, as these are normal precautions with any chemical. No PAG oil removed from new or old components should be retained for re-use. It should be stored in a marked container and properly sealed. PAG oil is an environmental pollutant and should be properly disposed of after use. PAG oil in containers or in an air conditioning system should not be left exposed to the atmosphere any longer than necessary. PAG oil absorbs moisture very rapidly, and therefore, any absorbed moisture could cause damage to an air conditioning system. REPLACING OIL Component Condenser Evaporator Receiver-Drier Compressor Block Valve (Expansion) Hoses Oil to add 2-3 ounces 1 ounce 2 ounces Compressors come with 10.5 ounces of oil in the sump. Refer to "Setting Up a New Compressor" Adding oil is not necessary Drain and measure amount removed
Setting Up a New Compressor Compressors come with 10.5 ounces of oil in the sump. Compressors being replaced should have been operating with 6 ounces of oil in the sump, therefore, the new compressor should be adjusted, accordingly. Example: If a compressor is being replaced, the receiver drier must also be replaced. (The receiverdrier should be replaced whenever the system is opened.) Since the new compressor comes with 10.5 ounces of oil, 2.5 ounces of oil should be removed from the compressor leaving 8 ounces. 8 ounces accounts for the 6 ounces needed for the compressor, and the 2 ounces for the new receiver-drier.
Oil Quantity It is critical to keep the correct amount of lubricant in the air conditioning system at all times. Failure to do so could result in damage to the compressor. Damage to the compressor can be a result from not only a lack of oil, but from too much oil, also. A lack of oil will cause excess friction and wear on moving parts. Excessive oil can result in slugging the compressor. This condition occurs when the compressor attempts to compress liquid oil as opposed to vaporized refrigerant. Since liquid cannot be compressed, damage to internal parts results. Replacing Oil After Servicing the System Replace oil that has been removed from the system through recovery of refrigerant and replacement of components. Refer to the chart below for adding oil.
Never run the system with more than 10.5 ounces of oil in the compressor sump. Damage to the compressor as well as other system components may occur. It is important to have a good balance of oil throughout the system.
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REFRIGERANT
Recycled Refrigerant Recycled refrigerant has been extracted from a mobile air conditioning system using a recovery unit. The refrigerant is cleaned by the recovery unit as it passes through filters located on the unit that meet specifications stipulated by Society of Automotive Engineers, SAE J2099. The refrigerant that has passed through the filtering process has only been cleaned of contaminants that are associated with mobile systems. Therefore, recycled refrigerant from mobile systems is only acceptable for reuse in mobile systems. Reclaimed Refrigerant Reclaimed refrigerant has been filtered through a more thorough filtering process and has been processed to the same standards of purity as virgin refrigerant. Because of this, reclaimed refrigerant is acceptable for use in all systems, not just mobile. The reclaiming equipment used for this process is expensive, and therefore, not common among normal maintenance shops. Equipment such as this is more commonly found in air conditioning specialty shops. R-134a Refrigerant Containers Two basic, readily available containers are used to store R-134a: the 30 or 60 pound bulk canisters (Figure 4-6). 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.
An unclear sight glass on R-134a systems can indicate that the system may be low on refrigerant. However, the sight glass should not be used as a gauge for charging the system. Charging the system must be done with a scale to ensure the proper amount of refrigerant has been added.
Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to this recommendation may result in premature wear or damage to air conditioning system components and poor cooling performance.
Refrigerant Quantity If not enough refrigerant is charged into the system, cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures, and in some cases, may damage system components. Exceeding the specified refrigerant charge will not provide better cooling. If an incorrect charge is suspected, recover the refrigerant from the system, and charge the system with the correct operating weight (6.9 lb, 3.13 kg). This is not only the recommended procedure, but it is also the best way to ensure that the system is operating with the proper charge and providing optimum cooling. Using the sight glass to determine the charge is not an accurate method. FIGURE 4-6. R-134a CONTAINERS 1. 30 lb. Cylinder 2. 60 lb. Cylinder
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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 4-7, performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant is recycled to reduce contaminants, and can then be reused in the same machine or fleet. 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. NOTE: To be re-sold, the gas must be reclaimed 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. 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. Recycling equipment must meet certain standards as published by the Society of Automotive Engineers (SAE) 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 4-8) is very accurate and safe. It is a small hand-held device with a flexible probe used to seek refrigerant leaks. A buzzer, alarm or light will announce the presence of even the smallest leak. Some leak detectors are only applicable to one type of refrigerant. Ensure the leak detector being used applies to the refrigerant in the system.
FIGURE 4-7. RECOVERY/RECYCLE STATION
FIGURE 4-8. TYPICAL ELECTRONIC LEAK DETECTOR
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FIGURE 4-9. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect 3. Service Hose Connection
FIGURE 4-10. VACUUM PUMP
Vacuum Pump The vacuum pump (Figure 4-10) 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.
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 4-9) 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.
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Manifold Gauge Set A typical manifold gauge set (Figure 4-11) 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. NOTE: When hose replacement becomes necessary, the new hoses must be marked SAE J2916 R134a. 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.
FIGURE 4-11. 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.
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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 given to the belts, hoses, tubing and all attaching hardware plus the radiator cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.
Shut off engine. DO NOT attempt to connect service 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 4-12. (High side to compressor discharge valve and low side to compressor suction side.) Do not open service valves at this time. This gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a recovery station or individual gauges, the 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.
FIGURE 4-12. SERVICE HOSE HOOK-UP
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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.
FIGURE 4-13. PURGING SYSTEM
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Stabilizing the AC System
SYSTEM PERFORMANCE TEST

This test is performed to establish the condition of all components in the system. Observe these conditions during testing:
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. Open the cab to ensure continuous operation of the compressor. 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, recover and charge the proper amount of refrigerant to enable adequate system 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 stabilize. 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.
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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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 3.5 lbs. of refrigerant into the system.
Electronic Leak Detector (Refer to Figure 4-8). 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. 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.
Before system assembly, check the compressor oil level and fill to specifications.
Use extreme caution when leak testing a system while the engine is running. In its natural state, refrigerant is a harmless, 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 downward when it leaks. Apply pickup hose or test probe on the under-surface of all components to locate leaks.
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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.
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. When grommets or clamps are used to prevent line vibration, be certain these are in place and secured.
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, components and lubricant containers. Keep all connections, caps, and plugs clean.
System Cleaning When performing repairs on air conditioning components, a thorough inspection should be performed. Inspect the parts that have been removed. If they contain any loose or foreign material, the rest of the system should be checked for the source of the material.
It is important to always torque fittings to the proper torque. Failure to do this may result in improper contact between mating parts and leakage may occur. Refer to the following torque chart for tightening specifications.
Fitting Size 6 8 10
Foot Pounds 10 - 15 ft.lbs. 24 - 29 ft.lbs. 26 - 31 ft.lbs. 30 - 35 ft.lbs.
Newton Meters 14 - 20 Nm 33 - 39 Nm 36 - 42 Nm 41 - 47 Nm
Only SAE and/or Mobile Air Conditioning Society (MACS) approved flushing methods with the appropriate refrigerants are to be performed when removing debris from the system. Other methods may be harmful to the environment, as well as air conditioning components.
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Installation torque for the single M10 or 3/8 in. capscrews securing the inlet and outlet fittings onto the compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
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 must be replaced whenever the system is opened for any service. The receiver-drier has a pressure switch to control the clutch, and should be removed and installed onto 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 coldest spot inside the system) and lower than normal suction pressure that can starve the compressor of oil. Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, or 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 mechanic's stethoscope to listen for noises inside the compressor.
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 0.023 to 0.057 in. (1.02 0.043 mm). 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.
NOTE: Some compressors may be discarded because it is suspected that internal components within the compressor have seized. Ensure that the compressor clutch is working properly before discarding a compressor for internal seizure. The normal compressor life span should be about twice as long as the normal life span of the compressor clutch. It is important to note that often times a weak clutch coil may be mistaken for a seized compressor. When a coils resistance has increased over time and the magnetic field weakens, the coil may not be able to pull the load of the compressor. Failure of the coil to allow the compressor shaft to be turned, may appear as though the compressor is locked up.
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Before a compressor is dismissed as being seized, a check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked for proper electrical resistance. The coil should fall within the following range: 12.0 0.37 Ohms @ 68 F (20 C) 16.1 0.62 Ohms @ 240 F (116 C) The temperatures specified above are roughly typical of a summer morning before first start-up and the heat beside an engine on a hot day. At temperatures in between those listed above, the correct resistance is proportionate to the difference in temperature.
1. Remove the belt guard from the front of the air conditioning compressor.
FIGURE 4-14. Servicing the Compressor Clutch * RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION J-9399 **J-9403 **J-25030 J-9401 J-8433 J-9395 ***J-24092 J-8092 J-9481 J-9480-01 J-9480-02 Thin Wall Socket Spanner Wrench Clutch Hub Holding Tool Clutch Plate and Hub Assembly Remover Pulley Puller Puller Pilot Puller Legs Universal Handle Pulley and Bearing Installer Drive Plate Installer Spacer, Drive Plate Installer 2. Remove the drive belt from compressor belt pulley (1, Figure 4-14). 1. Belt Pulley 2. Clutch Hub/Drive Plate 3. Shaft 4. Locknut
*Tools are available though your local Kent-Moore dealer. ** These tools are interchangeable. ***For use on multiple groove pulleys.
FIGURE 4-15. Use the proper tools to remove and replace clutch components. Using the recommended tooling helps prevent damage to compressor components during maintenance. Do not drive or pound on the clutch plate, hub assembly, or shaft. Internal damage to the compressor may result. 1. Thin Wall Socket 2. Clutch Hub Holding Tool 3. Clutch Hub
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3. Remove locknut (4) using thin wall socket (1, Figure 4-15) or the equivalent. Use clutch hub holding tool (2), spanner wrench (J-9403), or the equivalent to hold clutch hub (3) while removing the locknut. It is recommended that the locknut be replaced after it has been removed.
5. Remove square key (1, Figure 4-17) from the keyways.
FIGURE 4-18. 1. Clutch Hub FIGURE 4-16. 1. Clutch Assembly 2. Clutch Plate & Hub Assembly Remover 2. Pulley
6. Inspect the friction surface on the clutch hub and the friction surface on the pulley. Scoring on the friction surfaces is normal. DO NOT replace these components for this condition only.
4. Thread clutch plate and hub assembly remover (2, Figure 4-16) into the hub of clutch assembly (1). Hold the body of the remover with a wrench and tighten the center screw to pull the clutch plate and hub assembly from the compressor. Inspect the steel friction surface on the clutch and ensure that it is not damaged by excessive heat. Inspect the other components near the clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to replace the compressor. Excessive heat may cause leakage in the seals and damage to internal components as well as external components.
FIGURE 4-17. 1. Square Key 2. Keyway in Shaft
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Pulley Removal
10. Tighten the center screw on the puller against the shaft of the compressor to remove the pulley. 11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check the bearing for brinneling, excessive looseness, noise, and lubricant leakage. Replace the assembly if any of these warning signs are evident. Clutch Coil Check 12. Use a multi-meter to ohm check the clutch coil. The resistance should be as follows: 12 0.37 ohms @ 68 F (20 C) 16.1 0.62 ohms @ 239 F (115 C) FIGURE 4-19. If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove the retaining ring and replace the coil.
1. Pulley Assembly 2. Pulley Retainer Ring
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 4-19) to remove pulley retainer ring (2) from pulley (1). 8. Pry the absorbent sleeve retainer from the neck of the compressor, and remove the sleeve.
Pulley Installation
FIGURE 4-21. 1. Bearing Installer 2. Universal Handle 1. Place the pulley assembly into position on the compressor. Use bearing installer (1, Figure 421), universal handle (2), and a hammer to lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the equivalent ensures that the force driving the bearing into position acts on the inner race of the bearing. Applying force to the outer race of the bearing will result in bearing damage. 2. Ensure the pulley rotates freely. If the pulley does not rotate freely, remove the pulley and check for damaged components. Replace any damaged components and reinstall the pulley. 3. Install the pulley retainer ring and ensure that the ring is properly seated. 4. Install the absorbent sleeve into the neck of the compressor. Install the sleeve retainer.
1. Pulley Puller 2. Pulley Assembly
FIGURE 4-20. 3. Puller Pilot
9. Install pulley puller (1, Figure 4-20) and puller pilot (3) onto the compressor, as shown. If a multiple groove pulley is used, install puller legs (J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back side of the pulley. DO NOT use the belt grooves to pull the pulley from the compressor.
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Clutch Assembly Installation 1. Insert square key (1, Figure 4-16) into the keyway in the clutch hub. Allow the key to protrude about 4.5 mm (0.18 in.) from the outer edge of the hub. Use petroleum jelly to hold the key in place.
4. Press the clutch onto the compressor using installer (1). Continue to press the clutch plate until a 2 mm (0.079 in.) gap remains between the clutch friction surface and the pulley friction surface. Refer to Figure 4-23.
0.040 0.017 in.
FIGURE 4-23. CLUTCH GAP FIGURE 4-22. 1. Drive Plate Installer 2. Spacer NOTE: The outer threads of installer (J-9480-01) are left handed threads. 5. Install locknut (4, Figure 4-14) and tighten the nut until it seats. The gap should now measure 1.02 0.043 mm (0.040 0.017 in.). If the gap is not within the specification, check for proper installation of the square key. 6. Install the drive belt onto the compressor. Ensure that the proper tension on the belt is attained. Refer to the belt tension chart in the appropriate engine manual for the proper specifications. 7. After assembly is complete, burnish the mating parts of the clutch by operating the air conditioning system at maximum load conditions with the engine at high idle. Turn the air conditioning control ON and OFF at least 15 times for one second intervals. 8. Install the belt guard if no further servicing is required.
2. Place the clutch assembly into position on the compressor. Align the square key with the keyway on the shaft. 3. Thread drive plate installer (1, Figure 4-22) onto the shaft of the compressor. Spacer (2) should be in place under the hex nut on the tool.
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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 the 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 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. 6. Start the recovery process by operating the equipment as per the manufacturer's 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.
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 manufacturer's instructions for this procedure.
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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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. 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 4-24. 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.
FIGURE 4-24. VACUUM PUMP HOOKUP 1. Low Pressure Hand Valve 2. High Pressure Hand Valve 3. Vacuum 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.
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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

When charging the system, 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. The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant from the system. The charging refrigerant should then be weighed on a scale to ensure the proper amount is charged into the system. Most recovery units include a scale within the apparatus, thus making it very easy to charge the correct amount every time. If equipment such as this is not available, a common scale can be used to determine the weight of charge. Simply weigh the charging tank, subtract the weight of the proper charge, and charge the system until the difference is shown on the scale. On certain types of equipment, it is also possible to add any necessary lubricant when charging the system. If a scale is not used when charging R-134a into a system, it is difficult to tell if the correct charge has been achieved. The sight glass can provide some indication, but it is not a reliable tool for determining proper charge.
The most important factor is the ability for the system to hold the deepest vacuum the pump can pull, and hold it for 15 minutes after the pump has stopped. This may take several tries depending on how long the system was held in a vacuum.
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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. 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 stabilize. 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
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even temperatures, if outlet is cooler than inlet, a restriction is indicated.
Diagnosis Of Gauge Readings And 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.
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TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is only slightly cool. Possible Causes - Low refrigerant charge, causing pressures to be slightly lower than normal. Suggested Corrective Actions Check for leaks by performing leak test. If No Leaks Are Found: Recover the refrigerant and use a scale to charge the proper amount into the system. Check system performance. If Leaks Are Found: After locating the source of the leak, recover the refrigerant, and repair the leak. Evacuate the system and recharge using a scale. Add oil as necessary. Check AC operation and performance test the system.
PROBLEM: Little or No Cooling Indications: Low side pressure - VERY LOW High side pressure - VERY LOW Discharge air is warm. No bubbles observed in sight glass, may show oil streaks. Possible Causes - Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system. Suggested Corrective Actions Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check AC operation and do system performance test.
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PROBLEM: Extremely Low Refrigerant Charge in the System Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is warm. The low pressure switch may have shut off the compressor clutch.
Possible Causes - Extremely low or no refrigerant in the system. Possible leak in the system.
Suggested Corrective Actions Check for leaks by performing leak test. No Leaks Found: Recover refrigerant from the system. Recharge using a scale to ensure correct charge. Check AC operation and performance. Leaks Found: Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - Normal High side pressure - Normal Discharge air is only slightly cool. (In a cycling type system with a thermostatic switch, the switch may not cycle the clutch on and off, so the low pressure gauge will not fluctuate.) Possible Causes Leaks in the system. Suggested Corrective Actions Test for leaks, especially around the compressor shaft seal area. When the leak is found, recover refrigerant from the system and repair the leak. Replace the receiver-drier or accumulator because the desiccant may be saturated with moisture. Check the compressor and replace any refrigerant oil lost due to leakage. Evacuate and recharge the system with refrigerant using a scale. Check AC operation and performance.
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PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - HIGH High side pressure - HIGH Discharge air is only slightly cool. Possible Causes - Leaks in system. Suggested Corrective Actions Test for leaks, especially around the compressor shaft seal area. After leaks are found, recover refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor and replace any oil lost due to leakage. Evacuate and recharge the system using a scale to ensure proper quantity. Check AC operation and performance.
PROBLEM: Expansion Valve Stuck or Plugged Indications: Low side pressure - VERY LOW or in a Vacuum High side pressure - HIGH Discharge air only slightly cool. Expansion valve body is frosted or sweaty. Possible Causes 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, proceed to the Repair Procedure. Suggested Corrective Actions Test: Warm diaphragm and valve body with your hand, or very carefully with a heat gun. Activate the 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 partially open and that your action closed it. Repeat the test, but first warm the valve diaphragm or capillary with your hand. If the low side gauge drops again, the valve is not stuck. Repair Procedure: Inspect the expansion valve screen (except block type valves). To do this, remove all refrigerant from the system. Disconnect the inlet hose fitting from the expansion valve. Remove, clean, and replace the screen. Reconnect the hose and replace the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check AC operation and performance. If the expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other procedure described did not correct the problem, the expansion valve is defective. Replace the valve.
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PROBLEM: Expansion Valve Stuck Open Indications: Low side pressure - HIGH High side pressure - Normal Air from vents in the cab seems warm or only slightly cool. Possible Causes 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. Suggested Corrective Actions Test: Operate the AC system on it's coldest setting for a few minutes. Carefully spray nitrogen or another 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 using a scale. Check AC operation and performance.
PROBLEM: High Pressure Side Restriction Indications: Low side pressure - LOW High side pressure - Normal to HIGH Discharge air is only slightly cool. Look for sweat or frost on high side hoses and tubing. The line will be cool to the touch near the restriction.
Possible Causes Kink in a line, collapsed hose liners, plugged receiver-drier or condenser, etc.
Suggested Corrective Actions 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.
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PROBLEM: Compressor Malfunction Indications: Low side pressure - HIGH High side pressure - LOW Compressor operates noisily. Possible Causes - Defective reed valves or other internal components. Suggested Corrective Actions 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 system with refrigerant using a scale. Check system operation and performance.
PROBLEM: Thermostatic Switch Malfunction Indications: Low side pressure - Normal High side pressure - Normal Low side pressure may cycle within a smaller range as the compressor clutch cycles more frequently than normal. This may indicate the thermostat is set too high.
Possible Causes - Thermostat malfunctioning possibly due to incorrect installation.
Suggested Corrective Actions 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 the capillary tube that is attached to it. Use care not to kink or break the tube. Position the new thermostat capillary tube at or close to the same location and seating depth between the evaporator coil fins as the old one. Connect the electrical leads
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PROBLEM: Condenser Malfunction or System Overcharge Indications: Low Side High High Side High Discharge air may be warm. High pressure hoses and lines are very hot.
Possible Causes - Lack of air flow through the condenser fins
Suggested Corrective Actions Repair Procedure: Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Inspect condenser for dirt, bugs, or other debris, and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 38 mm) between it and the radiator. Check the radiator pressure cap and cooling system, including the fan, fan clutch, drive belts and radiator shutter assembly. Replace any defective parts and then recheck AC system operation, gauge readings, and performance. If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a scale to recharge the system using the correct amount. Recheck AC system operation, gauge readings and performance. If the gauge readings do not change, all of the refrigerant should be recovered and the system flushed. The condenser may be partially blocked -replace condenser. The receiver-drier must also be replaced. Evacuate the system, recharge, and check operation and performance.
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PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM

Truck Serial Number_________________________ Site Unit Number____________________________ Date:____________Hour Meter:________________ NOTE: Compressor should be run at least 5 minutes (40F minimum ambient temperature) every month, in order to circulate oil and lubricate components. Maintenance Interval COMPONENT 3
4. Expansion Valve Inspect capillary tube (if used) for leakage, damage, looseness 5. Evaporator Clean dirt, bugs, leaves, etc. from fins (w/ compressed air) Check solder joints on inlet/ outlet tubes (leakage) Inspect condensation 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 50 F Inspect all wiring connections Operate all manual controls through full functions
Last Maintenance Check:_____________________ Name of Service Technician________________
Maintenance Interval COMPONENT 3

1. Compressor Check noise level Check clutch pulley Check oil level Run system 5 minutes Check belt tension (80-100) lbs; V-belt Inspect shaft seal for leakage Check mounting bracket (tighten bolts) Check clutch alignment 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 or damage 3. Receiver-Drier Check inlet line from condenser (should be hot to touch) Replace, if system is opened
(months) 6 12 Done
(months) 6 12 X Done
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NOTES:
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SECTION N5 OPERATOR CAB CONTROLS INDEX

OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Telescope Lock Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Turn Signal/Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Accelerator (Throttle) Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Starting on a Grade With a Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS . . . . . . . . . . . . . . . . N5-8 Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 F-N-R Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Lowering The Dump Body: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Ash Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Lighter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Service Engine Light (Blue) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Engine Diagnostics Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
N05057
Operator Cab Controls
N5-1
TCI Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 PSC Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 INSTRUMENT PANEL AND INDICATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 CONTROL SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 PANEL GAUGES, INDICATORS, AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Normal Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Engine Shutdown Switch with 5 Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Fog Lights (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Panel Illumination Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Parking Brake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Left Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Speedometer / Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 AC Drive System Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Windshield Wiper and Washer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 OVERHEAD STATUS / WARNING INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 STATUS / WARNING INDICATOR LIGHT SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29 Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
N5-2
N05057
OPERATOR CAB CONTROLS

STEERING COLUMN
Removal 1. Shut off engine by turning the key switch OFF. Allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to be certain no pressure remains. 2. Open the battery disconnect switch. 3. Remove access cover (15, Figure 5-1) from the front of the cab. Do not remove hydraulic lines from steering control unit unless necessary. 4. Loosen capscrews (10) on steering control unit (7) and move it out of the way. 5. Disconnect steering column wire harness(s). 6. Remove screws retaining trim cover (14) where steering column enters the instrument panel and remove cover. 7. Remove capscrews (12) and brackets (8 & 9). 8. Remove four capscrews (4). Access to these screws is from the front of the cab through the access opening. 9. Lift the steering column from instrument panel. Steering Column Inspection Whenever the steering column or steering control unit is removed for service, the steering column shaft splines should be inspected for excessive wear. 1. With the column assembly removed from the truck, thoroughly clean splines on steering column shaft and inspect for damage or excessive wear. 2. Using an outside micrometer or dial caliper, measure the outside diameter of the male splines on the steering column shaft. Minimum diameter: 0.950 in. (24.13 mm) 3. If splines are smaller than minimum diameter specification, replace steering column. Installation 1. Insert capscrew (10), lockwashers (11), and flatwashers (5) through brackets (8 & 9) and then through steering column flange. Add second flatwasher (5) and nut (13) to each capscrew to hold parts together. Tighten nuts securely. 2. Slide the entire assembly down the tapered blocks until brackets (8 & 9) contact the mounting surface in the cab. Install capscrews (4) and (12) with washers (5) and (6). Only tighten capscrews (4). 3. Inspect brackets (8 & 9) to see if they contact the mounting surface evenly, and are flat and inline with the surface. If so, tighten capscrews (12). If brackets are not quite parallel, install flat washers (as needed) between brackets and mounting surface to eliminate any gaps. Tighten capscrews (12) to standard torque. 4. After capscrews (4 & 12) are tightened to standard torque, remove nuts (13) and flatwashers (5) that were holding the steering column to the two brackets. Do not remove capscrews (10) from the brackets. 5. Lubricate the male splines on the end of the steering column shaft. Note: There is no lower end bearing in this new steering column assembly, therefore the male end of the shaft will have to be guided into the mating female part of the steering control unit (7). 6. Without removing capscrews (10) from the holes, move the steering control unit (7) into place and start each of the capscrews.
FIGURE 5-1. STEERING COLUMN INSTALLATION 9. Bracket R.H. 1. Steering Wheel 10. Capscrew 2. Button Horn 11. Lock Washer 3. Steering Column 12. Capscrew 4. Capscrew 13. Nut 5. Flat Washer 14. Trim Cover 6. Lock Washer 7. Steering Control Unit 15. Access Cover 8. Bracket L.H.
N05057
N5-3
7. Tighten the four capscrews (10) to standard torque. 8. Check for proper steering wheel rotation without binding. Be certain wheel returns to neutral after rotating 1/4 turn left and right.
9. If disconnected, re-connect the hoses to the steering control unit. 10. Connect the steering column wire harness(es) to the harness(es) in the cab. 11. Install access and trim covers.
FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW 6. Heater/Air Conditioner Controls 11. Radio, AM/FM Stereo 1. Steering Wheel 12. Warning Lights Dimmer Control 7. Instrument Panel 2. Retarder Control Lever 13. Warning/Status Indicator Lights 8. Grade/Speed Retard Chart 3. Retarder/Service Brake Pedal 14. Air Cleaner Vacuum Gauges 9. Radio Speakers 4. Throttle/Accelerator Pedal 15. Windshield Wipers 10. Warning Alarm Buzzer 5. Heater/Air Conditioner Vents
N5-4
N05057
STEERING WHEEL AND CONTROLS

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 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 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 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 Turn signal lever (5, Figure 5- 3) is used to activate the turn signal lights and to select either high or low headlight beams. Move the lever upward to signal a turn to the right. An indicator in the top, center of the instrument panel will illuminate to indicate turn direction selected. Refer to Instrument Panel and Indicator Lights in this section. 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.
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 truck speed. 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, engine rpm will automatically go to an advance retard speed setting. This rpm will vary depending on temperature of several electrical system components. Dynamic retarding will be applied automatically, if the speed of the truck obtains the maximum speed setting programmed in the control system software. When dynamic retarding is activated, an indicator light in the overhead display will illuminate. The grade/speed retard chart should always be used to determine safe downhill speeds. Refer to grade/ speed retard chart in this chapter.
N05057
N5-5
Retarder Control Lever 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. An adjustable detent holds the lever in the OFF position. Refer to Section J, Brake Circuit Component Service for adjustment procedures. 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. 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 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, 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 5-7) will illuminate), and an increase in pedal resistance will be felt when 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. The 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 Accelerator (throttle) pedal (4, Figure 5-2) is a footoperated 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.
N5-6
N05057
GRADE/SPEED RETARD CHART

The grade/speed retard chart (8, Figure 5-2 & shown below) provides the recommended MAXIMUM retarding limits at various truck speeds and grades with a fully loaded truck. This decal in the truck may differ from the decal below due to optional truck equipment such as: wheel motor drive train ratios, retarder grids, tire sizes, etc. Always refer to this decal in the operator's cab, and follow these recommendations for truck operation. The operator should reference this chart before descending any grade with a loaded truck. Proper use of dynamic retarding will maintain a safe speed.
The "short term" numbers listed on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for a short duration before system components reach the maximum allowable temperature during retarding. 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 this short duration of time, the system would become overheated. If the vehicle is operated at "short term" grade and speed limits for a period of time exceeding thermal capacity, the Propulsion System Controller (PSC) gradually reduces retarding effort from "short term" to "continuous". The "retard @ continuous" indicator light will illuminate alerting the operator of the retarding reduction and the need for a reduction in speed. The operator must use the service brakes to quickly slow the truck to maximum "continuous" retarding limits or less.
Do Not LIGHTLY apply the service brakes when attempting to slow the truck on a downhill grade. Overheating of the brakes will result. Fully apply the brakes (within safe limits for road conditions) in order to quickly slow the truck to maximum "continuous" retarding limits or less. NOTE: The "three minute" curve is a minimum and the actual time limit could be greater. Ambient temperature, barometric pressure and recent motor power levels can affect this number. The "short term" rating will successfully 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 the grade exceeds the allowable limits, the grade will need to be negotiated at the "continuous" speed. Two speed lists are provided, one for continuous retarding, and the second, for short term (approx. 3minute) retarding. Both lists are matched to the truck at maximum Gross Vehicle Weight (GVW). The two ratings are guidelines for proper usage of the retard function on downhill grades. The "continuous" numbers on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for unlimited time or distance during retarding. DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck.
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N5-7
HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS

The heater/air conditioner compartment contains the heater/air conditioner controls (6, Figure 5-2) and some of the heater/air conditioner components, such as the blower motor assembly and heater coils. Optimum cab air climate can be selected by using the following controls in various combinations. Heater/Air Conditioner Vents Each heater/air conditioner vent (6, Figure 5-4) is a flapper type which may be opened or closed or rotated 360 for optimum air flow. There are four (three not shown) across the top of the panel, one each in the right and left panel modules, and four below the panel. Defroster Control Switch Defroster control switch (1, Figure 5-4) directs heated air for windshield defrosting. "Down" position of the toggle switch is OFF. "Up" position of the toggle switch is ON. Heat Control Switch Heater control 2, Figure 5-4) directs heated air to the cab floor for heating of the cab. "Down" position of the toggle switch is OFF. "Up" position of the toggle switch is ON. Temperature Control Knob Temperature control knob (3, Figure 5-4) allows the operator to select a comfortable temperature. Rotating the knob counter-clockwise (blue arrow) will select cooler temperatures. Full counter-clockwise position is the coldest air setting. Rotating the knob clockwise (red arrow) will select warmer temperatures. Full clockwise position is the warmest heater setting. Fan Control Knob Fan control knob (4, Figure 5-4) controls the cab air fan motor. The fan motor is a 3-speed motor: low (setting 1), medium (setting 2), and high (setting 3). Speeds are selected by rotating the control knob clockwise to the desired position. OFF is full counterclockwise position (setting 0).
Heater/Air Conditioner Selector Switch Selector switch (5, Figure 5-4) allows the operator to select heat, A/C, or neither. The left position of the switch activates the air conditioning and the right side of the switch activates the heater. The middle position is OFF. Neither the heat nor the air conditioning can be activated in this position. NOTE: The air conditioner will not operate unless the fan control knob is turned ON.
FIGURE 5-4. A/C & HEATER CONTROLS
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INSTRUMENT PANEL
Instrument panel (7, Figure 5-2) includes a wide variety of switches, gauges, and indicators. Refer to Instrument Panel and Indicator Lights, in this chapter for a detailed description of function and location of these components.
OVERHEAD PANEL AND DISPLAYS

The items listed below are located on the overhead panel. Refer to Figure 5-2 for the location of each item. A brief description of each component is documented below.
Radio Speakers Radio speakers (9, Figure 5-2) for the AM/FM Stereo radio are located at the far left and right of the overhead panel.
Status/Warning Indicator Light Panel Panel (13, 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, in this chapter for a detailed description of these indicators.
Warning Alarm Buzzer Warning alarm buzzer (10, Figure 5-2) will sound when activated by any one of several truck functions. Refer to Instrument Panel and Indicator Lights, in this chapter for a detailed description of functions and indicators that will activate this alarm. Air Cleaner Vacuum Gauges Air cleaner vacuum gauges (14, 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: Komatsu SSDA16V160 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.
Cab Radio (Optional) This panel will normally contain AM/FM stereo radio (11, Figure 5-2). Refer to Section 7 in 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.
Warning Indicator Light Dimmer Control Dimmer control (12, Figure 5-2) permits the operator to adjust the brightness of warning indicator lights (13). Windshield Wipers Windshield wipers (15, Figure 5-2) are powered by an electric motor. Refer to Instrument Panel and Indicator Lights, in this chapter for a location and description of the windshield wiper and washer controls.
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CENTER CONSOLE
F-N-R Selector Switch Selector switch (2, Figure 5-5) is mounted on a console to the right of the operator's seat. It is a three position switch that 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. The operator can select FORWARD drive by moving the handle forward.
REVERSE drive can be selected by moving the handle to the rear.
The truck must be stopped before the selector handle is moved to a drive position.
FIGURE 5-5. CENTER CONSOLE (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) RSC Switch (11) Retarder Speed Control Dial (12) Data Store Button (13) Engine Diagnostic Port (QUANTAM) (14) Service Engine Light (Blue) (15) Engine Diagnostic Port (CENSE) (16) Paylaod Meter III (17) Truck Control Interface (TCI) (18) Modular Mining Port (Optional) (19) Propulsion System Controller (PSC) Diagnostic Port
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Hoist Control Lever Hoist control (3, Figure 5-5) is a four position handoperated lever located between the operator seat and the center console (see illustration below).
Ash Tray Ash tray (4, Figure 5-5) 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 Lighter (5, Figure 5-5) may be used for lighting cigars/cigarettes. Always use caution with smoking materials! This socket may also be used for a 12 VDC power supply.
L.H. Window Control Switch LH window control switch (6, Figure 5-5) is springloaded 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.
Raising The Dump Body 1. Pull the lever to the rear to actuate the 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 the 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
R.H. Window Control Switch RH window control switch (7, Figure 5-5) is springloaded 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 Engine shutdown switch (8, Figure 5-5) is used for engine shutdown by depressing this button and holding it until engine stops. Use this switch to shutdown the engine if the engine does not shutdown by turning off the keyswitch, or to shutdown the engine without turning off the 24 VDC electric circuits. There is also a ground level engine shutdown switch on the left front frame rail behind the ladder.
Lowering The Dump Body: Move the hoist lever forward to DOWN position and release. Releasing the lever places the hoist control valve in the FLOAT position allowing the body to return to the frame.
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Override/Fault Reset Switch Override/Fault reset switch (9, Figure 55) 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 Overhead Status/Warning Indicators in this section.
Retard Speed Control (RSC) Adjust Dial RSC adjust dial (11, Figure 5-5) 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 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 retard chart in the operator's 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 the RSC setting. If the operator depresses the throttle pedal to increase truck speed, dynamic retarding will not come activate unless the truck overspeed setting is reached or the foot operated retard pedal is used. When the throttle pedal is released and the RSC switch is on, dynamic retarding will activate at, or above, the RSC dialed speed and will adjust truck speed to, and maintain, the dialed speed. To adjust the RSC control, pull switch (11) ON and start with dial (12) rotated toward fastest speed while driving the truck at the desired maximum speed. Relax the throttle pedal to let the truck coast and slowly turn the RSC adjusting dial 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 the throttle pedal is released. With the 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.
Retard Speed Control (RSC) Switch Retard speed control switch (10, Figure 5-5) turns the system off or on. Push the knob in to turn off and pull the knob out to turn the system on. IN OFF
OUT
ON
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Data Store Button This button (12, Figure 5-5) is for use by qualified maintenance personnel to record in memory a snapshot of the A/C drive system.
Modular Mining System (Optional) Modular mining system connector (18, Figure 5-5) is for use by qualified personnel to access the Modular Mining System for diagnostic information and data.
Engine Control System Engine control system port (13, Figure 5-5) is for use by qualified personnel. This 9-PIN connector is used to access diagnostic information for the engine control system. (QUANTUM)
PSC Download Port PSC download port (19, Figure 5-5) is for use by qualified personnel to access diagnostic information from the Propulsion System Controller (PSC).
PAYLOAD METER Service Engine Light (Blue) The service engine light (14, Figure 5-5) will illuminate if a problem is detected by the electronic engine monitoring system. Electric propulsion and dynamic retarding will still be available. If this light is ON, notify maintenance personnel so they can diagnose and repair the problem the next time the truck is in the shop for repairs or at the next PM (Preventative Maintenance) interval. Payload meter (1, Figure 5-6) and download connector (2) are used to provide management with operational data such as tonnage hauled and cycle times. The payload meter is located on the back wall inside of the cab. Refer to Section M, Payload Meter, for a more complete description of the payload meter and its functions. Download connector (2, Figure 5-6) is used with a special cable to allow the Payload Meter (1) to communicate with a portable computer.
Engine Diagnostics Download Port Engine diagnostics download port (15, Figure 5-5) is for use by qualified personnel to access the diagnostic information for the engine control system. (CENSE)
Payload Meter This connector (16, Figure 5-5) is for use by qualified maintenance personnel to download data from the paylaod meter system.
TCI Download Port TCI download port (17, Figure 5-5) is for use by qualified personnel to access the Truck Control Interface (TCI) diagnostic information and data.
FIGURE 5-6. PAYLOAD METER 1. Payload Meter III 2. Download Connector
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NOTES
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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 "Pushed-In" position of a pushpull 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 "Pulled-Out" position of a pushpull switch or control.
INSTRUMENT PANEL
(Figure 5-7) 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 5-7. PANEL GAUGES, INDICATORS, AND CONTROLS 1. Keyswitch 2. Engine Shutdown Switch with Timer Delay 3. Fog Light Switch (N./O.) 4. Ladder Light Switch (3 - Way) 5. Backup Light Switch (N./O.) 6. Panel Illumination Light(s) 7. Vent(s) - Cab Air Conditioner/Heater 8. Spare 9. Rotating Beacon Light Switch (N./O.) (Optional) 10. Heated Mirror Switch (N./O.) (Optional) 11. Spare 12. Wheel Brake Lock Switch (N./O.) 13. Parking Brake Switch (N./O.) 14. Digital Tachometer 15. Right Turn Signal Indicator Light 1. 712K/21S/11KS 2. 11KS/11TD/11R 3. 11L/48F 4. 11L/48A/48B 5. 712K/47S/47L/710 6. 49/710 7. N/A 8. 712E/28E 9. 11L/11RB 10. 712E/69M/SPR56/SPR57 16. High Beam Headlight Indicator Light 17. Left Turn Signal Indicator Light 18. Digital Speedometer / Payload Meter 19. Voltmeter Gauge 20. Engine Oil Pressure Gauge 21. Engine Water Temperature Gauge 22. Fuel Gauge 23. AC Drive System Temperature 24. Engine Hourmeter 25. Hydraulic/Brake Oil Temperature 26. AC REST Switch 27. Headlights Switch (N./O.) 28. Wiper / Washer Switch 29. Panel Illumination Lights Dimmer Rheostat 30. Payload Meter Switch 21. 712D/31TS/710/49 22. 712D/38G/710/49 23. 15V/72MT/49/710 24. 11L/36 25. 15V/52BT/710/49 26. 710/72RQ/71P 27. 11D/41L/41TS 28. High 63H/Low 63L/710/ Park 63P/712 / Washer 63W/63 29. 49/41TS 30. 35L11/35L12
WIRE NUMBERS 11. 71P/79M/79H/72F 12. 712BL/52B/39H/710/39HA/7PB 13. 7PB/52C/21PB/21A/52BPO 14. 41TS/74X/74Z/710 15. 45R/710 16. 41H/710 17. 45L/710 18. 77E/77F/710/712PL/35L4/35L2 19. 712D/710/49 20. 712D/31PS/710/49
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PANEL GAUGES, INDICATORS, AND CONTROLS (Figure 5-7)

Key Switch Key switch (1, Figure 5-7) is a three position (OFF, RUN, START) switch. Normal Engine Shutdown 1. Stop the 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 5-7). 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 Center Console) and hold this switch down until engine stops. 5. With keyswitch OFF, and engine stopped, wait at least 90 seconds. Insure steering circuit is completely bled down by turning steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is 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.
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 the selector switch in NEUTRAL, rotate the keyswitch fully clockwise to the START position, and hold this position until the engine starts. The START position is spring-loaded to return to RUN when the key is released. 2. After the engine has started, place the rest switch in the OFF position (de-activate the "rest" mode of operation). Refer to discussion of rest switch (26, Figure 5-7).
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.
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Engine Shutdown Switch with 5 Minute Idle Timer Delay The timer delayed, engine shutdown switch (2, Figure 5-7) is a 3-position, rocker type switch with OFF, ON and MOMENTARY positions. When used, the engine is allowed to idle for approximately 5 minutes before actual shutdown occurs. The delayed shutdown feature allows the engine to cool down slowly, reducing internal temperatures as coolant is circulated through the engine. Operation 1. Stop the truck, and reduce engine rpm to low idle. Place the selector switch in NEUTRAL and apply the parking brake switch. Place the rest switch in ON position (put drive system in "rest" mode of operation). Refer to the discussion of the rest switch later in this chapter. 2. Press the top of the engine shutdown switch to select the ON (center) position. Press the top of the switch again to activate the timer delay (momentary position). Release the switch and allow it to return to the ON position. When the engine shutdown timer has been activated, the timer delay indicator light (C4, Figure 5-8) in the overhead status panel will illuminate to indicate that the shutdown timing sequence has started. The engine will continue to idle for approximately 5 minutes to allow for proper engine cool-down before stopping. 3. Turn the keyswitch counterclockwise to the OFF position to cause the engine to shutdown when the timing sequence is complete. When the engine stops, this will activate the hydraulic bleeddown timer and turn off the 24 VDC electric circuits controlled by the keyswitch. NOTE: To cancel the 5 minute idle timer sequence, press the 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. 4. With keyswitch OFF, and engine stopped, wait at least 90 seconds. Ensure the steering circuit is completely bled down by turning the steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved.
5. Verify all the link voltage lights turn off within 5 minutes after the engine is shut down. (One is located in the cab behind the operator seat, two others are located in the access panel at the left front corner of the electrical cabinet. If the lights remain on, refer to Section E for additional instructions and information. 6. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount the truck properly.
Fog Lights (Optional) Fog lights (3, Figure 5-7) 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.
Ladder Light Switch The switch (4, Figure 5-7) 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.
Manual Backup Switch The manual backup switch (5, Figure 5-7) allows backup lights to be turned on providing added visibility and safety when the selector switch (see Operator Controls) is not in REVERSE position. When the switch is pressed toward the ON position, the manual back up light indicator (B4, overhead panel, Figure 5-8) will be illuminated.
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Panel Illumination Lights These lights (6, Figure 5-7) provide illumination for the instrument panel. Brightness is controlled by the panel light dimmer switch (28).
Wheel Brake Lock Control The wheel brake lock (12, Figure 5-7) 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 OFF symbol. Use at shovel and dump only to hold truck in position.
Cab/Air Conditioner Vents These Vents (7, Figure 5-7) are spherically mounted and may be directed by the operator to provide the most comfortable cabin air flow.
(8, Figure 5-6) Not Used
Rotating Beacon Light Switch (Optional) The optional rotating beacon light (9, Figure 5-7), is activated by this rocker-type switch (if equipped) when it is pressed toward the ON position. Do not use this switch to stop truck, unless 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 5-7) 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 OFF symbol. When the keyswitch is ON and parking brake switch is applied, the parking brake indicator light (A3, overhead panel, Figure 5-8) will be illuminated. NOTE: Do not use the parking brake at shovel or dump. With keyswitch ON and engine running, sudden shock caused by loading or dumping could cause the system's motion sensor to release the park brake.
Heated Mirror Switch (Optional) The optional heated mirror (10, Figure 5-7), is activated by this rocker-type switch (if equipped) when it is pressed toward the ON position.
(11, Figure 5-7) Not Used
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Tachometer The tachometer (14, Figure 5-7) registers engine crankshaft speed in hundreds of revolutions per minute (rpm). Governed rpm Low Idle - 750 rpm High Idle - 1910 rpm Full Load - 1900 rpm
Voltmeter The voltmeter (19, Figure 5-7) 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 5-7) 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 5-7) 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 5-7) 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 5-7) 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 5-7) 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 5-7) indicates how much diesel fuel is in the fuel tank. The fuel tank capacity is 1200 gallons (4542 liters).
Speedometer / Payload Meter The speedometer/payload meter (18, Figure 5-7) indicates the truck speed in miles per hour (mph), or with optional speedometer, it may indicate truck speed in kilometers per hour (kph). The display also shows payload meter information. For more information, see section M, Payload Meter
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AC Drive System Temperature Gauge The AC drive system temperature gauge (23, Figure 5-7) 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 5-8) 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.
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. Hourmeter The hourmeter (24, Figure 5-7) registers the total number of hours the engine has been in operation.
Rest Switch The rest switch (26, Figure 5-7) 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.
Hydraulic Oil Temperature Gauge The hydraulic oil temperature gauge (25, Figure 5-7) 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. As the needle gets close to the red zone, the minimum engine idle speed will increase to help cool the oil as outlined below. If the truck is moving, and the oil temperature exceeds 221 F (105 C), the minimum idle speed will be 1200 rpm (normally 1050). If the truck is moving, and the oil temperature goes above 230 F (110 C), the minimum idle speed will be 1700 rpm (normally 1050). If the truck is stopped, and the oil temperature goes above 212 F (100 C) the minimum idle speed will be 1000 rpm (normally 750).
NOTE: Once the oil cools down to the normal operating range, the engine rpm will return to normal speed. The red warning light (A1, Figure 5-8) will illuminate if the oil temperature rises above 248 F (120 C). This is when the gauge needle enters the red zone. Continued operation could damage components in the hydraulic system.
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-engergized 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.
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Rest Switch (continued) An amber (yellow) indicator light in the overhead panel (B6, Figure 5-8) will illuminate when the "rest" state has been requested and entered.
Panel Light Dimmer The panel light dimmer control (29, Figure 5-7) 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.
Light Switch The instrument panel lights, clearance lights, and the headlights are controlled by this three position rocker type switch (27, Figure 5-7). 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.
Payload Meter Switch The payload meter switch (30, Figure 5-7) is a two-way, momentary rocker switch. The top position is the SELECT position. The SELECT position is used to step through the different displays. The lower position is the SET position. The SET position is used to set the operator ID, or clear the load and total ton counters. Refer to Section M, Optional & Special Tools, for a more complete description of the payload meter system and its functions.
Windshield Wiper and Washer The windshield wiper control switch (28, Figure 5-7) is a four position rotary switch with intermittent wiper delay and wash feature. OFF position is the detented position when the knob is rotated fully counterclockwise against the stop. The intermittent wiper position is located between OFF and the first detent position, when rotating the knob clockwise. Rotating the knob closer to the first detent position decreases the time interval between wiper strokes. Rotate the knob clockwise to the first detent position for slow speed. Rotate the knob to the second detent position for fast speed.
To use the windshield washer, press and hold the knob "in" to activate the windshield washer system.
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OVERHEAD STATUS / WARNING INDICATORS
FIGURE 5-8. OVERHEAD STATUS / WARNING INDICATOR

Row / Column A1* B1* C1 D1 E1 A2* B2* C2* D2* E2* A3* B3* C3* D3* E3 A4* B4* C4* D4* E4* Indicator Description Hydraulic Oil Temperature High Low Steering Pressure Low Accumulator Pr. Electric System Fault Low Brake Pressure Hydraulic Tank Level Low Automatic Lubrication Pressure Circuit Breaker Tripped Hydraulic Oil Filter Low Fuel Park Brake Applied Service Brake Applied Body Up Dynamic Retarding Stop Engine Starter Failure Manual Back-Up Lights 5 Min. Shutdown Timer Retard Speed Control Check Engine Indicator Color Wire Index Red - 12FD3/34TL Red-12FD/33A Red-12F/33K Red-12F/79V Red-12F/33L Red-12F4/34LL Amber-12FD8/ 68LLP Amber-12FD/31CB Amber-12FD/39 Amber-12F5/38 Amber-12MD/52A Amber-12MD/44L Amber-12MD6/63L Amber-12MD/44DL Red-12M/509MA Amber-21SL/710 Amber-12MD/47L Amber-12MD/23L1 Amber-12MD/31R Amber-12MD7/419 7 8 D5 E5 A6 B6 C6* D6* E6* C5 Row / Column A5 B5 Indicator Description No Propel / No Retard Propulsion System Warning Propulsion System Temperature Hydraulic Brake Oil Temperature High Not Used NO PROPEL Propulsion System Not Ready Reduced Propulsion System Retard @ Continuous Level -SwitchesHazard Lights Switch N/O Lamp Check Switch N/O (Momentary) 11L/45L/45R 33H/528/710/712P Indicator Color Wire Index Red-12M/75-6PI Amber-12F/79WI Amber -12F/34TW Red-12F/34TGI Red-12M/528A Red-12M/75NPI Amber-12MD/72NR Amber-12MD/72LP Amber-12MD/76LR
Propulsion System @ Rest Amber-12M/72PR
* NOTE: Brightness for these Indicator Lamps can be adjusted by using dimmer control (12, Figure 5-2).
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N5-23
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 5-8 and the descriptions below for explanations of the symbols. Location of the symbols is described by rows (A-E) and columns (1 - 6). A1 High Hydraulic Oil Temperature Low Steering Pressure Red The red warning light will illuminate if the oil temperature rises above 248 F (120 C). 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 5-7) 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.
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 2300 psi (15.9 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 2300 psi (15.9 MPa). If the light illuminates momentarily ("flickers") while turning the steering wheel at low truck speed and low engine rpm, this may be considered "normal", and truck operation may continue.
B1
RED
C1
Low Accumulator Precharge Pressure Electric System Fault
RED
D1
E1
Low Brake Pressure
RED
A1. HIGH HYDRAULIC OIL TEMPERATURE This red warning light indicates high oil temperature in the hydraulic tank. Several things occur before the red light illuminates: If the truck is moving, and the oil temperature exceeds 221 F (105 C), the minimum idle speed will be 1200 rpm (normally 1050). If the truck is moving, and the oil temperature goes above 230 F (110 C), the minimum idle speed will be 1700 rpm (normally 1050). If the truck is stopped, and the oil temperature goes above 212 F (100 C) the minimum idle speed will be 1000 rpm (normally 750).
If the indicator light illuminates at higher truck speed and high engine rpm, DO NOT operate the 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.
NOTE: Once the oil cools down to the normal operating range, the engine rpm will return to normal speed.
N5-24
N05057
C1. LOW PRESSURE
ACCUMULATOR
PRECHARGE
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. LOW AUTOMATIC LUBE SYSTEM PRESSURE The amber light will illuminate if the automatic lubrication system fails to reach 2,300 psi (at the junction block on the rear axle) within one minute after the lube timer initiates a grease cycle. To turn the light off, turn the key switch off, then back on again. Notify maintenance personnel at earliest opportunity. 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.
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. ELECTRIC SYSTEM FAULT This light is reserved for future use by the AC drive system. 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.
A2
Low Hydraulic Tank Level Low Automatic Lube System Pressure Circuit Breaker Tripped
RED
B2
AMBER
C2
AMBER
D2
Hydraulic Oil Filter Monitor Low Fuel
AMBER
E2
AMBER
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N5-25
E3. STOP ENGINE A3 Parking Brake AMBER This red warning light will illuminate if a serious engine malfunction is detected in the electronic engine control system. (Continued on next page.) C3 Body Up AMBER Electric propulsion to the wheel motors will be discontinued. Dynamic retarding will still be available if needed to slow or stop the truck.
B3
Service Brake
AMBER
D3
Dynamic Retarding
AMBER 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. 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.
E3
Stop Engine
RED
A3. PARKING BRAKE 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 will illuminate when the service brake pedal is applied or when wheel brake lock or emergency brake is applied. Do not attempt to drive the truck from stopped position with service brakes applied, except as noted in Section 3, Operating Instructions, Starting On a Grade With a Loaded Truck, in the O&M. C3. BODY UP This amber indicator, when illuminated, shows that the body is not resting on the frame. The truck should not be driven until body is down and light is off. D3. DYNAMIC RETARDING This amber indicator illuminates whenever the retarder pedal or 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.
N5-26
N05057
A4
Cranking Motor Failure AMBER
A5
No Propel / No Retard
RED
B4
Manual Backup Lights AMBER
B5
Propulsion System Warning Propulsion System Temperature High Hydraulic Brake Oil Temperature Not Used
AMBER
C4
Engine Shutdown Timer - 5 Minute Idle
AMBER
C5
AMBER
D4
Retard Speed Control AMBER Indicator Check Engine AMBER
D5
RED
E4
E5
A4. CRANKING MOTOR FAILURE This amber indicator will illuminate when either starter motor (of two) fails to crank the engine, leaving just one cranking motor to start the engine. With only one cranking motor doing the work of two, the motor life will be shortened. If this indicator illuminates, truck operation may continue, but maintenance personnel should be alerted as soon as possible. B4. MANUAL BACKUP LIGHTS This amber indicator will illuminate when the manually operated manual backup switch (3, Figure 5-7, Instrument Panel) is turned ON. C4. ENGINE SHUTDOWN TIMER - 5 Minute Idle When the engine shutdown timer switch (2, Figure 57, 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.
A5. NO PROPEL / NO RETARD 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.
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.
N05057
N5-27
D5. HIGH HYDRAULIC BRAKE OIL TEMPERATURE This red warning light indicates high brake oil temperature. Several things occur before the red light illuminates: If the truck is moving, and the oil temperature exceeds 221 F (105 C), the minimum idle speed will be 1200 rpm (normally 1050). If the truck is moving, and the oil temperature goes above 230 F (110 C), the minimum idle speed will be 1700 rpm (normally 1050). If the truck is stopped, and the oil temperature goes above 212 F (100 C) the minimum idle speed will be 1000 rpm (normally 750). A6 No Propel RED
B6
Propulsion System @ AMBER Rest Propulsion System Not AMBER Ready Reduced Propulsion AMBER
C6
D6
NOTE: Once the oil cools down to the normal operating range, the engine rpm will return to normal speed. The red warning light will illuminate if the oil temperature rises above 248 F (120 C). Continued operation could damage components in the hydraulic system.
E6
Retard @ Continuous AMBER 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.
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 5-7) 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. E5. NOT USED Not currently used. Reserved for future use or options.
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.
N5-28
N05057
D6. REDUCED PROPULSION 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.
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 operator's field of vision for that reason.
E6. RETARD AT CONTINUOUS LEVEL The amber "retard continuous" light indicates the retarding effort is at a reduced level. The operator should control the speed of the truck in accordance to the "continuous" speeds on the grade/speed retard chart. The chart is shown on page N5-5 in this module.
Hazard Warning Lights The hazard warning light switch (7, Figure 5-8) 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.
Lamp Test Switch The lamp test switch (8, Figure 5-8) 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 5-7) to the RUN position and press the bottom side of the rocker switch for the CHECK position. All lamps should illuminate, except those which are for optional equipment that may not be installed. The warning horn should also sound. Any lamp bulbs which do not illuminate should be replaced before operating the truck. Releasing the spring-loaded switch will allow the switch to return to the OFF position.
N05057
N5-29
NOTES
N5-30
N05057
SECTION P LUBRICATION AND SERVICE INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01024
Index
P1-1
NOTES
P1-2
Index
P01024
SECTION P2 LUBRICATION AND SERVICE INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6 50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9 100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10 250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11 500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14 1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . P2-15 2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16 5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
P02040
Lubrication and Service
P2-1
NOTES
P2-2
P02040
LUBRICATION AND SERVICE

Recommended 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 the recommended intervals is most important. Lubrication requirements are referenced to the lube key found in the Lubrication Chart (page 2-5). 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 manufacturer's service manual when servicing any components of the General Electric system. Refer to engine manufacturer's 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, refer to Automatic Lubrication System later in this manual.
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, follow Adding Oil instructions below. 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 sight gauge. 2. If hydraulic oil is not visible in the top 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 4 oil filters) Komatsu SSDA16V160 Engine Cooling System: Komatsu SSDA16V160 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
WHEEL MOTOR SERVICE

Due to differences in gear ratio and component evolution/design, wheel motor service intervals may be unit number and/or mine specific. Because of the wide variety of factors involved, it is necessary to consult your area Komatsu representative for all wheel motor service intervals and instructions. General intervals for oil service and sampling are listed in the interval charts.
P02040
P2-3
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 system before truck operation. Refer to the procedure below for the proper filling procedure.
RESERVE ENGINE OIL SYSTEM (Optional)

The reserve oil tank for the engine is designed to add more oil capacity to the engine to reduce the frequent servicing of the engine oil. The engine oil level must still be checked every shift using the dipstick. If engine oil level is not correct, check for proper operation of reserve oil system. Never add oil to engine unless it has been drained. If the engine oil has been drained from the oil pan, the new oil must be added to the engine oil pan before starting. Do Not use the oil in the reserve tank to fill an empty engine with oil. After an oil change, both engine and reserve tank must be full of oil before starting the engine. Reserve Oil Tank Filling Procedure (Remote fill) 1. Connect the pressure supply hose from the new oil supply to the quick coupler on the truck. Open valve on supply hose to apply pressure. 2. Pull out on switch (2, Figure 2-1) to turn the system on. 3. Push start switch (3). The "VALVE OPEN" light (5) should illuminate and the filling process will begin. 4. When tank is full, the "VALVE OPEN" light will turn off and the FULL light (4) will illuminate. 5. Close the oil supply valve in the fill hose. 6. Press and hold start switch (3) for a couple of seconds. 7. Disconnect the new oil supply hose. 8. Push switch (2) in to turn system power OFF.
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 - 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 (Ethylene Glycol Permanent Type Anti-Freeze) Percentage of Anti-Freeze 10 20 25 30 35 40 45 50 55 60 + 23 F + 16 F + 11 F + 4 F - 3 F - 12 F - 23 F - 34 F - 48 F - 62 F Protection To: - 5 C - 9 C - 11 C - 16 C - 19 C - 24 C - 30 C - 36 C - 44 C - 52 C
Use only anti-freeze that is compatible with engine as specified by engine manufacturer.
FIGURE 2-1. CONTROL PANEL 1. Remote Control Box 4. FULL Light 2. System Switch 5. VALVE OPEN 3. Start Switch Light
P2-4
P02040
P02040
LUBRICATION CHART
P2-5
10 HOUR (DAILY) INSPECTION

Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK COMMENTS CHECKED INITIALS
1. MACHINE - Inspect the entire machine for leaks, worn parts, and damage. Repair as necessary. 2. FAN DRIVE AND TURBOCHARGERS - Check for leaks, vibration or unusual noise. Check alternator and fan belt condition and alignment. 3. RADIATOR - Check the coolant level and fill with the proper mixture as shown in the Cooling System Recommendation Chart in this chapter. Refer to the engine manual for proper coolant additives. 4. ENGINE a. Check the oil level on the dipstick. Refer to the engine manual for oil recommendations. (Lube Key A). NOTE: If the truck is equipped with a reserve engine oil tank, the oil should be visible in the center (middle) sight gauge. If not, add oil to the reserve tank until oil is visible in the top sight gauge. Also, with the engine running, check operation of the LED indicator light. See below for description of LED light signals. Refer to Figure 2-1. LED Light Signals: Steady - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. Regular pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. Irregular pulsing - Oil is at the correct running level. b. Inspect exhaust piping for security. c. Check for abnormal noises and fluid leaks. d. Eliminator Filter - Check operating indicator. 5. HYDRAULIC TANK - Check the oil level in the tank; add oil if necessary. Refer to Section L, Hydraulic Tank - Filling Instructions. Oil should be visible in the top sight glass. - Do Not overfill. Lube Key B. 6. WHEELS AND TIRES a. Inspect tires for proper inflation and wear. b. Check for embedded debris in tread and remove. c. Inspect for damaged, loose, or missing wheel mounting nuts and studs. 7. COOLING AIR DUCTWORK - Inspect ductwork from the blower to the rear drive case. Ensure that ductwork is secure, free of damage, and unrestricted.
P2-6
P02040
10 HOUR (DAILY) INSPECTION (Continued)

8. AIR INTAKE PIPING - Check all mounting hardware, joints, and connections. Ensure no air leaks exist and all hardware is properly tightened. Figure 2-2. 9. AIR CLEANERS - Check the air cleaner vacuum gauges in the operator cab, Figure 2-3. The air cleaner(s) should be serviced if the gauge(s) shows the following maximum restriction: Komatsu SSDA16V160 Engine: . . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H2O vacuum. Refer to Section C in the service manual for servicing instructions for the air cleaner elements. Empty the air cleaner dust caps. NOTE: After service, push the reset button on face of gauge to allow the gauge to return to zero. 10. CAB AIR FILTER - Under normal operating conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean the filter element with mild soap and water. Rinse completely clean and air dry with a maximum of 40 psi (275 kPa). Reinstall the filter. Refer to Figure 2-4.
FIGURE 2-2.
FIGURE 2-3.
FIGURE 2-4. 1. Filter Cover 2. Cab Filter
P02040
P2-7
10 HOUR (DAILY) INSPECTION (Continued)

11. FUEL FILTERS (Fuel Separators) - Drain water from the bottom drain valve on each fuel separator. 12. AUTOMATIC LUBE SYSTEM Check the grease reservoir; fill as required. Lube Key D. When filling the reservoir, check the grease filter indicator. Clean or replace the grease filter if the indicator detects a problem. Inspect the system and check for proper operation. Be certain the following important areas are receiving adequate amounts of grease. Lube Key D. Steering Linkage Final Drive Pivot Pin Rear Suspension Pin Joints - Upper & Lower Body Hinge Pins Hoist Cylinders Pins - Upper & Lower Anti-sway Bar - Both Ends
P2-8
P02040
50 HOUR LUBRICATION AND MAINTENANCE CHECKS
*1. FUEL FILTERS - Change the fuel filters, (fuel separators). Refer to engine manufacturer's maintenance manual for fuel filter replacement instructions. *2. HYDRAULIC SYSTEM FILTERS - Replace filter elements only, after the initial 50, 100, and 250 hours of operation; then at each 500 hours of operation thereafter. *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).
P02040
P2-9

*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.
*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:
P2-10
P02040

The 10 hour lubrication and maintenance checks should also be performed at this time. NOTE: Lube Key references are to the Lubrication Chart.
1. ENGINE - Refer to engine Operation & Maintenance manual for complete specifications regarding engine lube oil specifications. NOTE: If the engine is equipped with the *Centinel oil system and/or the Eliminator filter system, engine oil and filter change intervals are extended beyond 250 hours. Refer to Cummins Operation & Maintenance manual for specific oil and filter change intervals. * The Centinel system is a duty-cycle-dependent lubrication management system whereby oil is blended with the fuel and burned and an extension of oil change intervals can occur. a. Change engine oil. Lube Key A. b. Replace engine oil filters. NOTE: When installing spin-on filter elements, follow the instructions as specified by the filter manufacturer. The tightening instructions are normally printed on the outside of the filter. Do not use a wrench or strap to tighten filter elements. c. If the truck is equipped with a reserve engine oil tank, change the reserve tank oil filter. d. Check belt tension and condition of each accessory belt. Refer to Cummins Operation & Maintenance manual for specific adjustment instructions. e. Check the torque on the mounting capscrews on cooling fan (1, Figure 2-5). Tighten eight capscrews (2) to 175 ft.lbs. (237 Nm). 2. COOLING SYSTEM a. COOLANT MIXTURE - Check for proper coolant mixture. Add coolant as required. b. COOLANT FILTERS - Change coolant filters. c. COOLING SYSTEM HOSES - Check cooling system hoses for damage and signs of deterioration. Refer to the engine maintenance manual for coolant filter replacement instructions and proper coolant mixture instructions. (CONTINUED NEXT PAGE)
P02040
P2-11
250 HOUR LUBRICATION AND MAINTENANCE (Continued)

TASK COMMENTS CHECKED INITIALS
3.
FUEL FILTERS - Change the fuel filters (fuel separators). Refer to Cummins Operation & Maintenance manual for specific filter replacement instructions. FUEL TANK - Drain water and sediment from the fuel tank. Refer to Section B, Fuel Tank - Cleaning. STEERING LINKAGE - Check the torque on pin retaining nuts (1, Figure 2-6) on the steering linkage. (525 ft.lbs. (712 N.m) Check the torque on tie rod retaining nuts (2). (310 ft.lbs. (420 N.m) 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. Replace bearings if any wear is detected. REAR WHEEL MOUNTING - Using a mirror on a long rod and a flashlight, inspect all inner and outer wheel mounting nuts/studs for any evidence of looseness, damage, or missing hardware. If wheel mounting nuts/studs must be secured or replaced, the outer wheel must be removed for access. Refer to the Shop manual, Section G, for these procedures.
4. 5.
6.
7.
FIGURE 2-5.
FIGURE 2-6.
P2-12
P02040
250 HOUR LUBRICATION AND MAINTENANCE (Continued)

TASK COMMENTS CHECKED INITIALS
8.
REAR AXLE HOUSING - Check the rear axle housing for fluid leaks by removing the two drain plugs on the bottom of the axle housing. If fluid is present, the cause must be found and corrected before releasing the truck to operation. MAGNETIC PLUG - Remove the magnetic plugs from the front wheel hub covers and inspect for debris. Clean the plugs and perform any necessary repairs. Refer to Figure 2-7.
9.
10. MOTORIZED WHEELS - Check for the correct oil level. Rotate a magnetic plug to the 6 oclock position and remove the plug. The oil level should be even with the bottom of the plug opening. Inspect the magnetic plugs for ferrous materials. Service the wheel motor as necessary. Refer to Figure 2-8. 11. WHEEL MOTOR OIL SAMPLING - Refer to Section G5, Wheel Motor, for oil sampling information. *12. HYDRAULIC SYSTEM FILTERS - Replace filter 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. 13. BATTERIES - Check the electrolyte level and add water if necessary. 14. BODY-UP & HOIST LIMIT SWITCHES - Check operation of the switches. Clean the sensing areas of any dirt accumulation and inspect the wiring for any signs of damage. *This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or after a new or rebuilt component installation), check:
FIGURE 2-7. 1. Magnetic Plug 2. Cover FIGURE 2-8.
P02040
P2-13

Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be carried out at this time. NOTE: Lube Key references are to the Lubrication Chart.
1. FINAL DRIVE CASE BREATHERS - Remove the breather elements for the motorized wheels. Clean or replace the elements. 2. HYDRAULIC SYSTEM FILTERS - Replace the tank breathers and high pressure filter elements. Check the oil level. Add oil as necessary. Lube Key B. 3. HYDRAIR SUSPENSION - Check for proper piston extension (front and rear). 4. THROTTLE AND BRAKE PEDAL - Lubricate the treadle roller and hinge pins with lubricating oil. Lift the boot from the mounting plate and apply a few drops of lubricating oil between the mounting plate and the plunger. 5. HOIST ACTUATOR LINKAGE - Check operation. Clean, lubricate, and adjust as necessary. 6. PARKING BRAKE - Refer to Section J, Parking Brake Maintenance. Perform the recommended inspections. 7. RESERVE ENGINE OIL SYSTEM (OPTIONAL) a. Check electrical system connections for tightness, corrosion and physical damage. Check the battery, oil pressure switch, junction boxes, remote control fill box and the circuit breakers. b. Examine all electrical cables over their entire length for possible damage. c. Examine all hoses, including those on the reserve tank and the ones leading to and from the engine. Check for leaks, cracks or other damage. Check all fittings for tightness, leakage or damage. 8. WHEEL MOTOR OIL (Initial 500 hours only) Change (or filter) the wheel motor gear oil only after initial 500 hours or operation. Wheel motor gear oil must be filtered or changed every 2500 hours of operation thereafter.
P2-14
P02040
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS

Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time. NOTE: Lube Key references are to the Lubrication Chart.
1.
HYDRAULIC TANK - Drain the hydraulic tank and clean the inlet strainer. Refill the tank with oil; approximate capacity 250 gal. (947 l). Use Lube Key B. RADIATOR - Clean the cooling system with a quality cleaning compound. Flush with water. Refill the system with anti-freeze and water solution. Check the Cooling System Recommendation Chart in this section for the correct mixture. Refer to the Cummins Operation and Maintenance Manual for the correct additive mixture. FUEL TANK - Remove the breather and clean in solvent. Dry with pressurized air and reinstall. OPERATOR'S SEAT - Apply grease to the slide rails. Lube Key D. AUTOMATIC BRAKE APPLICATION - Ensure the brakes are automatically applied when brake pressure decreases below the specified limit. Refer to Section J, Brake Check-out Procedure.
2.
3. 4. 5.
P02040
P2-15
2500 HOUR MAINTENANCE CHECKS

Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time. NOTE: Lube Key references are to the Lubrication Chart.
WHEEL MOTOR GEAR OIL - Wheel motor gear oil must be filtered or changed every 2500 hours of operation.
5000 HOUR MAINTENANCE CHECKS

Maintenance for every 10, 250, 500, 1,000 & 2,500 hour Lubrication and Maintenance Checks should be performed at this time. NOTE: Lube Key references are to the Lubrication Chart.
AIR CLEANERS - Clean the Donaclone tubes in the pre-cleaner section of the air filter. Use low pressure cold water or low pressure air to clean the tubes. Refer to Section C, Air Cleaners. NOTE: Do not use a hot pressure washer or high pressure air to clean the tubes. Hot water/high pressure causes the pre-cleaner tubes to distort.
P2-16
P02040
SECTION P3 AUTOMATIC LUBRICATION SYSTEM INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 Pressure Failure Detection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 LUBRICANT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pressure Control Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Lubrication Cycle Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 Lubrication Cycle Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 INJECTORS (SL-1 Series H)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11 PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P03024
Automatic Lubrication System
P3-1
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15 PREVENTATIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18 Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18 250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18 1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
P3-2
P03024
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 manufacturer's recommendations regarding fluid compatibility, and the use of protective clothing and equipment. Check all equipment regularly and repair, or replace, worn or damaged parts immediately.
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. Manual Override Switch 7. Vent Valve 8. Pressure Gauge 9. Pump Assembly 10. Flow Control Valve 11. Pressure Switch 12. Grease Reservoir 13. Vent Hose
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.
P03024
P3-3
FIGURE 3-2. AUTO LUBE SYSTEM INSTALLATION NOTE: The above illustration shows the standard location for the lube pump & reservoir (right platform). This assembly may be located on left platform on some models. 1. L.H. Suspension, Top Bearing 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. R.H. Suspension, Top Bearing 10. R.H. Suspension, Bottom Bearing 11. R.H. Body Pivot Pin 12. R.H. Hoist Cylinder, Top Bearing 13. R.H. Hoist Cylinder, Bottom Bearing 14. R.H. Anti-Sway Bar Bearing 15. Truck Frame 16. Vent Hose 17. Oil Level Plug 18. Pressure Switch, N.O., 2500 psi (17 237 kPa) 19. Grease Pump 20. Vent Valve 21. Filter 22. Grease Supply to Injectors 23. Injector 24. Pressure Switch, N.O., 2000 psi (13 790 kPa)
P3-4
P03024
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 (7, 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 24VDC Auxiliary Control Cabinet. Time Delay Module (7, Figure 3-4) The time delay module, 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]) (11, 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]) (24, 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 lube system. Pressure Gauge (8, Figure 3-1) The pressure gauge monitors hydraulic oil pressure to the inlet of the hydraulic motor. Injectors (23, 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, [325-350 psi (2 240 to 2 415 kPa)] for the hydraulic motor used to drive the lubricant pump. Flow Control Valve (10, 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.
P03024
P3-5
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 (12) 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 33) 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 through check valve (10), through vent valve (11) and then to the injectors (13).
5. During this period, the injectors will meter the appropriate amount of grease to each lubrication point. 6. When the grease pressure reaches the pressure switch (4, Figure 3-4) setting, the switch contacts will close and energize the relay RB7K5, removing power from the hydraulic motor/pump solenoid and 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
P3-6
P03024
Pressure Failure Detection Circuits 1. When the lubrication cycle is initiated, 24VDC flows through relay RB7K1 (8, Figure 3-4) N.C. contacts to a 1 minute delay timer (7). 2. If the system is operating normally, grease pressure at the rear axle injector bank will rise to pressure switch (9) setting of 2000 psi (13.8 MPa) and energize relay RB7K1 (8), 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 (7)
will energize relay RB7K4 (10) 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 (6). 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. Fuse FB1-5 (In Electrical Interface Cabinet) 3. Fuse FB1-24 (In Electrical Interface Cabinet) 4. Pressure Switch; N.O., 2500 psi (17 237) 5. Grease Pump Motor Solenoid 6. Relay K3 (On Relay Board RB7) 7. Time Delay Module 8. Relay K1 (On Relay Board RB7) 9. Pressure Switch; N.O. 2000 psi (13 790) 10. Relay K4 (On Relay Board RB7) 11. Low Grease Pressure Warning Lamp (On Overhead Display Panel) 12. Relay K5 (On Relay Board RB7) 13. Manual Test Switch, Optional (at grease reservoir)
P03024
P3-7
GENERAL INSTRUCTIONS
LUBRICANT REQUIREMENTS Grease requirements will depend on ambient temperatures encountered during truck operation: Above 90F (32C) - Use multipurpose grease (MPG). NLGI No.2 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 (4, Figure 3-1) 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 manual override switch (2, Figure 3-5) to start the hydraulic motor and pump. 2. Loosen the locknut on the pressure control (1) 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 (3). 5. Tighten the locknut to lock the stem in position. Note: The flow control valve (5) is factory adjusted to 2.5 gpm (9.5 L/min.). Do not change this setting.
-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 prime 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 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.
LUBRICANT PUMP
Pump Housing Oil Level The pump housing must be filled to the proper level with SAE 10W-30 motor oil. Oil level should be checked at 1000 hour intervals. To add oil, remove pipe plug (4, Figure 3-5) and fill housing to bottom of plug hole.
FIGURE 3-5. PUMP CONTROLS 1. Pump Pressure Control 3. Pressure Gauge 2. Manual Override Switch 4. Oil Level Plug (Test) 5. Flow Control Valve
P3-8
P03024
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 3-6) 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 3-6) 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 3-7) should be replaced if the bypass indicator (2) shows excessive element restriction.
FIGURE 3-6. TIMER (TOP COVER REMOVED) 1. Timer Enclosure 2. Red LED (Light Emitting Diode) 3. Timer Selector FIGURE 3-7. FILTER ASSEMBLY 6. Spring 1. Housing 7. Bowl 2. Bypass Indicator 8. O-Ring 3. O-Ring 9. Plug 4. Backup RIng 5. Element
P03024
P3-9
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. After checking system, shutdown engine, observing normal precautions regarding high voltage present in the propulsion system before attempting to repair lube system.
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.
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 3-8) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount. FIGURE 3-8. 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
P3-10
P03024
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). The injector is now ready for the next cycle.
P03024
P3-11
PUMP REBUILD
13. Using a 0.50 in. (13 mm) diameter wooden or plastic rod, push the cup seal (22) and the pump cylinder (24) from the reciprocating tube. 14. Remove the pump plunger (20) from the plunger link rod (17). (A spanner wrench, which uses the holes in the pump plunger, is 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 0.75 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 0.75 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)
P3-12
P03024
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
FIGURE 3-9. LUBE PUMP ASSEMBLY 31. Cover Gasket 16. Cup Seal 32. Gauge 17. Plunger Rod 33. Screw 18. Spring 34. Valve Cartridge 19. Steel Ball 35. Solenoid Valve 20. Plunger 36. Connector 21. Reciprocating Tube 37. Manifold 22. Cup Seal 38. Press. Reducing Valve 23. O-Ring 39. Flow Control Valve 24. Cylinder 40. O-Ring 25. Ball Cage 41. Gasket 26. Steel Ball 42. Hydraulic Motor 27. O-Ring 43. Washer 28. Check Seat 44. Screw 29. Screw 45. Pipe Plug 30. Housing Cover
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
P03024
P3-13
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. 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 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. 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 0.75 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.
P3-14
P03024
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.
P03024
P3-15
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
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. Pump inlet check or outlet check may have foreign matter trapped causing leakage. Lubricant supply line leaks or is broken. Insufficient hydraulic oil supply. Check timer and CB7. Replace pressure switch. Refer to Pressure Control Valve Adjustment. Replace grease with a lower viscosity lubricant. 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. Loose wire connections at any of the timer terminals. Connect to good ground. Establish direct connection between Timer BAT (+) connection and 24 V BAT (+) terminal. 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.
P3-16
P03024
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval Electrical noise is being introduced into the power 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.
P03024
P3-17
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-today 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 31). 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. 1000 Hour Inspection 1. Check pump housing oil level and correct if necessary. 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 manual override switch (6, Figure 3-1). 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. a. If the system is working properly, the truck is ready for operation. b. If the system is malfunctioning, refer to the troubleshooting chart.
P3-18
P03024
SECTION Q ALPHABETICAL INDEX

A
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-54 Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . L6-23 Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-25 AC Drive System Electrical Checkout . . . . . . . . . . E3-3 AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7 Component Service . . . . . . . . . . . . . . . . . . . . . N4-14 Alarm Indicating Device (AID) . . . . . . . . . . . . . . . D3-10 Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Alternator, Propulsion . . . . . . . . . . . . . . . . . . . . . . C4-3 Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4 Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Automatic Lubrication System . . . . . . . . . . . . . . . . P3-3 Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-3 Failure Modes Checkout Procedure . . . . . . . . . . J4-8 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . J4-10 Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . J5-4 Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Brake Seal Assembly, Rear . . . . . . . . . . . . . . . . . J5-13 Brake Seal Gap Adjustment (Rear) . . . . . . . . . . . J5-12 Brakes, Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
C
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Charging Procedure Brake Accumulators (Frame) . . . . . . . . . . . . . . J3-25 Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-23 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Checkout Procedures Brake Apply Circuit . . . . . . . . . . . . . . . . . . . . . . . J4-3 Brake Cooling Circuit . . . . . . . . . . . . . . . . . . . . L10-8 Data Sheet (Hydraulic System). . . . . . . . . . . . L10-15 Electrical Propulsion System . . . . . . . . . . . . . . . E3-3 Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-19 Center Console . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Control Cabinet, Electrical . . . . . . . . . . . . . . . . . . E2-50 Cooling System (Engine) . . . . . . . . . . . . . . . . . . . . C3-3 Cooling System (Disc Brakes) . . . . . . . . . . . . . . . . L2-8 Cylinders Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14 Steering Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-13 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
B
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Battery Charging System. . . . . . . . . . . . . . . . . . . D10-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Battery Disconnect Switches . . . . . . . . . . . . . . . . . D2-6 Battery Converter (24V to 12V) . . . . . . . . . . . . . . . D2-7 Bearing, Wheel Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3 Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Body Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-6 Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-24 Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 Bleeding Procedures Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Q01045
Alphabetical Index
Q1-1
D
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Diagnostic Information Display . . . . . . . . . . . . . . . E2-7 Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7 Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12 Differential Pressure Switch . . . . . . . . . . . . . . . . . J3-20 Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-23
H
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Core, Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Motor and Speed Control . . . . . . . . . . . . . . N4-3 N4-5 N4-4 N4-5
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-3 Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . .L10-9 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
E
Electrical Interface Cabinet. . . . . . . . . . . . . . . . . . D3-3 Electrical Propulsion Components . . . . . . . . . . . . E2-3 Electrical System Schematic . . . . . . . . . . . . . . . . R1-1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 HYDRAIR II Suspensions Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Oil and Nitrogen Specifications . . . . . . . . . . . . H4-10 Hydraulic System Disc Brake Cooling System . . . . . . . . . . . . . . . . .L2-8 Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1 Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Steering and Brake Pump . . . . . . . . . . . . . . . . .L6-12 System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-13 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Troubleshooting Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15 Steering System. . . . . . . . . . . . . . . . . . . . . . . . .L6-30
F
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Filters Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . D3-6 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-13 Front Suspension, HYDRAIR II . . . . . . . . . . . . . H2-3 Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-4 Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Fuse Block Chart . . . . . . . . . . . . . . . . . . . . . . . . D3-19
I
Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
L G
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32 Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-3 Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 Lubrication System, Automatic . . . . . . . . . . . . . . . P3-3
Q1-2
Alphabetical Index
Q01045
M
Manifold, Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3 Metric Capscrews, Torque Chart . . . . . . . . . . . . . . A5-2 Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . A5-6
R
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-3 Rear HYDRAIR II Suspension. . . . . . . . . . . . . . . H3-3 Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5 Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10
Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-54 Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-8 Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
O
Oiling and Charging Procedure, Suspension . . . . H4-3 Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-3 Optional Equipment Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-3 Payload Meter III. . . . . . . . . . . . . . . . . . . . . . . .M20-1 Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-23
S
Safety Rules, General . . . . . . . . . . . . . . . . . . . . . . A3-3 Software Functions, PSC. . . . . . . . . . . . . . . . . . . E2-32 Starter, 24VDC (Refer to Engine Manual) Seal Assemblies, Gap Adjustment Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11 Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-12 Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Solenoid Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1 Specifications HYDRAIR II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-10 HYDRAIR II Nitrogen . . . . . . . . . . . . . . . . . . . H4-10 Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5 Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3 Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3 Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7 Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-24 Steering Accumulator Charging Procedure . . . . . . . . . . . L6-28 Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3 Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3 Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-30 Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17 Suspension, HYDRAIR II Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
P
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Pedal Accelerator, Electronic . . . . . . . . . . . . . . . . . . . E2-54 Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-54 Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1 Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . E3-6 Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Pressure Control Adjustment, Pump . . . . . . . . . . L10-4 Propulsion System Controller (PSC) . . . . . . . . . . . E2-5 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . E3-22 Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3 Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-12
Q01045
Alphabetical Index
Q1-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Switch Accumulator Pressure . . . . . . . . . . . . . . . . . . . . .L4-7 Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Differential Pressure . . . . . . . . . . . . . . . . . . . . . J3-20 Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Low Steering Pressure. . . . . . . . . . . . . . . . . . . . .L4-5
V
Valves Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . .L4-5 Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8 Pressure Compensator, Adjustment . . . . . . . . .L10-4 Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Unloader Adjustment . . . . . . . . . . . . . . . . . . . . L10-4
T
Tank Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Tires and Rims Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15 Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1 Torque Table Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2 Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1 Troubleshooting Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7 Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . D10-3 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . J4-10 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15 Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-30 Truck Control Interface (TCI) . . . . . . . . . . . . . . . . E2-6 Checkout Procedure . . . . . . . . . . . . . . . . . . . . E3-14
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1 Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4 Wheel Bearing Adjustment Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Front Wheel Bearing Seal Adjustment. . . . . . . G3-11 Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3 Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Wheels and Tires Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Window, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5 Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
U
Unloader Valve, adjustment . . . . . . . . . . . . . . . . .L10-4
Q1-4
Alphabetical Index
Q01045
SECTION R SYSTEM SCHEMATICS INDEX
HYDRAULIC SUPPLY AND BRAKE COOLING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH359
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH358
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS1300
R01063
Index
R1-1
NOTES
R1-2
Index
R01063

930e-3 Service Manual Rock Ejector B3-7

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930e-3 Service Manual Rock Ejector B3-7

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Shop Manual

CALIFORNIA Proposition 65 Warning

CALIFORNIA Proposition 65 Warning

KOMATSU MODEL 930E-3 DUMP TRUCK

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

TRUCK COMPONENTS AND SPECIFICATIONS

AC Induction Traction Motorized Wheels

Major Component Description

930E-3 MAJOR COMPONENTS

AC ELECTRIC DRIVE SYSTEM

BATTERY ELECTRIC SYSTEM

Major Component Description

STANDARD DUMP BODY CAPACITIES AND DIMENSIONS

OVERALL TRUCK DIMENSIONS

Major Component Description

SECTION A3 GENERAL SAFETY AND OPERATING INSTRUCTIONS INDEX

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

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

WORKING NEAR BATTERIES

General Safety and Operating Instructions

PRECAUTIONS FOR 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

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

General Safety and Operating Instructions

Walk Around Inspection

General Safety and Operating Instructions

ENGINE START-UP SAFETY PRACTICES

General Safety and Operating Instructions

AFTER ENGINE HAS STARTED

General Safety and Operating Instructions

MACHINE OPERATION SAFETY PRECAUTIONS

MACHINE OPERATION ON THE HAUL ROAD

General Safety and Operating Instructions

DYNAMIC RETARDING OPERATION

General Safety and Operating Instructions

General Safety and Operating Instructions