CEBM006203
Shop Manual
HD1500-5 DUMP TRUCK SERIAL NUMBERS
A30039 - A30048
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 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 performing 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 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 drivetrain, 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: Ensure the dump body is empty, all lubricants (including fuel) are at the proper level. All accessories that will be used (body liners, tailgates, etc.) should be in place on the truck. When the truck is in its operating condition, it can now be weighed. Record this value and subtract from the GVW rating. The remainder 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. !CAUTION! Exceeding the allowable payload will reduce expected life of truck components.
A00025 11/03
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 reader’s attention to avoid unsafe or improper practices which may result in damage to the
A-2
Introduction
11/03 A00025
TABLE OF CONTENTS SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
TRANSMISSION AND TORQUE CONVERTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
SUSPENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00025 11/03
Introduction
A-3
KOMATSU HD1500-5 TRUCK
A-4
Introduction
11/03 A00025
SECTION A GENERAL INFORMATION INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
STANDARD TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 02/94
Index
A1-1
NOTES
A1-2
Index
02/94 A01001
MAJOR COMPONENTS AND SPECIFICATIONS ENGINE
POWER STEERING
The Komatsu HD1500-5 dump truck is powered by a Komatsu SDA12V160 diesel engine.
The HD1500-5 truck is equipped with a full time power steering system which provides positive steering control with a minimum of effort by the operator. The system includes nitrogen-charged accumulators which automatically provide emergency power if the steering hydraulic pressure is reduced below an established minimum.
TRANSMISSION The Torqflow transmission consists of a 3-element, single-stage, two-phase torque converter and a planetary gear, multiple disc clutch transmission which is hydraulically actuated and force-lubricated for optimum heat dissipation. The Torqflow transmission is capable of seven forward speeds and one reverse gear. Automatic shifting is controlled by an electronic shift control system with automatic clutch modulation in all gears. A lockup system consisting of a wet, double-disc clutch, is activated in F1-F7 gears for increased fuel savings.
BRAKE SYSTEM Depressing the brake pedal, or operating the retarder lever on the RH side of the steering wheel, actuates the hydraulic front and rear service brakes. Both front and rear service brakes are oil-cooled, multiple-disc brakes. These brakes are automatically activated when the engine speed exceeds the rated revolutions of the shift position. The system includes two nitrogen-charged accumulators for quick response, and to provide emergency braking if a problem occurs in the primary braking circuit.
RETARDER
FINAL DRIVE ASSEMBLY The final drive consists of a plug-in differential with planetary wheel drive.
The operator can manually apply both the front and rear oil-cooled, multiple-disc brakes by moving the retarder control lever which is mounted on the steering column, or by using the foot-operated brake pedal.
OPERATOR'S CAB The HD1500-5 operator's cab has been engineered for operator comfort and to allow for efficient and safe operation of the truck. The cab provides for wide visibility, with an integral 4post ROPS/FOPS structure, and an advanced analog operator environment. It includes a tinted safetyglass 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 electronic display/monitoring panel to keep the operator informed of the truck's operating circuits. Audible alarms and indicator lights warn the operator of system malfunctions.
A02052 08/04
SUSPENSION Hydro-pneumatic suspension cylinders are used at each wheel to reduce shock and provide riding comfort for the operator and machine stability.
Major Components and Specifications
A2-1
HD1500-5 MAJOR COMPONENTS
A2-2
Major Components and Specifications
08/04 A02052
SPECIFICATIONS ENGINE Komatsu . . . . . . . . . . . . . . . . . . . . . . . . SDA12V160 Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . 12 Operating Cycle (diesel) . . . . . . . . . . . . . . . 4-Stroke Rated . 1108 kW (1486 SAE Brake HP) @ 1900 rpm Flywheel . . . 1048 kW (1406 SAE HP) @ 1900 rpm Weight (dry) . . . . . . . . . . . . . . . .5813 kg (12,815 lbs) TRANSMISSION Automatic Electronic Shift Control with Automatic Clutch Modulation In All Gears. Torque Converter. . . . . . . . 3-Element, Single-stage, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-phase Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc, . . . . . . . . . . . . . . . . . . . . . . Activated in F1-F7 gears. Transmission . . . . . . . 7 Forward Speeds, 1 Reverse . . . . . . . . . . . . .Planetary Gear, Multiple Disc Clutch, . . . . . . . . . . Hydraulically Actuated, Force-lubricated Gear . . . . . . . . . . . . . . . . . . . . Km/h. . . . . . . . MPH 1 . . . . . . . . . . . . . . . . . . . . . . 11.0 . . . . . . . . . 6.8 2 . . . . . . . . . . . . . . . . . . . . . . 14.6 . . . . . . . . . 9.1 3 . . . . . . . . . . . . . . . . . . . . . . 19.5 . . . . . . . . 12.1 4 . . . . . . . . . . . . . . . . . . . . . . 24.5 . . . . . . . . 15.2 5 . . . . . . . . . . . . . . . . . . . . . . 32.6 . . . . . . . . 20.3 6 . . . . . . . . . . . . . . . . . . . . . . 44.2 . . . . . . . . 27.5 7 . . . . . . . . . . . . . . . . . . . . . . 58.0 . . . . . . . . 36.0 Rev . . . . . . . . . . . . . . . . . . . . . 10.6 . . . . . . . . . 6.6 FINAL DRIVE ASSEMBLY Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential . . . . . . . . . . . . . . . . . . . . with Planetary Wheel Drive Reduction Ratios: Bevel Set . . . . . . . . . . . . . . . . . . . . . . . . . 2.647:1 Planetary Final Drive . . . . . . . . . . . . . . . . . 7.235:1 Total Reduction . . . . . . . . . . . . . . . . . . . 19.151:1 ELECTRIC SYSTEM Batteries (series-parallel). . 4 x 12V / 220 Amp-Hour Alternator . . . . . . . . . . . 24 Volt, 240 Ampere Output Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt Cranking Motors . . . . . . . . . . . Two - 24 Volt Electric
Engine . . . . . . . . . . . . . . . . . . 193 . . . . . . (51) (Includes Lube Oil Filters) Cooling System . . . . . . . . . . . 532 . . . . . (140.6) Fuel Tank . . . . . . . . . . . . . . . . 2120 . . . . (560.0) Transmission . . . . . . . . . . . . . 153 . . . . . . (40.5) And Torque Converter Hydraulic System . . . . . . . . . 900 . . . . . . (238) (Includes Retarder Cooling) Differential . . . . . . . . . . . . . . . 300 . . . . . . (79.0) Final Drive (each planetary) . 120 . . . . . . (31.7) HYDRAULIC SYSTEM Hydraulic Pumps (3) Hoist (Tandem Gear) . . . . 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi) Steering (Piston Pump) . . . 221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi) Brakes (Tandem Gear) . . . . 1512 l/min. (400 gpm) Hoist Control Valve . . . . . . . . . . . . . . . . . Spool Type Positions. . . . . . . . . . Raise, Hold, Float, and Lower Hydraulic Cylinders Hoist . . . . . . . . . . . . . 3-Stage Telescoping Piston Steering . . . . . . . . . . . Twin - Double Acting Piston Relief Valve Setting . . . . . . . .18 960 kPa (2,750 psi) Filtration . . . . . . . . . . . In-line Replaceable Elements Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh Hoist & Steering . . . . . . . . . Dual, Full Flow, In-line . . . . . . . . . . . . High Pressure. Beta 12 Rating = 200 Transmission . . . . . . . . . . . . . . .Dual, High Pressure SERVICE BRAKES Actuation: . . . . . . . . . . . . . . . . . . . . . . . All-Hydraulic Front . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc Rear . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc . . . . Both Act as both Service and Retarder Brakes Retarder Brakes: Normally Applied . . . . . . . . Manually By Operator. Automatically Actuated . . . . . . . . . . . . . . . . . . . . . . when engine speed exceeds the rated revolutions of the shift position for the transmission. Parking Brake: . . . . . . Spring-Applied, Oil Released . . . . Dry Caliper Disc Actuates On Rear Drive Shaft
STEERING Turning Circle Diameter (SAE) . . . . . . 24.4 m (80 ft) Automatic Emergency Steering . . . .2 Accumulators
A02052 08/04
SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . .Liters . . U.S Gallons
Emergency Brakes: An emergency brake valve actuates the brakes automatically, if hydraulic pressure drops below a pre-set value. Manual operation is also possible.
Major Components and Specifications
A2-3
TIRES Rock Service (E-3) . . . . . . . . . . . . . . . . . . . Tubeless Standard . . . . . . . . . . . . . . . . . . . . . . . . . . 33.00 R51 Rim Size . . . . . 61x 12.95 x 12.7 cm (24 x 51 x 5 in.) Phase II Generation™ . . . . . . . Separable Tire Rims
DUMP BODY CAPACITY (Standard) Struck . . . . . . . . . . . . . . . . . . . . . . . 54 m3 (71 yds3) Heaped @ 2:1 (SAE) . . . . . . . . . . 78 m3 (102 yds3)
OVERALL TRUCK DIMENSIONS Loading Height . . . . . . . . . . . . . . . . 4.965 m (16' 3") Minimum Clearance Height . . . . . . . . 5.85 m (19' 2") Overall Length . . . . . . . . . . . . . . . . . 11.37 m (37' 4") Maximum Width . . . . . . . . . . . . . . . . . 6.62 m (21' 9")
A2-4
WEIGHT DISTRIBUTION Based on SAE 2:1 Heaped . . . . . .78 m3 (102 yds3) (w/Komatsu Engine; and . . . . . . . . . 33.00 R51 Tires) EMPTY . . . . . . . . . . . . . . . Kilograms . . . . .Pounds Front Axle . . . . . . . . . . . . . . 49 025 . . . . . 108,082 Rear Axle . . . . . . . . . . . . . . 51 437 . . . . . . . 113,399 Total . . . . . . . . . . . . . . . . . . 100 462 . . . . . 221,481 LOADED (100 Ton PAYLOAD) . . . . . . . . . . . . . . . . . . . . . Kilograms . . . . .Pounds Front Axle . . . . . . . . . . . . . . 82 327 . . . . . . .181,500 Rear Axle . . . . . . . . . . . . . . 167 149 . . . . . .368,500 Total * . . . . . . . . . . . . . . . . . 249 475 . . . . . .550,000 *Not to Exceed 249 475 kg (550,000 lbs.). Including Options, Fuel & Payload
Major Components and Specifications
08/04 A02052
SECTION A3 SAFETY INDEX
SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4 Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4 Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4 Precautions With High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Precautions For ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 BEFORE STARTING THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Ventilation In Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 In Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Precautions For Starting Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11 WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 Battery Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
A03015 8/04
General Safety and Operating Instructions
A3-1
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13 BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13 Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13 Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13 Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13 Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14 DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16 Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16 Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16 Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16 Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16 Precautions When Performing Maintenance Near High Temperature Or High Pressure . . . . A3-17 Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17 Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17 TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20 OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21 PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21 Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21 At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21 ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-24 AFTER THE ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-25 MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27 LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27 HAULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28 RETARDER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28 PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29 DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30 Raising the Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30 Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31 SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31 SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31 SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32 Secondary Steering And Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32 DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32 Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32 Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32 Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33 DISABLED TRUCK STEERING AND BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
A3-2
General Safety and Operating Instructions
8/04 A03015
SAFETY Safety records from most organizations will show that the greatest percentage of accidents are caused by unsafe acts performed by people. 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 Operating Instructions - Walk-Around Inspection, Section 30)
•
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 safety features in good operating condition.
•
Improper use, or failure to maintain 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.
A03015 8/04
General Safety and Operating Instructions
A3-3
Leaving The Operator’s Seat •
When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring, always perform the following:
•
Move the shift control lever to NEUTRAL and apply the parking brake.
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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.
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When climbing on or off a machine, face the machine and use the hand-hold and steps.
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Never hold any control levers when getting on or off a machine.
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Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself.
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When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope.
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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.
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Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine. A: For use when getting on or off the machine from the left door. B: For use when getting on or off the machine from the engine hood or right door.
Fire Prevention For Fuel And Oil •
Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous.
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Keep flames away from flammable fluids.
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Stop the engine and never smoke when refueling.
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Tighten all fuel and oil tank caps securely.
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Refueling and oiling should be done in well ventilated areas.
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Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.
A3-4
General Safety and Operating Instructions
8/04 A03015
Precautions With High Temperature Fluids •
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 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) Depress the pressure release button on the cap to vent cooling system pressure. 4) 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.
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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, 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.
A03015 8/04
General Safety and Operating Instructions
A3-5
Precautions For 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.
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ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu, or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or modified as specified by Komatsu.
•
When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.
•
Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
Precautions For Attachments •
When installing and using optional equipment, read the instruction manual for the attachment and the information related to attachments in this manual.
•
Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the machine.
•
Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
A3-6
General Safety and Operating Instructions
8/04 A03015
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!
BEFORE STARTING THE ENGINE Safety At The Worksite •
When walking to and from a truck, maintain a safe distance from all machines even when the operator is visible.
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Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
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Examine the road surface at the job site and determine the best and safest method of operation.
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Choose an area where the ground is as horizontal and firm as possible before performing the operation.
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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.
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The operator must personally check the work area, the roads to be used, and existence of obstacles before starting operations.
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Always determine the travel roads at the work site and maintain them so that it is always safe for the machines to travel.
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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. Failure to do so could result in a fire.
•
Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Clean any excess oil, fuel or other flammable fluids, and dispose of properly.
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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.
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Check for people and objects that might be in the area. Remove any obstructions and wait for any personnel in the area to disperse.
•
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 In Enclosed Areas •
If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Exhaust fumes from the engine can kill.
A03015 8/04
General Safety and Operating Instructions
A3-7
In Operator’s Cab - Before Starting The Engine •
Do not leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab.
•
Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
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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 Sections 30 and 32 pertaining to safety and operating instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls before attempting operation of the truck.
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Read and understand the WARNING and CAUTION decals in the operator's cab.
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Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud.
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Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level.
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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.
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Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped with the proper work lamps needed for the operating conditions.
OPERATING THE MACHINE When Starting The Engine •
Never start the engine if a warning tag has been attached to the controls.
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When starting the engine, sound the horn as an alert.
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Start and operate the machine only while seated in the operator’s seat.
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Do not allow any unauthorized persons in the operator's compartment or any other place on the machine.
Precautions For Starting Machine •
Start the engine from the operator’s 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 machine’s path.
Truck Operation - General •
Wear seat belt at all times.
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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 the truck.
•
Do not allow anyone to get on or off the truck while it is in motion.
•
Do not move the truck in or out of a building without a signal person present.
A3-8
General Safety and Operating Instructions
8/04 A03015
•
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 hazardous conditions at the haul road, pit or dump area.
•
Check for flat tires periodically during a shift. If the truck has been operating on a “flat”, do not park the machine inside of 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 to distinguish 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 empty extinguishers for replacement or refilling.
•
Always have the 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 near the truck and signal the 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 •
Lower the dump body and set the dump lever to the FLOAT position before traveling.
•
When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly.
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If the engine should stop while the machine is in motion, secondary steering and braking enable the truck to be steered and stopped. A fixed amount of reserve oil provides temporary steering and braking to briefly allow machine travel to a safe area. 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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General Safety and Operating Instructions
A3-9
Traveling On Slopes •
Traveling on slopes could result in the machine tipping over or slipping.
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Do not turn the truck around on a slope. To ensure safety, drive to level ground before turning around.
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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.
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When traveling downhill, use the retarder or service brake pedal to reduce truck speed. Bring the truck to a halt using the brake pedal and then apply the parking brake. Use caution when using the brake pedal. Excessive force when applying the service brakes may cause a loss of control of the truck.
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When making turns, rotate the steering wheel gradually to avoid losing control of the truck.
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If the engine should fail while on a slope, apply the service brakes and bring the truck to a halt. Move the transmission range selector to NEUTRAL and apply the parking brake.
Ensure Good Visibility •
When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if necessary.
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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.
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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 safe distances between the machine and the electric cable as listed below. Voltage
Minimum Safety Distance
6.6 kV
3m
10 ft.
33.0 kV
4m
14 ft.
66.0 kV
5m
17 ft.
154.0 kV
8m
27 ft.
275.0 kV
10 m
33 ft.
The following actions are effective in preventing accidents while working near high voltages: •
Wear shoes with rubber or leather soles.
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Use a signalman to give warning if the machine approaches an electric cable.
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If the work equipment should touch an electric cable, the operator should not leave the cab.
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When performing operations near high voltage cables, do not allow anyone to approach the machine.
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Check with the electrical maintenance department about the voltage of the cables before starting operations.
A3-10
General Safety and Operating Instructions
8/04 A03015
When Dumping •
Before starting the dumping operation, check that there is no person or objects behind the machine.
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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.
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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.
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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.
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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.
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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.
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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 •
Improper towing methods may lead to serious personal injury and/or damage.
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Use a towing device with ample strength for the weight of this machine.
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Never tow a machine on a slope.
•
Inspect all towing apparatus for damage. Do not use tow rope that has kinks or is twisted.
•
Do not stand astride the towing cable during towing.
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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 methods, refer to Section 30, Operating Instructions - Towing.)
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General Safety and Operating Instructions
A3-11
WORKING NEAR BATTERIES Battery Hazard Prevention •
Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water.
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Battery acid can 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.
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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.
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Before working with batteries, stop the engine and turn the key switch to the OFF position.
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Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools, across the terminals.
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When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
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Tighten battery caps securely.
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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.
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When starting from another machine, do not allow the two machines to touch.
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Be sure to connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative (-) cable first during removal.
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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.
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When connecting the ground cable to the frame of the machine to be started, connect it away from the battery to minimize the risk of explosion.
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General Safety and Operating Instructions
8/04 A03015
PRECAUTIONS FOR MAINTENANCE BEFORE PERFORMING MAINTENANCE Warning Tag •
Starting the engine or operating the controls while others are performing maintenance on the truck can lead to serious injury and/or death.
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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.
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These tags are available from your Komatsu distributor.
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Warning tag part number (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.
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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.
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When servicing the machine, use care not to touch any moving parts. Never wear loose clothing or jewelry.
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Put wheel blocks under the wheels to prevent machine movement.
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When performing service with the dump body raised, always place the dump lever in the HOLD position. Install the body-up retention cable, securely.
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General Safety and Operating Instructions
A3-13
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. Refer to Figure 3-1. 2. Remove cable (2) from its stored position on the body and install between dump body (1) and the axle housing ear. 3. Secure the cable clevis pins with cotter pins.
It is very important to ensure that the cable is taut before the dump body can be considered secure. Perform the following step in order to remove any slack from the body retention cable. 4. Gently move the hoist control lever to the DOWN position until the dump body moves, and then release the lever. The lever will now default to the FLOAT position where the dump body will be allowed to lower and pull the cable tight. When the cable is tight, the dump body is secure, and maintenance can be performed. 5. After maintenance work has been completed, slightly raise the dump body to remove the tension in the body retention cable. Disconnect the cable from the axle and place it in the stored position.
FIGURE 3-1. SECURING THE DUMP BODY 1. Dump Body
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2. Body Retention Cable
General Safety and Operating Instructions
8/04 A03015
DURING MAINTENANCE Personnel •
Only authorized personnel can service and repair the machine.
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.
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Always block the tires of the machine securely.
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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.
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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.
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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.
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Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur.
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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.
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Always tighten the cap of the fuel and oil fillers securely.
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Never use fuel to wash parts.
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Always add fuel and oil in a well-ventilated area.
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General Safety and Operating Instructions
A3-15
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.
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Depress the pressure release button on the cap to vent cooling system pressure.
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Slowly loosen the cap to relieve any remaining 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.
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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.
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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.
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If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
A3-16
General Safety and Operating Instructions
8/04 A03015
Precautions When Performing Maintenance Near 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 as outlined in the service manual.
Rotating Fan And Belts •
Stay away from all rotating parts such as the radiator fan and fan belts.
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Serious bodily injury may result from direct or indirect contact with rotating parts and flying objects.
Waste Materials •
Never dump waste oil into a sewer system, river, etc.
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Always put oil drained from your machine in appropriate containers. Never drain oil directly onto the ground.
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Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and others.
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General Safety and Operating Instructions
A3-17
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.
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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.
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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. Never attempt to hold or support the tire. Attempting to hold or support a tire may lead to serious injury.
A3-18
General Safety and Operating Instructions
8/04 A03015
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.
9. If the truck is to be towed for any reason, always consider any special precautions. Refer to Operating Instructions - Towing, for instructions on how to properly tow the truck. 10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
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.
A03015 8/04
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.
General Safety and Operating Instructions
A3-19
ADDITIONAL JOB SITE RULES •
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A3-20
General Safety and Operating Instructions
8/04 A03015
OPERATING INSTRUCTIONS 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 performed 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 and all necessary job site regulations. Be familiar with use and care of the safety equipment on the Komatsu HD1500-5 truck. Only qualified operators or technicians should attempt to operate or maintain the HD1500-5 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 hat, safety shoes, safety glasses or goggles. There are some conditions when protective hearing devices should also be worn for operator safety. • When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible. 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 ensure 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, front-to-rear, across the rear. Continue 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 can be avoided. If problems or potential problems are found during the "walk-around", be sure to notify maintenance. Vehicle breakdowns and unscheduled downtime and loss of production can be reduced.
A03015 8/04
Local work practices may prevent an operator from performing all tasks suggested here, but to the extent permitted, the operator should follow this or a similar routine. 1. Start at left front of the truck (see illustration, next page). 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 are not cracked or broken. 2. Move behind the front of the left front tire; inspect the hub and the oil disc brake assemblies for leaks and any abnormal conditions. Check that all suspension attaching hardware is secure and inspect for evidence of wear. Verify suspension extension (exposed piston rod) is correct, and there are no leaks. 3. With the engine stopped, check the engine oil level. Verify engine oil filters or oil lines to filters are not leaking. 4. Inspect the fan and air conditioner belts for correct tension, wear, and tracking. Inspect the fan guard condition and secureness. 5. Move outboard of the front wheel, and inspect attaching lugs/wedges to be sure all are tight and intact. Check the tires for cuts, damage or bubbles and under-inflation. 6. Move behind the rear of the front wheel. Check for leaks or any unusual conditions at the hub and brakes. Inspect the suspension hardware. Inspect the tie-rod pivots and steering cylinder for proper greasing, and for secureness of all parts. Check for hydraulic leaks. 7. Check the transmission oil level. Check the pumps at the front of the transmission for leakage and secureness of parts. 8. Move to the side of the hydraulic tank and check the hydraulic fluid level for both the hydraulic tank and brake cooling oil. Oil should be visible in the sight glass with the engine stopped and body down. 9. Move around the hydraulic tank and in front of the rear dual tires. Inspect the hoist cylinder for damage or leaks. Inspect the upper and lower hoist cylinder pins for secureness and proper greasing. 10. Before leaving this position, verify there is no leakage or any other unusual condition with the transmission or rear drive shaft.
General Safety and Operating Instructions
A3-21
KOMATSU HD1500-5 TRUCK A3-22
General Safety and Operating Instructions
8/04 A03015
11. Move around the dual tires. Verify all lugs/ wedges are intact and tight. Check the wheel for leakage from inside the wheel housing that might indicate planetary leakage. Check the dual tires for cuts, damage, bubbles and underinflation. If the truck has been operating on a flat tire, the tire must be cool before parking the truck inside. Check for rocks that might be lodged between the dual tires, and verify that the rock ejector is in good condition and straight. 12. Check the left rear suspension for damage, proper extension, and leaks. Check for proper greasing. Ensure the covers over the chrome piston rod are in good condition. 13. Check the final drive housing breather. Replace the breather if obstructed. Check for leakage around the final drive housing, brake housings, and connecting hoses. 14. While standing behind the final drive housing, look up to see that the rear lights and back up horns are in good condition. Inspect the linkage rods to verify all locations are getting proper greasing. Check both body hinge pins for greasing and any abnormal condition.
ment for leaks or any unusual condition. Inspect the fan guard and belts. Check for, and remove any debris from behind the radiator. 23. Move around to the right front of the truck. 24. As you move in front of the radiator, check for and remove debris that might be trapped in front of the radiator. Check for coolant leaks. Inspect all headlamps and fog lights. 25. Ensure the ground level engine shutdown switch is ON. 26. Climb the ladder to the main deck. Always use the hand rails and ladder when mounting or dismounting the truck. Clean the ladder and hand rails of any foreign material, such as ice, snow, oil or mud.
Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 27. Checking the coolant in the radiator using the coolant level sight gauge.
15. Perform the same inspection on the right rear suspension as done on the left. 16. Move to the right dual tires. Check between the tires for rocks. Check rock ejector condition. Inspect the tires for cuts, damage, and underinflation. 17. Check the wheel lugs/wedges as done on the left dual wheels. Check for leaks. 18. Move in front of the right dual tires. Inspect the hoist cylinder as was done on the left side. 19. Move around the fuel tank. Inspect the fuel gauge. Inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank. Ensure the mounts are secure and in good condition. 20. Move behind the right front wheel; inspect the tie-rod pivots and steering cylinder for proper greasing. Ensure all parts are secure. Ensure the suspension protective cover is in good condition. Check the suspension hardware, suspension extension, and greasing. Inspect the attaching hardware for the steering cylinder.
If the engine is warm, allow the coolant to cool before removing the fill cap or draining the radiator. Serious burns may be acquired if you come in contact with hot coolant. Always depress the pressure relief before removing the cap. 28. Inspect the battery box cover for damage. Ensure the cover is secured, tightly. 29. Check the air cleaner indicators. If the red area is showing in the indicator, the air filter must be cleaned/replaced before operating the truck. 30. Clean the cab windows and mirrors. Clean the cab floor as necessary. Ensure the steering wheel, controls and pedals are free of any oil, grease or mud. 31. Stow personal gear in the 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 or on the deck.
21. Move around the right front wheel, and verify all lugs/wedges are intact and tight.
32. Adjust the seat and steering wheel so that it is comfortable for use.
22. Move behind the front of the right front wheel. Check the hub and brake for leaks or any unusual condition. Inspect the engine compart-
33. Read and understand Operator Controls and Instrument Panel. Become familiar with all control locations and functions before operating the truck.
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General Safety and Operating Instructions
A3-23
ENGINE START-UP SAFETY PRACTICES Safety rules must be observed upon engine start-up.
Ensure there is adequate ventilation before startup if the truck is in an enclosure. Exhaust fumes are dangerous! 1. Ensure all personnel are clear of the truck before starting the engine. Always sound the horn as a warning before actuating operational controls. 2. Ensure the transmission range selector is in NEUTRAL and the parking brake is applied before starting. 3. Do not attempt to start the engine while the cold weather starting heater (if equipped) is operating. Damage to coolant heaters will result due to lack of circulation. 4. The key switch is a three position (OFF, RUN, START) switch. When the key slot is in the vertical position, the electrical system is OFF and no electrical devices are energized. Use this key position to stop the engine when it is operating. When the switch is rotated one position clockwise, it is in the RUN position and all electrical circuits (except START) are energized. With the transmission selector lever in NEUTRAL and the parking brake applied, rotate the key switch fully clockwise to the START position, and hold this position until the engine starts (see NOTE below). The START position is spring loaded to return to RUN when the key is released. NOTE: The engine is equipped with an oil prelube system. A noticeable time delay will occur (while engine lube oil passages are being filled) before cranking motor engagement and engine cranking will begin. The colder the engine oil temperature, the longer the time delay will be. In addition, if the truck is also equipped with an engine starting aid for cold weather starting, the engine prelube system should be engaged, first for 5-10 seconds, or until the
A3-24
cranking motor is engaged, before activating the engine starting aid.
Starting fluid is extremely volatile and flammable! Use with extreme care. If the truck is equipped with engine starting aid for cold weather starting, and ambient temperature is below -5°C (23°F), push the engine starting aid switch “in” for three seconds, then release. Turn the key switch to the START position. If the engine does not start, wait at least 15 seconds before repeating the procedure. Do not crank an electric cranking motor for more than 30 seconds. Allow two minutes for the motor to cool before attempting to start the engine again. Severe damage to the cranking motor may result from overheating. 5. The truck cannot be push started. Transmission lube and control systems are inoperative when the engine is not running. 6. When jumping battery power from one truck to another, all switches must be OFF prior to making any connections. Be certain to maintain correct polarity. Connect one lead of the booster cable to the 24V positive (+) post of battery needing assist, and the other lead of the booster cable to the 24V positive (+) post of the auxiliary battery. Connect one lead of the second booster cable to the 24V negative (-) post of the auxiliary battery and then connect the other lead of the booster cable to a good frame ground on the disabled truck away from the battery needing assist. This procedure will avoid the possibility of causing sparks near the battery where explosive gases may be present.
NOTE: HD1500-5 trucks are equipped with four 12 volt batteries connected in series and parallel to provide 24 volt output. Be certain to maintain correct voltage and polarity when connecting booster cables. Damage to electrical components may result if voltage and polarity are not correct.
General Safety and Operating Instructions
8/04 A03015
AFTER THE ENGINE HAS STARTED After the engine has been started, operate at approximately 1000 rpm, until the coolant temperature gauge is indicating "normal" (green) range. Become thoroughly familiar with the steering, braking, and emergency controls.
During the following safety checks, if actuation or release of any steering, brake or emergency control circuit does not appear normal, shut the engine down, immediately, and notify maintenance personnel. Do Not operate the truck until the system in question is fully operational. Ensure the area around the truck is clear before testing.
Retarder 3. With the truck on flat ground, check retarder operation: a. Move retarder lever (2, Figure 3-2) to maximum retard position (lever down). Verify amber service brake lamp (4) in the left pod illuminates. b. Move the transmission range selector to the 5 position and gradually increase engine speed to 1560 rpm. The truck must remain stationary. (Placing the range selector in 5 ensures the transmission will start in F1.) c. Reduce engine speed to low idle. Move the retarder lever to OFF (lever up). The service brake lamp should turn off. Place range selector in NEUTRAL.
Steering 1. Test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut the engine off, immediately. Determine the problem, and repair before resuming operation. NOTE: The steering and brake systems each have two accumulators that store energy and provide capability to steer and stop the truck in the event of an unexpected engine shutdown or pump failure. As part of the routine maintenance of the vehicle, one requirement to ensure proper operation of each system is to maintain proper accumulator nitrogen pre-charge. Refer to the shop manual for proper procedures when charging the accumulators.
Service Brake 2. With the truck on flat ground, check for normal operation of the service (foot) brake: a. Depress foot brake pedal (1, Figure 3-2). Verify amber service brake lamp (4) in left pod illuminates. b. Move transmission range selector (2, Figure 3-3) to the 5 position and gradually increase engine speed to 1560 rpm. The truck must remain stationary. (Placing the range selector in 5 ensures that the transmission will start in F1.) c. Reduce engine speed to low idle, release the service brake and place the range selector in N. Verify the service brake lamp is off.
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Parking Brake 4. Check operation of the parking brake: a. Depress parking brake switch (3, Figure 3-2) to the ON (applied) position. Verify the red parking brake lamp (5) in left pod illuminates. b. Move transmission range selector (2, Figure 3-3) to any position other than N; verify central warning lamp (6) on the left pod flashes. c. Move transmission range selector to the 5 position and gradually increase engine speed to 1640 rpm. (Placing the range selector in 5 ensures that the transmission will start in F1.) The truck must remain stationary. If the truck moves, notify maintenance personnel to adjust the parking brake. DO NOT operate the truck until the parking brake is fully operational. d. Reduce engine speed to low idle. Place the selector lever in NEUTRAL.
Auxiliary Brake 5. Check operation of the auxiliary brake: a. Depress auxiliary brake switch (3, Figure 32) to select the ON (applied) position. Verify the internal red lamp and service brake lamp illuminate. b. Move the transmission range selector to 5 and gradually increase engine speed to full throttle. (Placing the range selector in 5
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ensures the transmission will start in F1.) The truck must remain stationary.
7. Ensure the headlights, worklights and taillights are in proper working order. Good visibility may prevent an accident. Check the operation of the windshield wiper and washer.
If the truck moves, notify maintenance personnel to immediately repair the brakes. DO NOT operate the truck until the auxiliary brake is fully operational. c. Reduce engine speed to low idle. Place the range selector lever in NEUTRAL. Switch the auxiliary brake OFF. Verify the red indicator lamp and service brake lamp are off.
FIGURE 3-3. CONSOLE CONTROLS 1. Center Console 3. Parking Brake Switch 2. Transmission Range 4. Brake Lock Switch Selector
FIGURE 3-2. BRAKE SYSTEM CONTROLS 1. Service Brake 2. Retarder Lever 3. Auxiliary Brake Switch
4. Service Brake Lamp 5. Parking Brake Lamp 6. Central Warning Lamp
6. Check the 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 warning lights. If warning lights illuminate, shut down the engine, immediately, and determine the cause.
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8. When the truck body is in the dump position, do not allow anyone beneath it unless the body-up retaining device is in place. 9. Do not use the fire extinguisher for any purpose other than putting out a fire! If the extinguisher is discharged, report the occurrence so the used unit can be refilled or replaced. 10. Do not allow unauthorized personnel to ride in the truck. Do not allow anyone to ride on the ladder or on the deck of the truck. 11. Do not leave the truck unattended while the engine is running. Shutdown the engine before leaving the cab.
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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.
LOADING 1. Pull into the loading area with caution. Remain at a safe distance while the truck ahead is being loaded. 2. Do not drive over unprotected power cables.
If any of the red warning lights illuminate or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as soon as safety permits, shut down engine if problem indicates and have problem corrected before resuming truck operation. 1. Always sound the warning horn before moving the truck. When backing the truck, give a backup signal (three blasts on horn); when starting forward, two blasts on horn. These signals must be given each time the truck is moved forward or backward. Look to the rear before backing the truck. Watch for, and obey ground spotter's hand signals before making any reverse movements. The 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 the seat belt fastened. Keep hands and feet inside the cab compartment while the truck is in operation. Keep a firm grip on the steering wheel at all times. 3. Check the gauges and instrument panel 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. Match the truck speed to haul road conditions and slow the truck in congested areas. Obey the spotter's signals at the shovel and dump.
3. When approaching or leaving a loading area, watch for other vehicles and for personnel working in the area. 4. When pulling in under a loader or shovel, follow the "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 following a similar pattern. 5. The operator should remain in the truck cab with the engine running while the truck is being loaded. Place the transmission range selector in NEUTRAL and apply the brake lock switch.
If the operator must leave the truck cab during loading, the engine must be shut down and the parking brake applied. DO NOT use the emergency brake for parking. Remain far enough away from the truck to avoid being struck by flying material. 6. When the truck is loaded, pull away from the shovel as quickly as possible, but with extreme caution.
5. Do not allow the engine to run at idle for extended periods of time. 6. Check the parking brake periodically during the working shift. Use the parking brake for parking only. Do not attempt to apply the parking brake while the truck is moving! 7. Apply the brake lock switch at the shovel and dump areas. 8. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges and the edge of the fill area. 9. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.
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HAULING
RETARDER OPERATION
1. Always stay alert! Drive with extreme caution especially when in unfamiliar areas. 2. Govern the truck speed based on road conditions, weather and visibility. 3. Operate the truck with control at all times. 4. Use extreme caution when approaching an intersection. Maintain a safe distance from oncoming vehicles. 5. Obey all road signs. 6. Always dim high beam headlights before approaching other vehicles in operation. 7. Maintain a safe distance when following another vehicle. Never approach another vehicle from the rear, in the same lane, closer than 15 m (50 ft). When operating on a down grade, stay at least 30 m (100 ft) away. 8. Before starting down a grade, maintain a speed that will insure safe operation and provide effective retarding under all conditions. When descending a known grade with a loaded truck, the operator should adjust the speed of the truck if necessary, to preselect a transmission gear range, so that operation can be maintained within the speeds listed on the Retarding Capacity decal located inside the cab on the left front cab post (shown below). Either the retarder control lever or the foot-operated brake pedal can be used to control the speed of the truck.
Two lists are provided on the retarding capacity decal. One a continuous rating, and the second a short-length rating. Both lists are matched to the truck at maximum Gross Vehicle Weight. The continuous numbers on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for an unlimited time or distance. The short-length numbers listed on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for three minutes. These speeds are faster than the continuous values, reflecting the thermal capacity of various system components. System components can accept heating at a higher-than-continuous rate for a short period of time, beyond which the system would become overheated. The short-length rating (sometimes called the "threeminute" limit) will successfully accommodate most downhill loaded hauls. It is necessary to divide haul road grade segment length by allowable speed to determine actual time on grade. If actual time on grade exceeds the allowable amount, the grade will need to be negotiated at the continuous speed. Ambient temperature, as well as the prior temperature of the brake cooling oil can affect this number (the brake cooling oil could already be above the normal range from recent operating conditions).
DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck. For efficient retarder operation, the operator should: • Maintain engine speed between 2000 - 2100 rpm • When descending a grade, the operator should apply the retarder lever/foot pedal and observe both the tachometer and the brake oil temperature gauge. Engine speed must be maintained at 2000 - 2100 rpm and the brake oil temperature must be maintained below 248°F (120°C). If the operator observes that either the maximum engine speed of 2100 rpm or the brake oil temperature of 248°F (120°C) are about to be exceeded, the operator should immediately move the transmission range selector to the next lower range and use, either the retarder control lever, or the foot-operated brake pedal, to apply more brake pressure until the truck is slowed to a speed which will permit the transmission to downshift to the gear range selected.
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Continue this procedure to downshift to the required gear range to maintain engine speed at 2000 - 2100 rpm and brake oil temperature below 248°F (120°C). When the proper gear range is attained, continue to use the retarder as needed to maintain a safe, productive speed. If brake oil temperature exceeds 248°F (120°C), the brake oil temperature warning light will turn on. As quickly as safety will permit, bring the truck to a complete stop away from traffic, move the transmission range selector to NEUTRAL, apply the parking brake, and operate the engine at high idle.
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.
Continue to operate the engine at high idle until the brake oil temperature warning light turns off and brake oil temperature cools to below 248°F (120°C). If the temperature does not return to this range within a few minutes, report the condition immediately to maintenance personnel and wait for further instructions before moving truck. 9. When operating the truck in darkness or when visibility is poor, do not move the truck unless the headlights are on. Do not back up if the back-up horn or lights are inoperative. 10. When backing the truck, give a back-up signal (three blasts on horn); when starting forward, two blasts on horn. These signals must be given each time the truck is moved forward or backward. 11. Do not stop or park on a haul road unless unavoidable. If you must stop, move the truck to a safe place, apply the parking brake, shut down the engine, block the wheels securely and notify maintenance personnel for assistance. 12. If the warning light for low steering pressure illuminates during operation, steer the truck immediately to a safe stopping area away from other traffic, if possible. Refer to item 11 above. 13. Report adverse haul road conditions, immediately. Muddy or icy roads, pot holes or other obstructions can present hazards. 14. Cab doors should remain closed at all times while the truck is in motion or unattended. 15. Check for flat tires periodically during the shift. If the truck has been run on a flat tire, it must not be parked in a building until the tire cools.
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DUMPING
Raising the Dump Body
1. Pull into the dump area with extreme caution. Make sure the 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 the edge of a dump area. Position the truck on a solid, level surface before dumping.
As the body raises, the truck Center of Gravity (CG) will move. The truck must be on a level surface to prevent tipping / rolling! 2. Carefully maneuver the truck into dump position. When backing the truck into dump position, use only the foot-operated brake pedal to stop and hold the truck. 3. When in the dump position, place the transmission range selector in NEUTRAL, and apply the brake lock switch.
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 dump 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 the dump body hinge pins. If it is necessary to dump this kind of material, refer to the CAUTION in the following procedure: 4. Pull hoist control lever (1, Figure 3-4) back to the RAISE position (4) and release the lever. (Releasing the hoist lever anywhere during the Hoist Up/RAISE operation will place the dump body in HOLD at that position.) 5. Raise engine rpm to accelerate the hoist speed. Refer to the CAUTION below. When the body is near the maximum angle, reduce engine rpm in order to reduce the shock load to the hydraulic system and hoist cylinders.
FRONT OF TRUCK FIGURE 3-4. HOIST CONTROL VALVE 1. Hoist Control Lever 2. FLOAT/HOLD Position
3. DOWN Position 4. RAISE Position 5. Center Console
If dumping very large rocks or sticky material as described in WARNING above, slowly accelerate engine rpm to raise the dump body. When the material starts to move, release hoist lever to HOLD position. If the material does not continue moving and clear the dump body, repeat this procedure until material has cleared the body. 6. When the dump body rises to the desired position, release the hoist control lever (it will return to the HOLD position). If desired to raise the body further, move the dump lever again to the RAISE position and the dump body will rise until the hoist cylinders are fully extended. (Releasing the hoist lever anywhere during the Hoist Up/RAISE operation will place the dump body in HOLD at that position.)
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SAFE PARKING PROCEDURES
Lowering The Dump Body 7. After material being dumped clears the body, lower the body to the frame by moving the hoist control lever forward to the DOWN position and the dump body will start to move down.
The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
8. Releasing the lever completely will automatically return it to the FLOAT position. The body will then move down under its own weight. If dumped material builds up at body tailgate and body cannot be lowered, shift transmission range selector to DRIVE, release the brake lock switch, and drive forward to clear the material. Stop, shift the transmission range selector to NEUTRAL, apply the brake lock switch and lower the dump body. See NOTE below.
Any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released for another shift.
The truck is not to be moved with the dump body raised except in the event of an emergency. Failure to lower the dump body before moving the truck may cause damage to the hoist cylinders, frame and/or body hinge pins. NOTE: When traveling, always place the dump lever in the FLOAT position, regardless of whether or not the truck is loaded. If the transmission range selector is moved to any position other than NEUTRAL when the dump lever is not in the FLOAT position, the central warning lamp will flash and the alarm buzzer will sound intermittently. 9. With the body returned to the frame, move the transmission range selector to DRIVE, release the brake lock switch, and carefully exit the dump area.
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1. The truck should be parked on level ground, when possible. If parking must be done on a grade, the truck should be positioned perpendicular to the grade. 2. The parking brake must be applied and/or chocks placed fore/aft of the wheels so that the truck cannot roll. Each truck should be parked at a reasonable distance from one another. 3. Haul roads are not safe parking areas. In an emergency, choose 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 with flares at night.
SHUTDOWN PROCEDURE The following sequence of shutdown procedure is important and should be followed at each shutdown.
1. Stop the truck, and reduce engine rpm to low idle. Place the transmission range selector in NEUTRAL, and apply the parking brake. 2. Allow the engine to cool gradually by operating at low idle for 3 to 5 minutes. 3. Turn the keyswitch to the OFF position to stop the engine. 4. Close and lock all windows, remove the key from the key switch and lock the cab to prevent possible unauthorized truck operation. 5. Dismount the truck, properly.
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SUDDEN LOSS OF ENGINE POWER If the engine suddenly stops operating, stored hydraulic pressure in the brake and steering accumulators enables temporary operation of the steering and brake functions. Accumulator oil supply is limited, however, so it is important to stop the truck as quickly and safely as possible after the loss of engine power. When pressures drop to a pre-determined level, the "low brake pressure" and “low steering pressure” warning lights 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. Bring the truck to a safe stop as quickly as possible by using the foot pedal to apply the service brakes. If possible, steer the truck to the side of the road during braking. Apply the parking brake as soon as the truck comes to a complete stop. Turn the key switch OFF and notify maintenance personnel, immediately. If the truck becomes disabled in a high-traffic area, mark the truck with warning flags during daylight hours, and flares at night.
Secondary Steering And Braking The steering and brake systems each have accumulators that store energy and provide capability to steer and stop the truck in the event of an unexpected engine shutdown or pump failure. As part of the routine maintenance of the vehicle, one requirement to ensure proper operation of each system is to maintain proper accumulator nitrogen pre-charge. Refer to the shop manual for proper procedures when charging the accumulators. Audible and visual warnings will alert the operator if accumulator pressures drop below the preset values during operation.
DISABLED TRUCK DUMPING PROCEDURE Sometimes it is necessary to dump a load from the body of a disabled 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 a "disabled" truck to dump the load. Figure 3-5 shows the quick disconnect fittings on a hoist manifold for connecting the hoist circuits between trucks.
Hookup Be certain there is an adequate, clear area to dump the loaded dump body. 1. Safely park the good truck as close as possible to the disabled truck. When the good truck is in position next to the disabled truck, shut off the engine. 2. Bleed pressure from the brake accumulators, steering accumulators, and hydraulic tanks on each truck. 3. Attach a hose from the power up quick disconnect on the good truck to the power down circuit on the disabled truck. (Hoses must be rated to withstand 197 kg/cm2 (2800 psi) or greater pressure. NOTE: The power down circuit uses a smaller diameter hose (tube) than the power up circuit. 4. Connect another hose from the power down quick disconnect on the good truck to the power up circuit on the disabled truck.
Raising the Body 5. Move the hoist control lever on the disabled truck to the HOLD position. Leave the lever in this position during the entire procedure. 6. Adjust the power down relief setting on the good truck to the maximum setting. On HD1500-5 trucks, the power down relief valve (1, Figure 3-5) is located on pilot valve (2) which is inside of the brake cabinet on the lower RH side. Gently, turn the adjustment screw clockwise, until it bottoms out. (Count the exact number of turns that the adjustment screw is turned, and note for later adjustment.) 7. Start the engine on the good truck, and adjust the engine speed to 1000 rpm.
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General Safety and Operating Instructions
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Lowering the Body 9. After the load has been emptied from the body, release the hoist control lever. The body of the disabled truck should immediately begin floating downward. If any residual material left in the body prevents lowering, perform the following: a. Place the good truck hoist lever in the POWER UP position, and monitor the body of the disabled truck for downward movement. The body of the good truck may rise a small amount during this step. b. Once the body of the disabled truck begins downward, move the hoist control all the way forward, and then release. The lever should then be in the FLOAT position. FIGURE 3-5. POWER DOWN RELIEF VALVE 1. Power Down Relief 2. Hoist Pilot Valve 8. Place the hoist control in the POWER DOWN position, and continue to hold in this position until the hoist cylinders reach full extension. Increase engine speed as necessary.
10. Shut off the engine. Bleed pressure from the brake accumulators, steering accumulators, and the hydraulic tanks on each truck. 11. Disconnect the hoses from each truck. 12. Re-adjust the relief valve setting on the good truck. (Turn the screw counter-clockwise the same number of turns as was noted earlier in this procedure.) The power down relief valve on a HD1500-5 machine should be set at 105.5 kg/ cm2 (1500 psi).
Do Not move the hoist control from the POWER DOWN position until full extension is reached. Do Not attempt to move the lever to the HOLD position during this procedure.
FIGURE 3-6. HOIST CIRCUIT QUICK DISCONNECT FITTINGS 1. Power Down Circuit
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2. Power Up Circuit
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DISABLED TRUCK STEERING AND BRAKING
it is necessary to use the brakes sparingly when possible.
During towing, it may be necessary to steer and stop a disabled truck using hydraulic power from the tow truck. The following instructions describe the use of a "good" truck to provide the hydraulic power required to steer and stop a "disabled" truck.
It may be necessary to drain oil from the disabled truck if the hydraulic tank inherits too much oil.
Figure 3-8 illustrates a typical hookup with another HD1500-5. Figure 3-7 shows the location of the quick disconnects on the bleeddown manifold.
1. When the good truck is in position in front of the disabled truck, shut off the engine, and apply the parking brake.
12. When the trucks have reached their destination, shut the engine off, and apply the parking brake on each truck. 13. Ensure the steering accumulator pressure is bled down before removal of the hoses. Attempt to steer each truck to verify no pressure remains in the system.
2. Bleed any pressure from the steering accumulators on each truck. Verify no pressure exists by attempting to steer each machine. 3. Connect the supply and return hoses to the quick disconnects on each bleeddown manifold. Route and secure the hoses in a safe fashion that will prevent hose damage during machine movement. 4. Install pressure gauges in the brake supply circuit on both trucks for verification of proper brake system pressures after machine start up. 5. Position the retarder lever on the bad truck in the OFF position. DO NOT use the retarder lever during machine towing. 6. Turn the disabled truck keyswitch to the ON position. This prevents oil transfer between trucks from the retarder command circuit. 7. Start the good truck, and allow the engine to operate for a minimum of three minutes. 8. Verify proper brake system pressures on both trucks: 2750 psi (18, 960 kPa). 9. Slowly operate the steering wheel on each truck to check steering function. Slow movement will allow any trapped air to bleed out of the system. 10. Check all hydraulic connections for leakage before machine travel. 11. If no problems are evident, proceed to move the machines.
FIGURE 3-7. STEERING QUICK DISCONNECTS 1. Bleeddown Manifold
2. Supply Port 3. Return Port
Travel speed should be equal to normal human walking speed. When necessary, steer the machine slowly while keeping turns at 1/4 revolution/second or less. NOTE: Each braking application and release on the disabled truck transfers the release oil from the good truck to the disabled truck. Therefore,
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FIGURE 3-8. GOOD TRUCK / DISABLED TRUCK STEERING AND BRAKING HOOKUP
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. Always use extreme care when towing a disabled truck. • Towing a machine is only advised for short distances. For longer distances, the machine must be hauled. • All precautions must be observed to protect the operators in the event of wire rope breakage. • For the HD1500-5, wire rope capable of towing 77,110 kg (170,000 lbs) is required. • An observer must be positioned in a safe location during towing for signalling to the operators. • Towing speed must not exceed 2 km/h (1.2 mph). • Tow rope angles must not exceed 10°. Observe all precautions outlined in this manual, as well as local regulations. Refer to the following steps when towing is necessary:
b. If the truck is disabled because of a suspected final drive problem, both right and left planetary sun gears/drive axles must be removed before towing. (Refer to Section G, Final Drive, for more information.)
Extensive secondary damage may occur to final drive components and/or the transmission, if the truck is towed without first removing the sun gears/drive axles. Ensure all debris and damaged components have been removed before moving the truck. Failure to remove debris or damaged components may result in further damage.
c. If the truck is disabled because of a suspected transmission problem, remove the drive shaft between the transmission and the differential case (if final drive sun gears have not been removed).
1. Block the disabled truck to prevent movement while preparing the truck for towing and attaching the wire rope and other connections.
4. Use the tow eyes installed under the front frame/bumper for towing from the front of the disabled truck. Both tow hooks must be used. Use the tow pin on the rear axle when pulling the disabled truck from the rear.
2. Verify the towing capacity of the wire rope (it must be capable of towing 77,110 kg (170,000 lbs)). Verify the rope is in good condition showing no indications of damage or wear.
5. If the engine of the disabled truck is operational, start the engine before towing to release the parking brake, and to enable steering and braking functions.
3. Determine the primary reason that the truck is disabled.
6. If the engine is NOT operable, hydraulic power for steering, braking and transmission lubrication will not be available.
a. If the truck is being towed because of engine failure, certain precautions must be observed. The loss of hydraulic power due to engine failure requires the use of hydraulic power from the tow machine, or an auxiliary power unit, to supply hydraulic power. Hydraulic power is necessary to dump a load before towing, for steering and braking functions, and to release the spring applied parking brake. Refer to Disabled Truck Dumping and Disabled Truck Steering and Braking in this chapter for more information on hookup.
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Install the necessary hydraulic connections between the towing vehicle and the disabled truck to provide hydraulic power. Refer to Disabled Truck Steering and Braking. 7. If the body of the disabled truck contains a load, dump the load before towing. If the engine is not operational, refer to Disabled Truck Dumping.
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8. Remove all blocking, and release the disabled truck brakes. Begin towing the disabled truck. The observer should signal the operators to stop the tow if any signs of danger or damage are evident.
• Do not exceed 2 km/h (1.2 mph) when towing another truck. • Smooth and gradual truck movement is essential during towing. Sudden movement may cause wire rope failure leading to injury and/or truck damage. • Minimize the tow angle at all times - Never exceed 10° in any direction, vertically or horizontally. The towed truck must be steered in the direction of the wire rope. Consult your area Komatsu service representative for any questions or concerns about towing a disabled truck.
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NOTES
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WARNINGS AND CAUTIONS The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals attached to the HD1500-5 truck. The plates and decals listed here are typical of this truck 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 is located at the lower right side of the instrument panel and below the key switch. The warning stresses the importance of reading the operator's manual before operation.
A grade/speed plate showing retarding capacities 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.
A warning decal is located to the far right of the instrument panel and below the auxiliary brake switch. Depress the center button to apply the auxiliary brake. The red lamp will illuminate. Pull the button out to release the auxiliary brake; the light will turn off.
Refer to Operating Instructions - Hauling/Retarder Operation, in the Operation and Maintenance Manual for complete details regarding the use of the information on this chart.
When the auxiliary brake switch is activated, full, unmodulated hydraulic brake pressure is applied to all wheels. The parking brake is also applied.
Always refer to the decal in the operator's cab. This decal may change with optional truck equipment such as: tire sizes, etc.
Never apply the auxiliary brake switch when the truck is moving, except as an emergency measure.
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Warnings and Cautions
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A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective Structure meets various SAE performance requirements. ! WARNING ! Do not make modifications to this structure, or attempt to repair damage without written approval from the Manufacturer. Unauthorized repairs will void certification.
Danger plates are mounted on each suspension and accumulator cylinder. These plates warn that the suspensions and accumulators are charged with high pressure nitrogen. No servicing of any kind should be attempted until the service manual has been referenced and proper and safe procedures are followed.
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 cable is in position.
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Warnings and Cautions
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A plate is mounted on the left hand side of the transmission oil pan to provide instructions for proper transmission oil level check. 1. Engine Stopped: Oil level must be visible in upper part of sight gauge (STOP) between "H" and "L" to be sure there is sufficient oil to safely operate transmission when engine is stopped, or if transmission oil is cold (engine has been stopped for 8 hours or more). Check oil level again, as described below, when transmission oil reaches operating temperature. 2. Engine Running: Oil level must be visible in lower part of sight gauge (turtle) between "H" and "L". Check transmission oil level with: • truck parked on level surface, • engine running at low idle, • transmission in NEUTRAL, "N", and • transmission oil at normal operating temperature: Add clean oil as required through transmission oil filler tube at left rear of transmission.
Warning plates are mounted on the truck frame in front of and to the rear of both front tires to alert all persons to stay clear when the truck is being steered.
A warning plate is mounted on top of the radiator surge tank cover near the radiator cap.The engine cooling system is pressurized. Always turn the key switch off and allow the engine to cool before removing radiator cap. Unless the pressure is first released, removing the radiator cap after the engine has been running for a time will result in the hot coolant being expelled from the radiator. Serious scalding and burning can result. Service personnel should use caution when servicing radiator. The system is pressurized because of thermal expansion of coolant. DO NOT remove the radiator cap while the engine is hot. Severe burns may result.
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Warnings and Cautions
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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.
A caution decal is attached below the hydraulic tank oil level sight gauge. Check level with body down, engine stopped, and key switch OFF (to assure pressure has been relieved from system) before removing filler cap. Add oil per filling instructions, if oil level is below top of sight glass.
A warning plate is attached to the frame above the hydraulic system (APU) quick disconnect fittings to alert technicians that high pressure hydraulic oil is present during operation. Care must be taken when it is necessary to open the hydraulic system. There is always a chance of residual pressure being present. Open fittings slowly to allow any pressure to bleed off before removing any connections. 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
Warnings and Cautions
08/04 A04038
A plate is located next to filler cap on fuel cap which specifies diesel fuel only. Refer to the Engine Operation and Maintenance Manual.
Attached to the interior of battery box lid 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 (+) leads together and then connect the negative (-) lead of the auxiliary power cable to a good frame ground. Do not connect to the negative post 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. Avoid contact with skin, eyes or clothing. In event of accident, immediately flush with plenty of water and call a physician. KEEP OUT OF REACH OF CHILDREN! These decals are placed on the top of the battery box and near the battery disconnect switches to indicate that the battery system (24VDC) is a negative (-) ground system. This decal is placed above the battery disconnect switches on the right side of the battery box to indicate OFF and ON positions of the switches.
A caution plate is located on the side of the battery box. These instructions must be followed when welding is done on the truck to avoid damage to the electronic components.
A04038 08/04
Warnings and Cautions
A4-5
A product identification plate is located on the right hand frame rail near the front bumper. This lists the vehicle model number, maximum G.V.W. and Product Identification Number. 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 the proper ordering of many service parts and/or warranty consideration.
The lubrication chart is located on the left hand front fender behind the ladder. Refer to Maintenance - Section 40, Lubrication and Service, for more complete lubrication instructions.
A4-6
Warnings and Cautions
08/04 A04038
STANDARD TABLES This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard units in parentheses. References throughout the manual to standard torques or other standard values will be to one of the following tables. For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in Tables I and XVII. NOTE: Portions of this truck may be assembled with SAE (U.S.) hardware. BE SURE TO REFER TO THE CORRECT TABLE!
INDEX OF TABLES TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page TABLE I
COMMON CONVERSIONS METRIC -to- ENGLISH . . . . . . . 12-1
TABLE II
STANDARD TIGHTENING TORQUE For Capscrews and Nuts. . . . . . . 12-2
TABLE III
STANDARD TIGHTENING TORQUE For Split Flange Bolts . . . 12-2
TABLE IV
TIGHTENING TORQUE FOR Flared Tube And Hose Fittings . . . . 12-2
TABLE V TEMPERATURE CONVERSIONS . 12-3 TABLE VI TABLE VII
TORQUE CONVERSIONS kilogram.meters to foot pounds . . . 12-3 TORQUE CONVERSIONS kilogram.meters to Newton.meters. . 12-3
TABLE I. COMMON CONVERSION MULTIPLIERS METRIC To ENGLISH
TO
Multiply By
millimeter (mm)
inch – in.
0.0394
centimeter (cm)
To Convert From
inch – in.
0.3937
meter (m)
foot – ft.
3.2808
meter (m)
yard – yd.
1.0936
kilometer (km)
mile – mi.
0.6210
sq. in. – in.2
0.1550
sq. ft. –
ft.2
0.001
cu. in. –
in.3
0.061
3
61.02
3
35.314
3
cu. ft. – ft.
0.0353
sq. centimeters (cm2) sq. centimeters (cm
2)
cu. centimeters (cm
3)
liters (l)
cu. in. – in. 3
TABLE VIII TABLE IX TABLE X
PRESSURE CONVERSIONS kg/cm2 to (psi) . . . . . . . . . . . 12-4 PRESSURE CONVERSIONS kg/cm2 to kPa . . . . . . . . . . . 12-4 PRESSURE CONVERSIONS psi to kPa . . . . . . . . . . . . . 12-4
SEALANTS AND ADHESIVES . . . . . . . . . . . . . 12-5
cu. meters (m ) liters (l) grams (g) milliliter (ml) kilogram (kg) Newton (N)
cu. ft. – ft.
ounce – oz.
0.0353
fluid ounce – fl. oz.
0.0338
pound (mass)
2.2046
pound (force) – lbs.
0.2248
Newton.meters (N.m)
kilogram.meters (kg.m)
0.102
Newton.meters (N.m)
ft. lbs. (force)
0.7376
TABLE XI STANDARD TIGHTENING TORQUE For SAE Capscrews and Nuts . . . . . 12-6
kilogram.meters (kg.m)
ft. lbs. (force)
7.2329
kilogram.meters (kg.m)
Newton.meters (N.m)
9.807
TABLE XII STANDARD ASSEMBLY TORQUE 12-Pt, Grade 9, Capscrews (SAE) . . . . 12-6
Kilopascals (kPa)
psi (pressure)
0.1450
megapascals (MPa)
psi (pressure)
145.038
TABLE XIII
kilograms/cm2 (kg/cm2)
psi (pressure)
14.2231
kilograms/cm2 (kg/cm2)
kilopascals (kPa)
98.068
JIC Swivel Nuts Torque Chart (SAE) . . . . . . . . 12-7
TABLE XIV Pipe Thread Torque Chart (SAE) . 12-7
kilogram (kg)
ton (short)
0.0011
TABLE XV O-Ring Boss Torque Chart (SAE) . 12-7
metric ton
ton (short)
1.1023
liters (l)
quart – qt.
1.0567
liters (l)
gallon – gal.
0.2642
Watts
HP (horsepower)
0.00134
kilowatts (kw)
HP (horsepower)
1.3410
TABLE XVI
O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . 12-7
TABLE XVII COMMON CONVERSIONS ENGLISH -to- METRIC . . . . . . . 12-8
A05005 09/04
Standard Tables
A5-1
TABLE II. STANDARD TIGHTENING TORQUE FOR METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Foot Pounds Newton meters Kilogram meters (ft.lbs.) (N.m) (kg.m) Tolerances ±10% Tolerances ±10% Tolerances ±10% 1.35 13.2 10 3.2 31.4 23 6.7 65.7 48 11.5 112 83 18.0 177 130 28.5 279 206 39.0 383 282 56.0 549 405 76.0 745 550 94.5 927 684 135 1320 975 175 1720 1266 225 2210 1630 280 2750 2025 335 3280 2420 This Table represents standard values only. Do not use these values to replace torque values which are specified in the Service Manual instructions.
Capscrew Thread Diameter (mm) 6 8 10 12 14 16 18 20 22 24 27 30 33 36 39
Width Across Flat (mm) 10 13 17 19 22 24 27 30 32 36 41 46 50 55 60
TABLE III. TIGHTENING TORQUE FOR SPLIT FLANGE BOLTS
Foot Pounds Newton meters Kilogram meters (ft.lbs.) (N.m) (kg.m) Tolerances ±10% Tolerances ±10% Tolerances ±10% 6.7 65.7 48 11.5 112 83 28.5 279 206 This Table represents standard values only. Do not use these values to replace torque values which are specified in the Service Manual instructions.
Capscrew Thread Diameter (mm) 10 12 16
Width Across Flat (mm) 14 17 22
TABLE IV. TIGHTENING TORQUE FOR FLARED TUBE AND HOSE FITTINGS
Thread Diameter of Nut (mm) 14 18 22 24 30 33 36 42
A5-2
Width Across Flat (mm) 19 24 27 32 36 41 46 55
Kilogram meters (kg.m) Tolerances ±10% 2.5 5 8 14 18 20 25 30
Standard Tables
Newton meters (N.m) Tolerances ±10% 25 50 80 140 175 195 245 295
Foot Pounds (ft.lbs.) Tolerances ±10% 18 36 58 101 130 145 180 215
09/04 A05005
TABLE V. 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. TABLE VI. TORQUE CONVERSIONS kilogram.meter - kg.m To Foot Pounds - (ft.lbs.) 1 kg.m=7.2339 ft.lbs. kg.m
0
1
2
3
4
5
6
7
8
9
0
(ft.lbs)
7.23
14.5
21.7
28.9
36.2
43.4
50.6
57.9
65.1
10
72.3
79.6
86.8
94.0
101.3
108.5
115.7
123.0
130.2
137.4
20
144.7
151.9
159.1
166.4
173.6
180.8
188.1
195.3
202.5
209.8
30
217.0
224.2
231.5
238.7
245.9
253.2
260.4
267.6
274.9
282.1
40
289.3
296.5
303.8
311.0
318.2
325.5
332.7
339.9
347.2
354.4
50
361.6
368.9
376.1
383.3
390.6
397.8
405.0
412.3
419.5
426.7
60
434.0
441.2
448.4
455.7
462.9
470.1
477.4
484.6
491.8
499.1
70
506.3
513.5
520.8
528.0
535.2
542.5
549.7
556.9
564.2
571.4
80
578.6
585.9
593.1
600.3
607.6
614.8
622.0
629.3
636.5
643.7
90
651.0
658.2
665.4
672.7
679.9
687.1
694.4
701.6
708.8
716.1
TABLE VII. TORQUE CONVERSIONS kilogram meter - kg.m To Newton meters (N.m) 1 kg.m=9.807 N.m kg.m
0
1
2
3
4
5
6
7
8
9
0
(N.m)
9.8
19.6
29.4
39.2
49.0
58.8
68.6
78.5
88.3
10
98.1
107.9
117.7
127.5
137.3
147.1
156.9
166.7
176.5
186.3
20
196.1
205.9
215.8
225.6
235.4
245.2
255.0
264.8
274.6
284.4
30
294.2
304.0
313.8
323.6
333.4
343.2
353.1
362.9
372.7
382.5
40
392.3
402.1
411.9
421.7
431.5
441.3
451.1
460.9
470.7
480.5
50
490.4
500.2
510.0
519.8
529.6
539.4
549.2
559.0
568.8
578.6
60
588.4
598.2
608.0
617.8
627.6
637.5
647.3
657.1
666.9
676.7
70
686.5
696.3
706.1
716.0
725.7
735.5
745.3
755.1
764.9
774.8
80
784.6
794.4
804.2
814.0
823.8
833.6
843.4
853.2
863.0
872.8
90
882.6
892.4
902.2
912.1
921.9
931.7
941.5
951.3
961.1
970.9
A05005 09/04
Standard Tables
A5-3
TABLE VIII. PRESSURE CONVERSIONS kilograms/cm2 (kg/cm2)To pounds per sq. in. (psi) 2 1 kg/cm =14.2231 psi kg/cm2
0
1
2
3
4
5
6
7
8
9
0
(psi)
14.2
28.4
42.7
56.9
71.1
85.3
99.6
113.8
128.0
10
142.2
156.5
170.7
185.0
199.1
213.3
227.6
241.8
256.0
270.2
20
284.5
298.7
312.9
327.1
341.4
355.6
369.8
384.0
398.2
412.5
30
426.7
440.9
455.1
469.4
483.6
497.8
512.0
526.3
540.5
554.7
40
568.9
583.1
597.4
611.6
625.8
640.0
654.3
668.5
682.7
696.9
50
711.2
725.4
739.6
753.8
768.0
782.3
796.5
810.7
824.9
839.2
60
853.4
867.6
881.8
896.1
910.3
924.5
938.7
952.9
967.2
981.4
70
995.6
1009.8
1024.1
1038.3
1052.5
1066.7
1081.0
1095.2
1109.4
1123.6
80
1137.8
1152.1
1166.3
1180.5
1194.7
1209.0
1223.2
1237.4
1251.6
1265.9
90
1280.1
1294.3
1308.5
1322.7
1337.0
1351.2
1365.4
1379.6
1393.9
1408.1
7
8
9
TABLE IX. PRESSURE CONVERSIONS 2 2 kilograms/cm (kg/cm )To kilopascals (kPa) 2 1 kg/cm =98.068 kPa kg/cm
2
0
1
2
3
4
5
6
0
(kPa)
98
196
294
392
490
588
686
785
883
10
981
1079
1177
1275
1373
1471
1569
1667
1765
1863
20
1961
2059
2157
2256
2354
2452
2550
2648
2746
2844
30
2942
3040
3138
3236
3334
3432
3530
3629
3727
3825
40
3923
4021
4119
4217
4315
4413
4511
4609
4707
4805
50
4903
5001
5100
5198
5296
5394
5492
5590
5688
5786
60
5884
5982
6080
6178
6276
6374
6472
6571
6669
6767
70
6865
6963
7061
7159
7257
7355
7453
7551
7649
7747
80
7845
7944
8042
8140
8238
8336
8434
8532
8630
8728
90
8826
8924
9022
9120
9218
9316
9415
9513
9611
9709
6
7
8
9
TABLE X. PRESSURE CONVERSIONS Pounds/sq. in. [psi] To kilopascals (kPa) Formula: psi x 6.895 = kPa psi
0
1
2
3
4
5
0
(kPa)
6.895
13.79
20.68
27.58
34.47
41.37
48.26
55.16
62.05
10
68.95
75.84
82.74
89.63
96.53
103.42
110.32
117.21
124.1
131.0
20
137.9
144.8
151.7
158.6
165.5
172.4
179.3
186.2
193.1
200.0
30
206.8
213.7
220.6
227.5
234.4
241.3
248.2
255.1
262.0
268.9
40
275.8
282.7
289.6
296.5
303.4
310.3
317.2
324.1
331.0
337.9
50
344.7
351.6
358.5
365.4
372.3
379.2
386.1
393.0
399.9
406.8
60
413.7
420.6
427.5
434.4
441.3
448.2
455.1
462.0
468.9
475.8
70
482.6
489.5
496.4
503.3
510.2
517.1
524.0
530.9
537.8
544.7
80
551.6
558.5
565.4
572.3
579.2
586.1
593.0
599.9
606.8
613.7
90
620.5
627.4
634.3
641.2
648.1
655.0
661.9
668.8
675.7
682.6
NOTE: Tables such as Table VI, VII, VIII, IX and X may be used as in the following example: Example: Convert 955 kg.m to foot pounds (ft.lbs.). 1. Select Table VI. 2. Go to kg.m row 90, column 5; reads 687.1 95 kg.m = 687.1 ft.lbs. 3. Multiply by 10: 950 kg.m = 6871 ft.lbs.
A5-4
4. Go to kg.m row 0, column 5; reads 49.0 5 kg.m = 49 ft.lbs. Add to step 3. 5. 950 + 5 kg.m = 6871 + 49 = 6920 ft.lbs. 955 kg.m = 6920 ft.lbs.
Standard Tables
09/04 A05005
Sealants and Adhesives The recommended coating materials such as adhesives, gasket sealants and greases used for component assembly are listed below. For coating materials not listed below, use the equivalent of products shown in this table.
SEALANTS AND ADHESIVES Nomenclature
Adhesives
Code
Part Number
LT-1A
TB1521
LT-1B
790-129-9050
LT-2
VE7533
Used to apply rubber pads, rubber gaskets and cork plugs.
Used as adhesive or sealant for metal, glass and plastic.
LG-1
Used with gaskets and packings to increase sealing effect.
LG-3
1400266H1
Heat-resistant gasket for precombustion chambers and exhaust piping.
LG-4
1400265H1
Used by itself on mating surfaces on the final drive and transmission cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
LG-5
790-129-9080
Used by itself to seal grease fittings, tapered screw fittings and tapered screw fittings in hydraulic circuits of less than 50 mm (2 in) in diameter.
LG-6
TB1215
Silicone rubber - used to seal oil pan, final drive case mating surfaces.
LG-7
TB1207C
Silicone rubber - used to seal oil pan, flywheel housing mating surfaces.
LM-P
09940-00040
Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting.
G2-LI
SYG2-400LI-A
Liquid Gasket
Grease
Used to apply resin, rubber, metallic and non-metallic parts when a fast, strong seal is needed. Preventing bolts, nuts and plugs from loosening and leaking oil.
LT-3 (2 part epoxy)
Molybdenum Disulphide Lubricant
Applications
General purpose - applied to bearings, sliding parts and oil seals for lubrication, rust prevention and facilitation of assembly work.
PART NUMBERS
A05005 09/04
Three Bond
Komatsu
TB1374
VE7533
TB1521
TB1521
TB1104
1400265H1
TB1107
1400266H1
TB1110
790-129-9080
Standard Tables
A5-5
TABLE XI. STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) TOLERANCES ±10% TORQUE GRADE 5
TORQUE GRADE 8
TORQUE GRADE 5
TORQUE GRADE 8
N.m
Capscrew Thread Size
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
1.38
13.6
3/4-16
235
32.5
319
335
46.3
454
Capscrew Thread Size
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
1/4-20
7
0.97
9.5
10
1/4-28
8
1.11
10.8
11
1.52
14.9
7/8-9
350
48.4
475
500
69.2
678
5/16-18
15
2.07
20.3
21
2.90
28
7/8-14
375
51.9
508
530
73.3
719
5/16-24
16
2.21
22
22
3.04
30
1.0-8
525
72.6
712
750
103.7
1017
3/8-16
25
3.46
34
35
4.84
47
1.0-12
560
77.4
759
790
109.3
1071
3/8-24
30
4.15
41
40
5.5
54
1.0-14
570
78.8
773
800
110.6
1085
7/16-14
40
5.5
54
58
8.0
79
1 1/8-7
650
89.9
881
1050
145
1424
7/16-20
45
6.2
61
62
8.57
84
1 1/8-12
700
96.8
949
1140
158
1546
1/2-13
65
9
88
90
12.4
122
1 1/4-7
910
125.9
1234
1480
205
2007
1/2-20
70
9.7
95
95
13.1
129
1 1/4-12
975
134.8
1322
1580
219
2142
9/16-12
90
12.4
122
125
17.3
169
1 3/8-6
1200
166
1627
1940
268
2630
9/16-18
95
13.1
129
135
18.7
183
1 3/8-12
1310
181
1776
2120
293
2874
5/8-11
125
17.3
169
175
24.2
237
1 1/2-6
1580
219
2142
2560
354
3471
5/8-18
135
18.7
183
190
26.2
258
1 1/2-12
1700
235
2305
2770
383
3756
3/4-10
220
30.4
298
310
42.8
420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
TABLE XII - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9 Capscrews
TABLE XII - Standard Assembly Torques For 12Point, Grade 9, Capscrews (SAE) The following specifications apply to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews. • Capscrew threads and seats SHALL be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multipurpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads.
CAPSCREW SIZE*
TORQUE ft. lbs.
TORQUE N.m
TORQUE kg.m
0.250 - 20
12
16
1.7
0.312 - 18
24
33
3.3
0.375 - 16
42
57
5.8
0.438 -14
70
95
9.7
0.500 -13
105
142
14.5
0.562 - 12
150
203
20.7
0.625 - 11
205
278
28.3
0.750 - 10
360
488
49.7
• Torques are calculated to give a clamping force of approximately 75% of proof load.
0.875 - 9
575
780
79.4
1.000 - 8
860
1166
119
• The maximum torque tolerance shall be ±10% of the torque value shown.
1.000 - 12
915
1240
126
1.125 - 7
1230
1670
170
1.125 - 12
1330
1800
184
1.250 - 7
1715
2325
237
1.250 - 12
1840
2495
254
1.375 - 6
2270
3080
313
1.375 - 12
2475
3355
342
1.500 - 6
2980
4040
411
1.500 - 12
3225
4375
445
* Shank Diameter (in.) - Threads per inch This table represents standard values only. Do not use these values to replace torque values specified in assembly instructions.
A5-6
Standard Tables
09/04 A05005
TABLE XV TORQUE CHART FOR O-RING BOSS FITTINGS
TABLE XIII TORQUE CHART FOR JIC 37° SWIVEL NUTS WITH OR WITHOUT O-RING SEALS SIZE CODE
TUBE SIZE (O.D.)
THREADS UNF-2B
TORQUE FT. LBS.
SIZE CODE
TUBE SIZE (O.D.)
THREADS UNF-2B
TORQUE FT. LBS.
–2
0.125
0.312 – 24
4 ±1
–2
0.125
0.312 – 24
4 ±2
0.188
0.375 – 24
5 ±2
–3
0.188
0.375 – 24
8 ±3
–3
–4
0.250
0.438 – 20
12 ±3
–4
0.250
0.438 – 20
8 ±3
0.312
0.500 – 20
10 ±3
–5
0.312
0.500 – 20
15 ±3
–5
–6
0.375
0.562 – 18
18 ±5
–6
0.375
0.562 – 18
13 ±3
0.500
0.750 – 16
24 ±5
–8
0.500
0.750 – 16
30 ±5
–8
– 10
0.625
0.875 – 14
40 ±5
– 10
0.625
0.875 – 14
32 ±5
0.750
1.062 – 12
48 ±5
– 12
0.750
1.062 – 12
55 ±5
– 12
– 14
0.875
1.188 – 12
65 ±5
– 14
0.875
1.188 – 12
54 ±5
1.000
1.312 – 12
72 ±5
– 16
1.000
1.312 – 12
80 ±5
– 16
– 20
1.250
1.625 – 12
100 ±10
– 20
1.250
1.625 – 12
80 ±5
1.500
1.875 – 12
80 ±5
2.000
2.500 – 12
96 ±10
– 24
1.500
1.875 – 12
120 ±10
– 24
– 32
2.000
2.500 – 12
230 ±20
– 32
TABLE XVI TORQUE CHART FOR O-RING FACE SEAL FITTINGS
TABLE XIV TORQUE CHART FOR PIPE THREAD FITTINGS
SIZE CODE
PIPE THREAD SIZE
WITH SEALANT FT. LBS.
WITHOUT SEALANT FT. LBS.
SIZE CODE
TUBE SIZE (O.D.)
THREADS UNF-2B
TORQUE FT. LBS.
–4
0.250
0.438 – 20
11 ±1
–2
0.125 – 27
15 ±3
20 ±5
–6
0.375
0.562 – 18
18 ±2
–4
0.250 – 18
20 ±5
25 ±5
–8
0.500
0.750 – 16
35 ±4
–6
0.375 – 18
25 ±5
35 ±5
– 10
0.625
0.875 – 14
51 ±5
–8
0.500 – 14
35 ±5
45 ±5
– 12
0.750
1.062 – 12
71 ±7
– 12
0.750 – 14
45 ±5
55 ±5
– 16
1.000
1.312 – 12
98 ±6
– 16
1.000 – 11.50
55 ±5
65 ±5
– 20
1.250
1.625 – 12
132 ±7
– 20
1.250 – 11.50
70 ±5
80 ±5
– 24
1.500
1.875 – 12
165 ±15
– 24
1.500 – 11.50
80 ±5
95 ±10
– 32
2.000 – 11.50
95 ±10
120 ±10
A05005 09/04
Standard Tables
A5-7
TABLE XVII - COMMON CONVERSION MULTIPLIERS ENGLISH to METRIC To Convert From
TO
Multiply By
inch – in.
millimeter (mm)
25.40
inch – in.
centimeter (cm)
2.54
foot – ft.
meter (m)
0.3048
yard – yd.
meter (m)
0.914
mile – mi.
kilometer (km)
1.61
sq. in. – in.2
sq. centimeters (cm2)
6.45
sq. ft. – ft.2
sq. centimeters (cm2)
929
cu. in. – in.3
cu. centimeters (cm3)
16.39
cu. in. – in.3
liters (l)
0.016
cu. ft. – ft.3
cu. meters (m3)
0.028
cu. ft. – ft.3
liters (l)
28.3
ounce – oz.
kilogram (kg)
0.028
fluid ounce – fl. oz.
milliliter (ml)
29.573
pound (mass)
kilogram (kg)
0.454
pound (force) – lbs.
Newton (N)
4.448
in. lbs. (force)
Newton.meters (N.m)
0.113
ft. lbs. (force)
Newton.meters (N.m)
1.356
ft. lbs. (force)
kilogram.meters (kg.m)
0.138
kilogram.meters (kg.m)
Newton.meters (N.m)
9.807
psi (pressure)
kilopascals (kPa)
6.895
psi (pressure)
megapascals (MPa)
psi (pressure)
A5-8
kilograms/cm
2
(kg/cm2)
0.007 0.0704
ton (short)
kilogram (kg)
907.2
ton (short)
metric ton
0.0907
quart – qt.
liters (l)
0.946
gallon – gal.
liters (l)
3.785
HP (horsepower)
Watts
745.7
HP (horsepower)
kilowatts (kw)
0.745
Standard Tables
09/04 A05005
SECTION A7 STORAGE PROCEDURES 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9 AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10 ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11 Engine Storage-(Short Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11 Engine Storage- (Long Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12 TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13 Restoring Transmission to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
A07005
Storage Procedures
A7-1
NOTES
A7-2
Storage Procedures
A07005
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.
1. Keep the vehicle fully serviced.
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. 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.
3. Operate all hydraulic functions through complete range to insure that cylinder rams and all seals are fully lubricated.
2. On a weekly schedule, perform a visual check of the vehicle, start and run the engine until both the engine and transmission are 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.
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.
4. Check and operate all systems. 5. 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.
A07005
Storage Procedures
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.
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.
1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual. 2. The transmission should be prepared for storage. Refer to the instructions in this chapter. 3. The vehicle should be in top operating condition with all discrepancies corrected. Paint should be in good condition with no rust or corrosion. All exposed, machined or unpainted surfaces should be coated with a good rust preventative grease.
Never store a vehicle with a dry cooling system. 8. 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.
4. 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.
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.
5. 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.
9. 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.
6. Clean the radiator. Refer to Section C, Cooling System, for proper cleaning instructions. 7. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated.
10. Wheel axle housings and final drives should be fully serviced with prescribed lubricants. Seal all vents. 11. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape. 12. All lubrication points (grease fittings) should be serviced with the prescribed lubricants.
A7-4
Storage Procedures
A07005
13. Relieve tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 14. All vandalism covers and locks should be in place and secured. 15. Cab windows should be closed, locked and sealed and the cab door locked to prevent vandalism and weather effects. 16. The vehicle fuel tanks should be completely drained of fuel, fogged with preservative lubricant, ("NOX-RUST" MOTOR STOR., SAE10) and closed tightly. All fuel filters should be replaced. 17. If at all possible, to aid those who will eventually place the unit back in operation, all available service publications (vehicle, engine and transmission) and a current parts catalog should be packaged in a moisture proof package and placed in the vehicle cab. 18. Be certain water drain holes in the body are open.
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. 5. Refer to instructions for returning the transmission to operation at the end of this chapter. 6. Thoroughly inspect all drive belts, hydraulic, air and oil lines for evidence of damage, wear or deterioration. Replace any suspected lines. Don't take chances on ruptures or blow-outs. 7. 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. 8. Drain on fuel tank should be opened to remove any build up of moisture or sediment that may have accumulated while in storage. Close the drain then fill the fuel tank with approved diesel fuel.
REMOVAL FROM STORAGE If the foregoing preparations were conscientiously followed in placing the vehicle into storage, getting it back to operational status is a simple matter of reversing these steps. NOTE: Before starting the job or restoring a vehicle to operation, obtain copies of the Operation and Maintenance Manual, Engine and Transmission 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 performed.
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. 9. Make certain that all hydraulic controls, steering linkage, and throttle linkage points are lubricated and operate freely before engine start-up. 10. All electrical connections must be clean and tight. Check secureness of all ground straps and cables.
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 Section C, Cooling System.
A07005
Storage Procedures
A7-5
11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure batteries with hold downs.
12. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables.
Air pressure must be released from any tires with bad cuts or wear that extends into the plies, before removing from the vehicle. Also, do not allow personnel to stand in removal path of tires. 13. Check all tires, carefully for serviceability and inflate to proper pressure. 14. If disconnected, reconnect the parking brake linkage. 15. Completely service the vehicle as recommended in Section P, Lubrication and Service, for both 10 and 100 hour inspections.
18. 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.
19. 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. 20. 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, transmission shifting, 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. 21. Fire protection equipment on a machine which has been in storage should be recharged before the machine is returned to service.
16. Adjust all drive belts to the specified tension. 17. Make certain that all hydraulic controls, steering linkage and throttle linkage points are free and properly lubricated before engine start up.
A7-6
Storage Procedures
A07005
RECONDITIONING AN IDLE VEHICLE
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 DON'T 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. 2. Remove vehicle batteries and move to battery shop for service and charging or replacement as necessary.
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.
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 the service manual. 4. Inspect vehicle service brakes, carefully.
Before disabling the brake circuit, block all wheels to prevent possible movement of the vehicle. The use of vapor degreasing or steam cleaning is not recommended, either for brake assemblies or the component parts. Corrosion and rusting may occur. a. All brake lines and connections must be clean, serviced and free of rust and corrosion. b. Treadle valves must operate smoothly and show no internal or external damage or contamination. Leakage limitations are shown in Section J, Brake System. Do not disassemble an inflated tire. Remove valve core slowly, and allow pressure to bleed off before attempting to remove the lockring. Also, eye protection should be worn during tire deflation to protect against any foreign object being projected into the eyes.
A07005
c. The parking brake actuator must cycle smoothly when actuated by the parking brake valve.
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 with 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.
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. d. The tubes in the precleaner section of the 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, the precleaner must be cleaned. Clean the precleaner according to instructions in Section C. e. Drain and flush the 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.
To prevent injuries, always release spring tension before replacing the fan belt. f. Check and tighten engine fan drive belts, and install a new belt set if necessary. g. Check and tighten the engine mounts. 6. Inspect and service the transmission according to the Transmission service manual. NOTE: If a hydraulic pump or the engine is inoperative, the dump body should be raised with a crane so body holding devices can be installed.
A7-8
a. Check all transmission electrical connections for corrosion, cleanliness and tightness. Check electrical cables for weathering, damage and proper clamping. b. Check drive lines for worn U-joints and proper hardware torque. c. Check the condition of the transmission mounts. 7. If fuel was left in the tank, it must be removed. Do not attempt to use old diesel fuel. a. With the tank empty, remove inspection plates and thoroughly check the interior of the tank; clean if necessary to remove sediment and contamination. If the fuel was contaminated, the lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, and install new gaskets. d. Fill the tank with specified diesel fuel. e. Replace fuel filters.
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 physician familiar with this injury is not received, immediately. 8. 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 the interior of the tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace suspect lines - don't risk hose ruptures or blow outs.
Storage Procedures
A07005
c. Check all hydraulic components - pumps, valves and cylinders for damage and corrosion. Secure all mountings and connections. Control valves in the cab must be free moving with no binding.
ENGINE OPERATION
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.
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.
9. Check the 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.
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.
10. Check the parking brake. Since it is springapplied, the brake pads may be stuck tightly to the disc, it may be necessary to remove and overhaul the parking brake assembly. 11. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. All pivot points must be free of any binding. 12. Check the alternator for corrosion or deterioration. The alternator rotor must be free, with no binding or roughness. Inspect, install and properly tension the alternator drive belts. 13. Check secureness of steering cylinder ball joints, link, and hydraulic connections. 14. Examine Hydrair suspensions for signs of damage. a. Discharge nitrogen from suspensions as outlined in Section H. Check the condition of the suspension oil and cylinder wipers. If wipers are cracked or hardened, the suspension must be rebuilt. Recharge the suspension with new oil if old oil is deteriorated. b. Check exposed chrome portions of the 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. 15. If not previously done, install fully charged batteries and completely charge air tank (if equipped) with shop air.
A07005
1. Insure all personnel are clear of equipment before starting engine. Always sound the horn as a warning before actuating any operational controls.
Before starting engine, clear the immediate area of personnel and obstructions. Never start the engine in a building unless the doors and windows are open and ventilation is adequate. 2. Turn key switch ON. Warning lights for low brake, and steering pressure should illuminate and the horn should sound. If the horn does not sound, check all components in the circuit and correct the discrepancy before continuing. 3. Start the engine, and watch the engine oil pressure gauge; if pressure does not show on the gauge within 10 - 15 seconds, shut down the engine and locate the problem.
Storage Procedures
A7-9
4. While the engine is warming up, check the engine and related components for any leaks. Check the hydraulic pump for leakage as well as all hydraulic lines. 5. Listen for any abnormal engine noises. 6. Check the transmission and piping for leakage. If leakage is evident, shut down the engine and correct before continuing the checkout. Listen for unusual sounds, which may indicate problems in components. 7. When the engine is up to operating temperature, check operation of the throttle circuit acceleration should be smooth. Watch the gauges closely for any abnormal activity. Proper temperatures and pressures are shown in the Engine Operation and Maintenance Manual.
AFTER ENGINE HAS STARTED Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator for production use. 1. Become thoroughly familiar with steering and emergency controls. Test the steering in extreme right and left directions. If the steering system is not operating properly, shut the 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 the 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 the machine until the 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: a. Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Don't take chances with higher speeds until the machine has been determined to be completely safe. b. Progressive upshifting and downshifting through all speed ranges to insure proper transmission shifting and synchronization. 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.
Some 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.
A7-10
Storage Procedures
A07005
ENGINE STORAGE Engine Storage-(Short Term) 1 Month to 6 Months
11. Disconnect the electrical wiring from the fuel pump solenoid.
This procedure describes the proper method for the short term storage of an engine.
12. Turn the fuel pump manual shutoff valve counterclockwise until it stops.
Prepare the Engine for Short Term Storage
13. Crank the engine slowly. Spray lubricating oil into the intake manifold and the inlet of the air compressor.
1. Operate the engine at high idle until the coolant temperature is 160° F (70° C).
14. Cover all of the openings with tape to prevent dirt and moisture from entering the engine.
2. Turn the engine off.
15. Drain the coolant.
3. Disconnect the fuel lines to the engine fuel filter and the injector return line. 4. Use a preservative oil. Use Dauber T Chemical NoxRust No. 518, or equivalent. The oil must meet Military Specification MIL-L-644, Type P9. 5. Fill two containers, one with diesel fuel, and the second with preservative oil. Put both fuel lines in the container of diesel fuel.
NOTE: It is not necessary to drain the coolant if it is a permanent type antifreeze with a rust inhibitor. 16. Store the engine in an area that is dry and has a uniform temperature. 17. Bar turn the Crankshaft two or three revolutions every 3 to 4 weeks.
6. Start the engine. 7. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 8. Turn the engine off. Connect the fuel lines to the fuel filter and the injector return line. 9. Drain the oil pan sump, oil filters, and fuel filters. 10. Install the drain plugs in the oil sump. The sump can remain empty until the engine is ready to be returned to service.
Remove the Engine from Short Term Storage 1. Prime the lubricating system. Refer to Cummins Engine Shop Manual, (Section 14-01, Engine Run-in-Period). 2. Fill the coolant system if necessary. 3. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly). 4. Tighten the intake manifold mounting capscrews to specified torques, refer to the Cummins Service Manual for specifications.
Put a warning tag on the engine. The tag must indicate:
5. Fill the oil pan sump, oil filters, and fuel filters with recommended lubricants and fuels.
• The engine does not contain oil. • Do not operate the engine.
A07005
Storage Procedures
A7-11
Engine Storage- (Long Term) 6 Months to 24 Months This procedure describes the proper method for the long term storage of an engine.
Prepare the Engine for Long Term Storage 1. Operate the engine at high idle until the coolant temperature is 160° F (70° C). 2. Turn engine off. 3. 3. Drain the oil. Install the drain plugs. Use Shell 66202 or equivalent, preservative oil. The oil must meet Military Specification MIL-L-21260, Type P-10, Grade 2, SAE 30. Fill the engine to the "HIGH" mark. 4. Disconnect the fuel lines to the engine fuel filter and the injector return line. 5. Use Daubert Chemical NoxRust No. 518, or an equivalent preservative oil. The oil must meet Military Specification MIL- L- 644 Type P9. 6. Fill two (2) containers: one with diesel fuel, the second with preservative oil. Put both fuel lines in the container of diesel fuel. 7. Start the engine. 8. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 9. Turn the engine off. Connect the fuel lines to the fuel filter and the injector return. 10. Drain the preservative oil from the engine oil pan sump, the air compressor and the oil filters. 11. Remove the intake and exhaust manifolds. Spray preservative oil into the intake and exhaust ports in the cylinder heads and in the manifolds. 12. Spray preservative oil in the intake port on the air compressor. 13. Use a rust preventative compound that meets Military Specification MIL-C-16173C, Type P-2, Grade 1 or 2. Brush or spray the compound on all of the exposed surfaces that are not painted.
Put a WARNING tag on the engine. The tag must indicate: • The engine has been treated with preservatives. • Do not bar turn the crankshaft. • The coolant has been removed. • The date of treatment. • Do not operate the engine. 16. Store the engine in an area that is dry and has a uniform temperature.
Remove the Engine from Long Term Storage 1. Use clean diesel fuel. Flush the fuel system until all of the preservative oil is removed. 2. Remove the plug from the main oil rifle passage. Use a hot, lightweight mineral oil. To flush all of the preservative oil from the engine: Bar the engine crankshaft three to four revolutions during the flushing procedure. 3. Fill the oil pan sump, oil filters, and fuel filters. 4. Drain the rust preventative compound from the cooling system. Fill the cooling system with coolant. 5. Prime the lubricating system. Refer to Cummins Engine Shop Manual, (Section 14-01, Engine Run-in-Period). 6. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly). 7. Tighten the intake manifold mounting capscrews.
14. Remove the rocker lever covers. Spray the rocker levers, the valve stems, the springs, the valve guides, the crossheads, and the push rods with preservative oil. Install the covers. 15. Cover all the openings with heavy paper and tape to prevent dirt and moisture from entering the engine.
A7-12
Storage Procedures
A07005
TRANSMISSION PRESERVATION AND STORAGE
5. Continue running the engine at 1500 rpm with the transmission in neutral until normal operating temperature is reached.
Storage, New Transmission (Prior to installation). New transmissions are tested with preservative oil and drained prior to shipment. The residual oil remaining in the transmission provides adequate protection to safely store the transmission for up to one year (stored inside the conditions of normal climate and with all shipping plugs installed) without further treatment. Preservation Methods. When the transmission is to be stored or remain inactive for an extended period (one or more years), specific preservation methods are recommended to prevent damage due to rust, corrosion, and organic growth in the oil. Preservation methods are presented for storage with and without transmission fluid.
If the unit does not have a converter-out temperature gage, do not stall the converter. 6. If normal operating temperature is less than 225° F (107° C), shift the transmission to the highest forward range and stall the converter.When the converter-out temperature reaches 225° F (107° C), stop the engine. Do not exceed 225° F (107° C). 7. As soon as the transmission is cool enough to touch, seal all openings and the breather with moisture-proof tape. 8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
Storage, One Year -- Without Oil 1. Drain the oil. 2. Spray two ounces (60 milliliters) of VCI #10 through the fill tube. 3. Seal all openings and the breather with moisture-proof tape. 4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum (MIL-C11796, Class 2). 5. If additional storage time is required, repeat steps (2), (3) and (4) at yearly intervals.
9. If additional storage time is required, repeat steps (2) through (8) at yearly intervals; except, it is not necessary to drain the transmission each year. Just add Motorstor and Biobor Jf (or equivalents).
Restoring Transmission to Service 1. Remove all tape from openings and the breather. 2. Wash off all external grease with mineral spirits.
Storage, One Year With Oil (normally in a vehicle chassis) 1. Drain the oil and replace the oil filter element(s). 2. Fill the transmission to operating level with a mixture of one part VCI #10 (or equivalent) to 30 parts C-3 transmission fluid. Add 1/4 teaspoon of Biobor JF (or equivalent) for each 3 gallons (11 liters) of fluid in the system. NOTE: When calculating the amount of Biobor JF required, use the total volume of the system, not just the quantity required to fill the transmission. Include external lines, filters, and the cooler.
3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper level with C-4 transmission fluid. 4. If the transmission was prepared for storage without oil, drain the residual oil and replace the oil filter elements. Refill the transmission to the proper level with C-4 transmission fluid. 5. If the transmission was prepared for storage with oil, it is not necessary to drain and refill the transmission with new transmission fluid. Check for proper fluid level. Add or drain transmission fluid as required to obtain to proper level.
3. Run the engine for approximately five minutes at 1500 rpm with the transmission in neutral. 4. Drive the vehicle. Make sure the transmission shifts through all ranges. Make sure the lockup clutch is working.
A07005
Storage Procedures
A7-13
NOTES
A7-14
Storage Procedures
A07005
SECTION B STRUCTURES INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01019
Index
B1-1
NOTES
B1-2
Index
B01019
SECTION B2 STRUCTURAL COMPONENTS INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 GRILLE, HOOD AND LADDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 LEFT DECK AND CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
B02021
Structural Components
B2-1
NOTES
B2-2
Structural Components
B02021
STRUCTURAL COMPONENTS The deck structures and components are removable in sections as shown in Figure 2-1. The following preparation for removal and installation instructions detail the steps to be taken before the ladders, 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 cable must be installed at the rear of the truck.
Preparation 1. If installed, raise the body and install the body safety cable. Place the hoist lever in FLOAT and allow the body to lower slowly until supported by the safety cable. 2. Reduce the engine speed to idle. Place the range selector in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp is illuminated. 3. Shut down the engine using the keyswitch and allow the steering accumulators to bleed completely. Verify the steering accumulators have bled down by attempting to steer. 4. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 5. Open the battery disconnect switch located on the battery box (11, Figure 2-1).
FIGURE 2-1. STRUCTURAL COMPONENTS 1. Left Deck Structure 2. Operator Cab 3. Left Deck Mounts 4. Anti-Slip Material 5. Operator Access Ladder
B02021
6. Center Deck Structure 7. Right Deck Structure 8. Right Deck Mounts 9. Center Deck Mounts
Structural Components
10.Engine/Transmission Access Ladder 11.Battery Box 12.Grille Structure
B2-3
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel. All hoses and mating fittings should be capped as they are removed to prevent possible system contamination. Tag and visually verify all cables, harnesses, hoses etc. have been removed before the structure is lifted off the truck.
GRILLE, HOOD AND LADDERS Grille The grille structure must be removed for access to the air conditioner condenser and fuel cooler. The structure is removed in two sections by removing the capscrews and washers retaining each section to the hood structure. Hood The hood structure (12, Figure 2-1) is retained by the capscrews and washers used to mount the structure to brackets on the radiator assembly. Prior to removal, remove any wire harnesses or hoses that may be attached to the inside of the hood. When lifting the hood from the truck, do not attach the lifting device to the hand rail.
FIGURE 2-2. RIGHT DECK & LADDERS 1. Clearance Lights 2. Headlights 3. Ladder Lower Mount 4. Ladder Structure
5. Ladder Upper Mount 6. Handrail 7. Battery Box
Ladders The operator access ladders (5) are attached (at the top and bottom) to the deck structures by capscrews and washers (3 & 5, Figure 2-2). Another ladder (10, Figure 2-1) is mounted at the rear of the center deck area for access to the transmission/engine. Disconnect wiring harnesses routed to ladder lights, ladder light switch, and ground level shutdown switch before removal. Ladders must be kept clean of oil or dirt accumulation, repaired if damaged, and must be securely attached to the truck.
B2-4
DECKS The left, right and center decks are mounted to their respective supports using hardened flatwashers and lock nuts. Be certain the correct hardware is used when reinstalling. Domed plugs are installed over each mounting capscrew to prevent dirt entry into the mounting capscrew area. These plugs should be replaced if damaged or missing. Center Deck Center deck removal only requires removal of any attached hoses, cables, pipe supports etc. before removing the mounting hardware and lifting the deck structure off.
Structural Components
B02021
RIGHT DECK AND COMPONENTS
LEFT DECK AND CAB
Removal
NOTE: The left deck mounting arrangement is nearly identical to the right deck. Refer to Section N for cab removal and installation instructions.
1. Shut down engine following the procedures listed on page 2-1 of this Section of the manual.
1. Shut down engine following 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.
To prevent damage to the battery equalizer circuit when disconnecting the battery cables, disconnect the negative (-) lead first, then the positive (+) cable. When reinstalling battery cables, attach the positive (+) lead first, then the negative lead. 2. Tag and disconnect battery circuit cables and wiring at the battery box (7, Figure 2-2). 3. Disconnect wiring harness at clearance lights (1) and headlights (2).
3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal.
Refer to Section N, Operator Comfort, for instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines.
4. Remove operator access ladder (4). 5. Inspect underside of deck and if necessary, remove any hoses or cables that remain. 6. Install lifting device 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. 8. 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.
4. Install lifting device to lift eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure. 5. Remove deck mounting hardware at frame support and front upright. 6. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports. Installation Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A. Clean all mount mating surfaces before installation.
Clean all mount mating surfaces before installation.
Clean mounting area before installing ground cables.
Clean mounting area before installing ground cables.
Be certain all electrical connections and harness clamps are reinstalled and secure.
Be certain all electrical connections and harness clamps are reinstalled and secure.
If the air conditioner refrigerant has been removed, refer to Section N, Operator Comfort, for the correct procedure for system service. 1. Start engine and allow systems to charge. Observe for any 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.
B02021
Structural Components
B2-5
NOTES
B2-6
Structural Components
B02021
SECTION B3 DUMP BODY INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Body Pad Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
B03019
Dump Body
B3-1
NOTES
B3-2
Dump Body
B03019
DUMP BODY Removal
• Inspect all lifting devices. Slings, chains, and 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.
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. 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 capscrews and washers (2, Figure 3-2) and remove retainers (1) from each of the upper hoist cylinder mounting eyes. With adequate means of supporting the hoist cylinders (6) in place, remove each of the mounting pins (3).
• 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. Guy ropes are recommended for guiding and positioning a suspended load. • Before lifting the body, be certain there is adequate clearance between the body and overhead structures or electric power lines. • Be sure the lifting device is rated for at least a 25 ton capacity.
FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER) 1. Retainer 2. Capscrews & Washers 3. Pin
4. Retainer Ring 5. Bearing 6. Hoist Cylinder
FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables
B03019
2. Guide Rope
Dump Body
B3-3
Installation
• Inspect all lifting devices. Slings, chains, and 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.
FIGURE 3-3. DUMP BODY PIVOT PIN (Section B-B, Figure 3-4) 1. Retainer 2. Capscrews & Washers 3. Pin
4. Retainer Ring 5. Bearing 6. Hoist Cylinder
• 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. Guy ropes are recommended for guiding and positioning a suspended load.
5. Remove capscrews (5, Figure 3-3) from each pivot pin. 6. Remove body pivot pins (1). The shim/spacers (2 & 3) will drop out as the pin is removed.
• Before lifting the body, be certain there is adequate clearance between the body and overhead structures or electric power lines. • Be sure the lifting device is rated for at least a 25 ton capacity.
7. Lift dump body clear of the chassis and move to storage or work area. Block the body to prevent damage to the body guides, etc. 8. Inspect bushings (4) and pivot pins; replace bushings and/or body pivot pins if damaged or worn excessively.
1. Attach lifting device to dump body and lower over the truck frame. Align body pivot and frame pivot holes. 2. Install shims (2 & 3, Figure 3-3) in both body pivots as required to fill the gaps and center the body on the frame pivot. A minimum of 1 shim is required at the outside end of both frame pivots. 3. Align the pin retainer capscrew hole and push the pivot pin (1) through the shim(s) and into the pivot bushings in each side of the frame. 4. Install capscrew (5) through each pin and tighten the nut (6) to 175 kg.m (1266 ft. lbs.). 5. Align hoist cylinder upper mounting eye bushings with the hole through the body, align retainer slot in pin (3, Figure 3-2) with retainer (1) locating bar and install the pin.
B3-4
Dump Body
B03019
6. Install the pin retainer (1). Install capscrews and washers (2). Position the retainer to obtain 0.5 mm (0.020 in) clearance between the retainer and the bottom of the slot in body pin (3). Tighten the capscrews to standard torque.
BODY PADS Body pads should be inspected during scheduled maintenance inspections and replaced if damaged or worn excessively. 1. Raise the body to a height sufficient to allow access to all pad mounts.
7. Install mud flaps, rock ejectors, electrical cables and lubrication hoses if installed.
Place blocks between the body and frame. Secure blocks in place. 2. Remove hardware attaching pads to the dump body. Refer to Figure 3-5. 3. Remove body pads and shims, noting quantity of shims required at each pad. (The rear pads should have one less shim than the other pads.)
FIGURE 3-4. BODY COMPONENT LOCATIONS 1. Body Structure 2. Body-Up Retention (Safety) Cable
B03019
View A-A. Rock Ejector (See Figure 3-7) View B-B. Body Pivot Pin (See Figure 3-3) View C-C. Body Guide (See Figure 3-6) View D-D. Body Pads (See Figure 3-5)
Dump Body
B3-5
FIGURE 3-5. BODY PAD INSTALLATION 1. Nut 2. Lock Washer 3. Capscrew 4. Flat Washer 5. Dump Body
FIGURE 3-6. BODY GUIDE
6. Mounting Pad 7. Shims (as required) 8. Body Pad 9. Main Frame
1. Body Guide 2. Body Guide Wear Plug
3. Body Rail 4. Main Frame
4. Install body pads using the same number of shims as originally installed. 5. Install the mounting hardware and torque to 9.0 Kg.m (65 ft.lbs.). 6. Remove blocks from frame and lower body onto the frame.
BODY GUIDE Body guide wear points (2, Figure 3-6) should be inspected each time a body pad inspection is performed. If gap becomes excessive, replacement parts should be installed. (Refer to the Parts Catalog)
Body Pad Adjustment 1. Vehicle must be parked on a flat, level surface for inspection. 2. All pads, except the rear pad on each side, should contact the frame with approximately equal compression of the rubber. 3. A gap of approximately 1.5 mm (0.06 in.) 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. PROPER BODY PAD TO FRAME CONTACT IS REQUIRED TO ASSURE MAXIMUM PAD LIFE.
B3-6
Dump Body
B03019
BODY-UP RETENTION CABLE
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.
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.
Inspection 1. The ejectors must be positioned on the center line between the rear tires within 6.35 mm (0.25 in.).
1. To hold the dump body in the up position, raise the body to it's maximum height. Refer to Figure 3-4. 2. Remove the cable (2) from its stored position on the body and install between the rear body (1) and the axle housing ear. 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.
2. With the truck parked on a level surface, the arm structure (Refer to Figure 3-7) should be approximately 124 mm (4.88 in.) from the wheel spacer ring. NOTE: With rock ejector arm (1, Figure 3-7) hanging vertical as shown in Figure 3-7, there must be NO GAP at stop on bracket (2). 3. If the arm (1) becomes bent, it must be removed and straightened. 4. The wear plates must be replaced if severely worn. 5. Inspect the mounting brackets, pins (3) and stops at each shift change for wear and/or damage, and repair as necessary.
FIGURE 3-7. ROCK EJECTORS 1. Rock Ejector Arm 2. Rock Ejector Bracket 3. Pin Structure
B03019
Dump Body
4. Flat Washer 5. Cotter Pin
B3-7
NOTES
B3-8
Dump Body
B03019
SECTION B4 FUEL TANK INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B04019 11/03
Fuel Tank
B4-1
NOTES
B4-2
Fuel Tank
11/03 B04019
FUEL TANK Removal 1. Raise truck body and lock in position with safety cable. 2. Open drain cock (8, Figure 4-1) and drain fuel from tank into clean containers. 3. Disconnect fuel tank wire harness and remove clamps attached to tank. Remove ground wire. 4. Remove fuel supply (7) and return (1) hoses. Cap hoses and tank fittings to prevent contamination.
5. Attach lifting device to tank lift eyes. 6. Remove lower mount hardware; nut (10), hardened flatwasher (11), capscrew (9), and lockwasher (13). Remove upper mount capscrews (2) and mounting caps (3). 7. Remove capscrews (2) and washers (3). Remove trunion mount cap. 8. Lift tank assembly from brackets and move to work area.
FIGURE 4-1. FUEL TANK 1. Fuel Return Hose 2. Capscrew 3. Washer 4. Vent 5. Fuel Gauge & Transmitter
B04019 11/03
6. Quick Fill Fueler Assembly 7. Fuel Supply Line 8. Drain Cock 9. Capscrew 10. Nut
Fuel Tank
11. Hardened Flat Washer 12. Rubber Dampener 13. Lockwasher 14. Bracket Structure
B4-3
FUEL GAUGE SENDER
Installation 1. Thoroughly clean the frame mounting brackets and mounting capscrew hole threads. Re-tap threads if damaged. Inspect rubber dampeners (12, Figure 4-1) and replace if damaged or worn.
A fuel gauge and transmitter unit (5, Figure 4-1) mounted on the side of the tank provides an electrical signal to operate the fuel gauge on the instrument panel.
2. Lift the fuel tank into position over the frame trunnion mounts and lower into position. Install the mount caps and capscrews (2) and washers (3) but do not tighten.
Removal 1. Drain fuel below level of gauge sender. 2. Disconnect wire from terminal. 3. Loosen the small screws holding the fuel gauge sender unit and carefully remove.
3. At the lower mounting brackets (14), install the capscrew (9), lockwasher (13), hardened flatwasher (11) and nut (10) and tighten. 4. Tighten the trunnion mount capscrews (2) to standard torque.
Installation
5. Connect hoses removed during removal procedure. Install wire harness and clamps. 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.
1. Install new gasket. 2. Reinstall the sender unit in tank. Take care to insure that float is oriented properly and works freely in vertical plane during installation. 3. Reinstall four socket head capscrews and tighten to standard torque. Reconnect wire to terminal. 4. Refill tank and check for leaks.
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.
Repair If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning.
If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. Consult local authorities for safety regulations before proceeding.
B4-4
Fuel Tank
11/03 B04019
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.
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 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).
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
6. Insert the balls into ball cage (10) with solid ball (11) on top.
B04019 11/03
Fuel Tank
B4-5
LEFT SIDE FILL This location permits fueling the truck from the left side.
FIGURE 4-3. LEFT SIDE FILL 1. Hydraulic Tank 2. Filler Hose
3. Frame Rails 4. Fuel Tank
5. Filler Cap 6. Receiver Assembly
7. Refueling Box 8. Capscrew 9. Tapped Bar
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
B4-6
Fuel Tank
11/03 B04019
SECTION C ENGINE INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01022
Index
C1-1
NOTES
C1-2
Index
C01022
SECTION C3 COOLING SYSTEM INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Leaks and Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 Radiator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5 Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5 External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Radiator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 HEAT EXCHANGERS (Oil Coolers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 Cleaning And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-13
C03025 10/03
Cooling System
C3-1
NOTES
C3-2
Cooling System
10/03
C03025
COOLING SYSTEM DESCRIPTION The cooling system dissipates heat generated in the engine, transmission and wet disc brake system. The front mounted radiator (1, Figure 3-1) is filled with a water/ethylene-glycol mixture which circulates through the engine, transmission oil heat exchanger (4), and brake cooling circuit heat exchanger (5). Engine water pump (6) circulates the coolant with temperature controlled by the thermostat located in the engine. A thermostatically controlled, engine mounted fan draws air through the grille and across the finned radiator tubes, reducing coolant temperature. If coolant temperatures are low, the fan is allowed to free-wheel. When coolant temperature rises to a preset temperature, a clutch (7) mounted in the fan hub is engaged to drive the fan blade. A ribbed belt drives the fan clutch assembly from a pulley on the front of the crankshaft. (Refer to Section C for additional information regarding the fan clutch.)
RADIATOR The radiator is mounted above the front bumper and is attached to the truck frame near the bottom tank and by support rods near the top tank attached to the left and right uprights. Correct radiator positioning is achieved by shims at the lower mounts and the upper, adjustable length support rods. FIGURE 3-1. COOLING SYSTEM 1. Radiator 2. Fuel Cooler 3. A/C Condenser 4. Transmission Oil Heat Exchanger
C03025 10/03
Cooling System
5. Brake Cooling Circuit Heat Exchanger 6. Engine Water Pump 7. Fan Clutch
C3-3
Leaks and Contamination
Radiator Removal
If a leak occurs in one of the heat exchangers, antifreeze/coolant may contaminate the transmission oil or brake oil supply. Also, transmission oil or brake system oil may contaminate the engine cooling system.
If the engine is to be removed, the truck body should be raised and locked in the up position with the safety cable attached to the rear of the body.
If the engine coolant is found to be contaminated with oil, the system must be examined for leaks and repaired as required. The system must be flushed to remove oil contamination and then be refilled with a clean coolant mixture. If a leak has been found or suspected in the transmission oil heat exchanger, the transmission oil must be examined immediately. Ethylene glycol (even in small amounts) will damage friction faced clutch plates.
If ethylene glycol is detected in the transmission oil, the transmission should be removed, completely disassembled, and ALL friction-faced clutch plates replaced.
In the same manner, a defective brake oil heat exchanger may contaminate the hydraulic oil supply with ethylene glycol. If a leak has been found or suspected in the heat exchanger, the hydraulic oil must be examined immediately. Ethylene glycol (even in small amounts) will damage friction faced brake disc plates.
1. Apply the parking brake, shut down the engine and allow the steering accumulators to bleed down. Turn the steering wheel to be certain all pressure has been released. 2. Open the battery disconnect switch. 3. Remove the upper and lower grille structures. 4. Remove the hood structure. Refer to Section B, Hood Removal. 5. Disconnect hoses at fuel cooler (7, Figure 3-9). Remove clamps that may interfere with radiator removal. 6. Refer to Section N, Operator Comfort, and discharge air conditioner system refrigerant.
Federal regulations prohibit venting air conditioner system refrigerant into the atmosphere. An approved recovery/recycle station must be used to remove refrigerant from the system. 7. Disconnect refrigerant hoses at the condenser (6, Figure 3-9) mounted in front of the radiator. 8. Remove condenser mounting hardware, remove condenser and move to a safe storage area. Be certain all hoses and fittings are plugged to prevent dirt entry. 9. Disconnect hoses and wiring at the receiver/ drier (6, Figure 3-2) at the rear of the radiator.
If ethylene glycol is detected in the hydraulic oil, the wet disc brake assemblies should be removed, completely disassembled, and ALL friction-faced disc plates replaced.
Contact your truck distributor for ethylene glycol detection kits.
Use caution when draining coolant system or removing hoses. Do not open system until coolant temperature has dropped to a safe level. 10. If coolant is to be reused, provide clean containers to hold approximately 141 gal. (532 liters) of coolant. Remove or loosen coolant filler cap and open drain cocks (5) to drain the system. 11. Disconnect wires from top tank sensors. 12. Remove hoses (9, Figure 3-9) from fittings on top tank.
C3-4
Cooling System
10/03
C03025
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.
FIGURE 3-2. RADIATOR (REAR VIEW) 1. Radiator Assembly 2. Coolant Level Sensor 3. Cooler Hoses
4. Heat Exchanger Assembly 5. Drain Cock 6. Receiver/Drier
13. Remove hose clamps, loosen tube connectors (5, & 8) and disconnect coolant tubes from top tank and brake system and transmission oil heat exchanger assembly. 14. Remove fan guard (12) from right and left side of shroud. 15. Attach a lifting device to the radiator assembly. 16. Loosen capscrews (4) at lower mounts 17. Remove upper support rods (11). 18. Remove capscrews from lower mount. Carefully slide radiator forward until shroud is clear of fan blades. Lift radiator off frame and move to storage or repair area. Remove shims (2, & 3) and save for use during radiator installation. 19. Inspect all hoses and clamps, tube connectors etc. Replace damaged or worn parts.
C03025 10/03
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 (84.4 kg/cm2). 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.
Cooling System
C3-5
enough to allow the bottom of the tube to be removed from the bottom seal.
Disassembly
NOTE: To ease in the removal of tubes, use the breaker tool and installation tool simultaneously. To aid in removal of the tubes, clean the radiator prior to disassembly. Heating the seals with hot water helps to loosen the grip on the tubes. Cleaning the radiator prior to disassembly also reduces the risk of internal contamination. After cleaning, spray lubricating oil at the top end of the tubes.
FIGURE 3-5. ANGLING TUBE DURING REMOVAL 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 3-5. Removing the tube at an excessive angle may cause damage to the tube.
FIGURE 3-3. 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 3-3.
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 3-4. INSTALLATION TOOL (VJ6567) 2. After the tube is loose, position the installation tool (VJ6567) at the bottom of the tube to be removed. Refer to Figure 3-4. 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
C3-6
Cooling System
10/03
C03025
Assembly
Cleaning and Inspection 1. Clean tube holes using a drill with a 3/4 in. (19 mm) wire brush.
NOTE: For easier installation, soak the seals in hot water before installing.
2. Clean the holes of any foreign debris and wipe clean.
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.
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.
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 3-6.
Properly installed; slightly convex
Improperly installed; concave
FIGURE 3-6. 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.
C03025 10/03
Cooling System
C3-7
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
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.
• 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. 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 (1.05 kg/cm2) 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 (1.05 kg/cm2). 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 3-7. USING INSTALLATION TOOL TO INSTALL TUBE
C3-8
Cooling System
10/03
C03025
Radiator Installation 1. Lift radiator into position over lower mounts and fan blades. 2. Insert shims (2 & 3, Figure 3-9) removed during radiator removal between frame mount block and radiator mounting pad. Lower radiator on mounts and insert capscrews and washers (4). NOTE: If necessary, add or remove long shims (3) (two holes) to align radiator outlet tube vertically with transmission cooler inlet. Use short shims (2) (one hole) to tilt radiator until vertical. 3. Tighten lower mounting capscrews evenly. Final tighten lower mounting capscrews to 56 kg.m (405 ft. lbs.). 4. Install support rods (11) between radiator and uprights on truck. 5. Install fan guard (12). 6. Install upper and lower coolant piping tubes and tube connectors. Tubes should be positioned and hose clamps installed as shown in Figure 3-8. 7. Install hoses and hookup sensors in top tank. 8. If necessary, reinstall fuel cooler (7, Figure 3-9). Install fuel lines to cooler.
FIGURE 3-9. RADIATOR (SIDE VIEW) 1. Heat Exchangers 2. Short Shim 3. Long Shim 4. Capscrews & Washers 5. Connector Hose 6. A/C Condenser
7. Fuel Cooler 8. Tube Connector 9. Hose 10. Coolant Tubes 11. Support Rod 12. Fan Guard
9. Install air conditioning condenser (6) to mounting brackets on front of radiator. 10. Install hoses on condenser. Install receiver/drier (6, Figure 3-2) and attach hoses. 11. Install hood (refer to Section B) and grille sections. 12. Refer to Section N, Operator Comfort, for procedures on recharging the air conditioning system. FIGURE 3-8. TUBE CONNECTOR CLAMPING
13. Fill the radiator with a coolant mixture as specified in Section P. 14. Start engine, check for leaks and repair as required.
C03025 10/03
Cooling System
C3-9
HEAT EXCHANGERS (Oil Coolers)
Removal
The brake circuit oil cooling heat exchanger (2, Figure 3-10) and transmission oil heat exchanger (1) are mounted behind the radiator lower tank. The brake system heat exchanger reduces the oil temperature in the wet disc brake (and hoist) oil circuit during service brake application and primarily during retarder operation. The transmission oil heat exchanger reduces the temperature of the transmission oil supply. The heat exchangers are manufactured as a single unit, requiring removal of both coolers if service is required.
1. Apply the parking brake, shut down the engine and allow the steering accumulators to bleed down. Turn the steering wheel to be certain all pressure has been released. In the hydraulic cabinet, open the bleeder valves and bleed the pressure from the brake system accumulators. Close the valves after all pressure has been released. 2. Drain the oil from the hydraulic tank. Drain oil from transmission sump. 3. Drain the coolant system as described previously in Radiator Removal. 4. Remove clamps and hoses connecting coolant inlet (3, Figure 3-10) and outlet (4) tubes to heat exchangers. 5. Remove brake cooling hose flange clamps at brake oil inlet (6) and outlet (9) and disconnect hoses. Remove orificed check valve block (5). 6. Disconnect transmission oil inlet (8) and outlet (7) hoses from tubes. Cap all hoses and oil cooler ports. 7. Support the heat exchanger assembly and remove capscrews and washers at heat exchanger mounting brackets. 8. Lower heat exchanger assembly and move to repair area. Disassembly 1. Remove the hardware securing the heat exchanger end caps (or tanks) to the main housing, and remove each end. Ensure each end is properly identified for installation purposes. Clean the gaskets material from the end caps and housing.
FIGURE 3-10. HEAT EXCHANGERS (Oil Coolers) 1. Transmission Cooler 2. Brake Cooler 3. Coolant Inlet 4. Coolant Outlet 5. Orificed Check Valve 6. Brake Oil Inlet Hoses
7. Transmission Oil Outlet Hose 8. Transmission Oil Inlet Hose 9. Brake Oil Outlet Hoses
Most heat exchangers should be stamped with an “S” for short end, and an “L” for long end. The short end is the end that contains the shorter, smooth section of the tubes. The long end contains the longer, smooth section of the tubes. Refer to Figure 3-11.
Short smooth section of tube
Long smooth section of tube
FIGURE 3-11. SHORT END - LONG END
C3-10
Cooling System
10/03
C03025
2. Start at the long end of the heat exchanger. Insert removal tool (XA2309) into one of the tubes. Seat the shoulder of the tool against the end of the tube. Squeeze the handle to lock the tool inside the tube. While twisting the tool, pull until the short end of the tube is pulled from its seal. Repeat this step for each remaining tube.
Cleaning And Inspection
1. Clean both header plates and all seal holes. Try to prevent any debris from being pushed into the shell. 2. Stand the heat exchanger up in the vertical position. Flush with a high pressure hot water washer and rinse clean. 3. Dry the inside of the heat exchanger. Use a hot air blower, if available. 4. Inspect tube ends for burrs or damage. Remove burrs with a fine emery cloth. Clean the inside and outside of each tube.
Assembly 1. Use cleaning solvent to wipe out header holes on the long end of the heat exchanger before seal installation. Verify that no damage exists.
FIGURE 3-12. REMOVAL TOOL
2. Install new seals into the long end header plate. Do not use any lubricant during installation. Push the outer lip of each seal flush against the header plate. 3. Use SAE 10 mineral oil to lubricate tube ends and the inner portion of the long end seals. Use care not to pull seals into the heat exchanger housing. If a seal is pulled into the housing, it must be removed.
4. Insert the long end of a tube into the short end side of the heat exchanger. Slowly push the tube by hand until it contacts the long end seal. Repeat this step for the remaining tubes.
DO NOT attempt to remove the capscrew located at the center of each header plate. If it is necessary to remove this capscrew, contact your nearest L&M facility for instruction. 3. Remove all of the seals from the short end header sheet, and discard. 4. After all seals have been removed from the short end, insert the removal tool into a tube at the short end of the heat exchanger. Seat the shoulder of the tool against the end of the tube. While twisting, pull the tube from the heat exchanger. Repeat this step for each tube.
FIGURE 3-13. INSTALLATION OF TUBES
5. Remove all of the seals from the long end header sheet, and discard.
C03025 10/03
Cooling System
C3-11
5. Set up a plastic or a wood backstop behind the short end side of the heat exchanger. Do Not use a metal backstop or damage to the tubes may result. The backstop will help prevent the tubes from being pushed out of the heat exchanger during installation.
9. Install new seals into the long end header plate. Do not use any lubricant during installation. Push the outer lip of each seal flush against the header plate. 10. Use SAE 10 mineral oil to lubricate the inner portion of the short end seals. 11. Install the seal retaining tool (XA2310) onto the tube installation tool. 12. Push the installation tool (XA2309) through one of the short end seals using a twisting motion. When the shoulder of the tool makes contact with the tube end, squeeze the handle to lock the tube onto the tool. Gently twist the tool while pulling the tube through the short end seal. The tube should extend about 0.25 in. (6.35 mm) from the seal. Ensure the seal remains flush with the header plate. Repeat this step for each remaining tube.
FIGURE 3-14. BACKSTOP AT SHORT END
6. Push the installation tool (XA2309) through one of the long end seals using a twisting motion. When the shoulder of the tool makes contact with the tube end, squeeze the handle to lock the tube onto the tool. Gently twist the tool while pulling the tube through the front end seal. Ensure the seal remains flush with the header plate. Repeat this step for each remaining tube. FIGURE 3-16. PULLING TUBES THROUGH SHORT END SEALS Inspection 1. Inspect each tube end for any seal fragments. If there is evidence of any seal damage, remove the corresponding tube, install new seals, and install the tube. 2. Inspect all seals. The seals should be seated flush against the header plates. If a gap of more than 0.031 in. (0.79 mm) exists, the seal must be removed, inspected and reinstalled. FIGURE 3-15. PULLING TUBES THROUGH LONG END SEALS 7. Remove the backstop from the short end. 8. Use cleaning solvent to wipe out header holes on the short end of the heat exchanger before seal installation.
C3-12
Cooling System
10/03
C03025
Installation
Testing And Final Assembly 1. Hook up an air source of 50 psi (3.5 kg/cm2) to the oil side fittings on the heat exchanger for 15 minutes. Submerge the heat exchanger in water or use a spray bottle to spray soapy water around each of the seals. If any bubbles are seen, a leak exists and must be repaired.
1. Position the heat exchanger assembly under the truck and raise into position against mounting brackets on frame. 2. Install mounting capscrews and lockwashers. Tighten capscrews to standard torque. 3. Install coolant tube connectors at inlet (3, Figure 3-10) and outlet (4) of heat exchanger assembly. Refer to Figure 3-8 for tube connector clamp positioning recommendations. Rotate clamp adjusters to position adjacent clamps 180° apart and tighten clamps securely. 4. Using new O-rings on flanges, install transmission oil lines at inlet (8, Figure 3-10), and outlet (7) tubes. Tighten flange clamp capscrews to standard torque.
FIGURE 3-17. PRESSURE TESTING SEALS
5. Using new O-rings on flanges, install brake oil hoses at inlet (6), and outlet (9) ports at rear of brake heat exchanger. Tighten flange clamp capscrews to standard torque.
2. After successfully testing the seals, the end caps can be installed. Apply a small amount of silicone rubber to each side of the new gaskets. 3. Install the gaskets and end caps. Make sure the notches on the end caps and the shell are properly aligned.
Be certain orificed check valve (9) is reinstalled at bottom brake oil inlet port. 6. Refill radiator with a coolant mixture as specified in Section P. 7. Refill hydraulic tank and refill transmission sump with hydraulic oil as specified in Section P. 8. Start the engine and check for oil or coolant leaks. Repair leaks as required. 9. Recheck hydraulic tank oil level, transmission oil level, and cooling system coolant level.
FIGURE 3-18. GASKET INSTALLATION 4. Tighten the capscrews to standard torque. 5. Hook up an air source of 150 psi (10.6 kg/cm2) to the oil side fittings on the heat exchanger for 15 minutes. Submerge the heat exchanger in water. If any bubbles are seen, a leak exists and must be repaired. If no leaks are present, the heat exchanger is ready for use.
C03025 10/03
Cooling System
C3-13
NOTES
C3-14
Cooling System
10/03
C03025
SECTION C4 ENGINE INDEX
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7 DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Drive Line Adapter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Drive Line Adapter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9 Drive Line Adapter Damper Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-10 Drive Line Adapter Damper Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-10 RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-12
C04025
Engine
C4-1
NOTES
C4-2
Engine
C04025
ENGINE Removal
The HD1500 truck is equipped with a turbocharged diesel engine. Engine power is transmitted to the Torquflow transmission by a drive line adapter with damper assembly and drive shaft.
1. Disconnect the engine harness wiring and ground cables from the battery charging alternator (1, Figure 4-2). 2. Close the fuel supply valve located on the left side of the engine, to the rear of the fuel filters and the valve located at the fuel tank. Disconnect fuel supply hose.
Preparation 1. Position the truck in a work area with adequate overhead clearance to permit raising the body. 2. Apply the parking brake and block the wheels to prevent truck movement. Raise the body, and install the safety cable.
3. Disconnect air cleaner restriction indicator gauge tubing at ports (7, Figure 4-1) on top of intake pipes. Disconnect turbocharger inlet temperature sensor (10).
NOTE: Prior to disassembly or removal, tag or mark all air lines, oil lines, fuel lines and electrical connections to assure correct assembly at time of engine installation. Plug all ports and cover all hose fittings or connections when disconnected.
4. Loosen engine air intake pipe clamps (2). Remove pipe support rods at clamps (6). Remove intake pipes (4 & 5) from rubber connector hoses at air cleaners (1) and turbochargers (9). Remove exhaust pipes (11).
Do not work under raised body without first making sure the safety cable is securely installed. 3. Place the battery disconnect switch in the OFF position. Disconnect the negative, then the positive battery cables. 4. Remove grille according to procedure in Section B. Drain engine coolant and remove radiator according to Radiator Removal procedure in this section.
FIGURE 4-1. INTAKE/EXHAUST PIPING 1. Air Cleaner 2. Clamp 3. Hump Hose 4. LH Intake Pipe 5. RH Intake Pipe 6. Support Rod Clamp 7. Air Cleaner Restriction Indicator Port 8. Hose 9. Turbocharger 10. Turbocharger Inlet Temperature Sensor 11. Exhaust Pipes
C04025
Engine
C4-3
7. Disconnect heater hoses and remove clamps to allow hoses to be positioned away from engine. 8. Disconnect air conditioning compressor (2, Figure 4-3) suction and discharge hoses. 9. Remove any remaining hoses and clamps securing hoses to engine. 10. Disconnect air conditioning compressor clutch wiring (5). Remove cable clamps (6). Disconnect receiver/drier switch. 11. At right front side of engine, disconnect coolant temperature sensor (2, Figure 4-4).
FIGURE 4-2. HEAT EXCHANGER PIPING 5. Fan Clutch 1. Alternator 6. Heater Shutoff Valves 2. Heat Exchanger 3. Coolant Pipe 4. Coolant Temperature Sensor 5. Remove water pump inlet pipe (3, Figure 4-2) between engine and heat exchanger (2). 6. Close heater shut-off valves (6). and disconnect hoses. FIGURE 4-4. COOLANT TEMPERATURE SENSOR 1. Right Front Cylinder Head
2. Coolant Temperature Sensor
FIGURE 4-3. AIR CONDITIONER COMPRESSOR 1. Belt Guard 2. A/C Compressor 3. Mounting Bracket
C4-4
4. Suction Hose 5. Clutch Wiring 6. Cable Clamps
Engine
C04025
FIGURE 4-5. REAR OF ENGINE 1. Engine ECM Cables 4. Engine Oil Pressure 2. Engine Speed Sensors Switch 3. Cable Clamps
FIGURE 4-6. REAR ENGINE MOUNT (Rear Side Shown) 1. Rear Engine Mount 2. Rubber Mount 3. Capscrew
12. Disconnect harness from engine oil pressure switch (4, Figure 4-5). Disconnect engine speed sensors (2). Disconnect engine ECM cables (1) and harness clamps (3).
4. Starter Cables 5. Starter Motors 6. Exhaust Pipe
13. Remove battery supply and ground cables from starter motors (5, Figure 4-6). Disconnect prelube timer and magnetic switches connected to main engine harness. 14. Disconnect engine ground cables. 15. Verify all cable clamps are removed and remove engine harness from engine. Secure harness to prevent interference when engine is removed. 16. Remove drive shaft guard (1, Figure 4-7), and drive shaft (2). 17. Inspect engine for any remaining hoses or electrical wiring that must be removed prior to removing the engine.
FIGURE 4-7. DRIVESHAFT 1. Guard
C04025
Engine
2. Driveshaft
C4-5
FIGURE 4-8. FRONT ENGINE MOUNTS 1. Alternator Guard 2. Fan 3. Fan Clutch 4. Mounting Hardware 5. Rubber Mount
Inspection Inspect rubber mounts (2, Figure 4-6, & 5, Figure 4-8). If mounts are deformed or damaged, replace with new parts at time of engine installation.
The complete engine (dry) weighs approximately 12,815 lbs. (5,813 kg). Make sure sling, hoist, and spreader bar is of adequate capacity. During engine removal, insure that engine removal path is clear of personnel and equipment.
Inspect all hoses for evidence of leakage, damage, or deterioration. Inspect electrical harness connectors for pin damage or corrosion.
18. Attach lifting device to engine. See warning above.
Inspect electrical harnesses for damage. Inspect driveshaft cross and bearings.
19. Remove mounting hardware from rear engine mounts (3, Figure 4-6).
Inspect the driveline adapter. (See Driveline Adapter in this chapter.)
20. Remove mounting hardware from front engine mounts (4, Figure 4-8).
Repair or replace above items as required.
21. Lift engine to clear frame and move to a clean work area and mount on work stands or cribbing.
C4-6
Engine
C04025
Installation 16. Install support rods between pipes and deck structure. After pipes are properly positioned, tighten clamps on hump hoses (3) and turbocharger elbows (8) securely.
1. Attach lifting device to engine and move into position over mounts. Install rubber mounts on top of mount brackets. Lower engine and install bottom rubber mounts, mounting capscrews, nuts, and washers. Tighten to standard torque.
17. Install air cleaner restriction indicator tubes to ports (7).
NOTE: Refer to the procedure for centering the engine assembly and transmission assembly in Section F, Transmission Installation.
18. Connect wiring to turbocharger inlet temperature sensor (10).
2. If the drive line adapter has not been installed on engine, refer to Driveline Adapter on the following pages for installation instructions.
19. Connect fuel supply hose to shut-off valve to the rear of the fuel filters. Open shut-off valve at filters and at fuel tank.
3. Install drive shaft guard (1, Figure 4-7), and drive shaft (2). Apply a thread tightener (Three Bond TB1374) to cross and bearing capscrews. Tighten capscrews to 323 ft. lbs. (44.8 kg.m).
20. Check installation to verify all hoses and wiring have been reinstalled and all clamps are in place. 21. Install radiator. (Refer to Cooling System, this Section.)
4. Route engine harness into position on engine. 5. Install starter motor cables (4, Figure 4-6).
22. Install hood and grille (Refer to Structural Components, Section B.)
6. Connect engine oil pressure switch (4, Figure 45), engine speed sensors (2) and the three engine electronic control cable connectors (1). Install cable clamps (3) to secure harness to flywheel housing.
23. Connect the negative, then the positive battery cables. Close battery disconnect switch. 24. Fill engine oil to the specified level. Refill radiator with coolant to the specified level.
7. Connect coolant temperature sensor (2, Figure 4-4) to engine harness.
NOTE: Refer to Section P, Lubrication and Service for the proper fluids.
8. Connect harness wiring to the alternator “R” terminal. Connect alternator battery cable and ground cables.
25. Refer to Heater/Air Conditioning System, Section N, Operator Comfort, and service air conditioning system.
9. On left side of engine, install air conditioner compressor suction and discharge hoses.
26. Run the engine to circulate the oil and coolant through the system until temperatures are stabilized. Then check fluid levels again. Check for oil, fuel or coolant leakage.
10. Install A/C compressor clutch wires (5, Figure 43). Route remaining wires to A/C receiver/drier. Install cable clamps (6). 11. Connect all engine ground cables. 12. Install coolant pipe (3, Figure 4-2) between water pump inlet and heat exchanger (2). 13. Install heater hoses onto shut-off valves (6). Open valves. 14. Install exhaust pipes (11, Figure 4-1). 15. Install left (4) and right (5) air intake pipes between the air cleaners (1) and turbochargers (9).
C04025
Engine
C4-7
DRIVE LINE ADAPTER If a new, or replacement engine, is to be installed, it may be necessary to remove and install the drive line adapter. NOTE: Refer to Section P, Lubrication and Service, for periodic inspections of drive line components. Drive Line Adapter Removal 1. Position the truck in a work area with adequate overhead clearance to permit raising the body.
Do not work under raised body without first making sure the safety cable is securely installed.
FIGURE 4-10. OUTPUT SHAFT 1. Snap Ring 2. Damper Cover
2. Apply the parking brake and block the wheels. Raise the body and install the safety cable. 3. Remove drive shaft guard (1, Figure 4-7). Remove capscrews (5, Figure 4-9) from cross and bearing assembly (2) at both ends of drive shaft. Remove drive shaft assembly (1). 4. Remove output drive flange (6). Remove capscrews (7) and bearing cover (3). 5. Remove snap ring (1, Figure 4-10). Remove capscrews (3) from damper cover (2). Attach eye bolts, a sling, and guide bolts to damper cover (2). Lift the cover from the truck. 6. Remove capscrews (12, Figure 4-13) that secure the damper to the flywheel. Attach a sling and lifting device, and remove output shaft damper assembly (1, Figure 4-11). 7. Remove bearing (1, Figure 4-12) for cleaning, inspection, or replacement, if necessary.
FIGURE 4-11. OUTPUT SHAFT DAMPTER ASSEMBLY 1. Output Shaft Damper Assembly
FIGURE 4-9. DRIVESHAFT 4. Damper Cover 1. Drive Shaft 5. Capscrews 2. Cross and Bearing 6. Output Drive Flange Assembly 7. Capscrews 3. Bearing Cover
C4-8
3. Capscrew
2. Housing
FIGURE 4-12. PILOT BEARING 1. Bearing
Engine
2. Flywheel
C04025
11. Install oil seal (19) into the bearing cover. Apply Komatsu lubricant, 427-12-11871, between the sealing lip and dust lip, as shown in Figure 4-14.
Drive Line Adapter Installation 1. Position the truck in work area with adequate overhead clearance to raise the dump body.
12. Apply Komatsu lubricant, 427-12-11871, onto the splines of the output shaft. Install drive flange (20, Figure 4-15) onto the output shaft. 13. Attach a sling and lifting device and move drive shaft assembly (1, Figure 4-9) into position on drive flanges. Apply Three Bond TB1374 to capscrews (5) and install. Tighten to 323 ft. lbs. (44.8 kg.m).
Do not work under raised body without first making sure the safety cable is securely installed. 2. Apply parking brake and block wheels to prevent truck movement. Raise body and install safety cable.
! IMPORTANT ! - Some trucks may be equipped with the larger 12C front driveshafts. Do not apply thread compounds to these capscrews. The proper torque on 12C driveshafts is 130 ± 15 ft. lbs. (18 ± 2 kg.m). 12C driveshafts are mounted using M14 capscrews. The smaller 11C driveshafts are mounted using M20 capscrews.
3. Refer to Drive Line Adapter Damper Assembly for assembly instructions, if disassembled. NOTE: Refer to Figure 4-14 during assembly of the drive line adapter. The illustration specifies locations and quantity of grease to be applied to the assembly. 4. If removed, use a push tool, and press fit bearing (9, Figure 4-13) into flywheel. The sealed bearing only requires lubrication at the ID of the inner race. The output shaft outer diameter must be lubricated, also. These two areas require 9 grams of Komatsu lubricant, 427-1211871, as shown in Figure 4-14. Refer to Recommended Lubricants later in this chapter.
14. Install drive shaft guard (1, Figure 4-7).
5. Apply thread tightener (Three Bond TB1374) to capscrews (12, Figure 4-13) and install output shaft damper assembly (1, Figure 4-11) to flywheel. Tighten capscrews (12, Figure 4-13) to 192 ft. lbs. (26.5 kg.m). 6. Apply Komatsu lubricant, 427-12-1187, to the groove in the damper cover as shown in Figure 4-14. Apply adhesive (Three Bond #1104) to the sealing face of the cover. 7. Use eye bolts and guide bolts to place damper cover (2, Figure 4-10) into position on the driveline adapter. Install capscrews (3) and tighten in a criss-cross pattern. 8. Bearing (2, Figure 4-13) and areas specified in Figure 4-14, must be packed with Komatsu lubricant, 427-12-11871. If removed, press fit bearing (13, Figure 4-15) in cover (11). Install retaining ring (14). FIGURE 4-13. ADAPTER CROSS SECTION
9. Apply adhesive (Three Bond #1104) to the sealing face of bearing cover (15). Place the cover into position and install capscrews and washers (18). Tighten the capscrews to 83 ft. lbs. (11.5 kg.m).
1. Oil Seal 2. Bearing 3. Output Shaft 4. (not shown) Damper Assembly (includes 3, 5, 6, 7 & 8) 5. Flange 6. Inner Body 7. Rubber
10. Clean the seal bore in cover (15) and apply Loctite #648 to the mating surface.
C04025
Engine
8. Outer Body 9. Pilot Bearing 10. Capscrew 11. Capscrew 12. Capscrew 13. Capscrew
C4-9
FIGURE 4-14. GREASE LOCATIONS AND QUANTITIES Drive Line Adapter Damper Assembly
Drive Line Adapter Damper Disassembly 1. Remove oil seal (19, Figure 4-15) from bearing cover (15), if not previously removed.
1. Clean and inspect all drive line adapter components.
2. Remove bearing (13) from damper cover (11), if not previously removed.
2. Replace any worn or damaged parts. 3. Coat the mating surface of outer body (8, Figure 4-15) and the mating surface side of flange (6A) with adhesive (Three Bond TB1104). Assemble the components while referencing the balance lines that were marked during disassembly. Install flange mounting capscrews and washers (5), and tighten to 130 ± 15 ft.lbs. (18 ± 2 kg.m).
NOTE: To maintain the balance when reassembling, mark the set positions of flanges (6A/6B), outer body (8), and inner body/shaft (10) before disassembling. 3. Disassemble output shaft damper assembly as follows. a. Match mark positions of flanges (6A/B), inner body/shaft (10), and outer body (8), before disassembling.
4. Install inner body/output shaft (10). Reference balance lines marked during disassembly.
b. Remove flanges (6A/B), inner body/output shaft (10), and rubber dampers (9) from outer body (8).
5. Measure 100 grams (3.5 oz.) of LW008-27 grease into a container. Refer to Recommended Lubricants. Use this quantity of grease to coat outer body (1, Figure 4-16), inner body (4), and all surfaces of rubber dampers (2). Apply remaining grease evenly in area (3, shaded portion).
DO NOT attempt to separate inner body/output shaft assembly (10). The assembly is provided as a onepiece part. If the shaft appears loose in the inner body, replace the entire assembly.
6. Apply adhesive (Three Bond #1104) on flange (6B, Figure 4-15) and install according to balance lines that were made during disassembly.
4. If not previously removed, remove bearing (2) from flywheel for cleaning, inspection, and fresh lubrication, or replacement, if necessary.
C4-10
7. Align the balance lines of the outer body, inner body, and flange, then assemble.
Engine
C04025
FIGURE 4-15. DRIVELINE ADAPTER 1. Flywheel Housing 2. Pilot Bearing 3. Capscrew & Washer 4. Damper Assembly 5. Capscrew & Washer 6. A. Flange 6. B. Flange 7. Dowel Pin 8. Outer Body
9. Rubber Damper 10. Inner Body/Output Shaft 11. Cover 12. Capscrew & Washer 13. Bearing 14. Retaining Ring 15. Bearing Cover 16. Breather 17. Plug
8. Install flange mounting capscrews and washers (5) and tighten to 130 ± 15 ft.lbs. (18 ± 2 kg.m).
C04025
18. Capscrew & Washer 19. Oil Seal 20. Output Drive Flange 21. Cap Plate 22. Retaining Ring
9. Refer to Drive Line Adapter Installation, Steps 4 - 12, for remaining installation of all other related parts, and driveline.
Engine
C4-11
RECOMMENDED LUBRICANTS The instructions listed in these pages contain references to lubricants that are used in Komatsu manufacturing and assembly processes. These lubricants may be identified and obtained as follows: NOTE: "Approved source" indicates the material properties have been approved for Komatsu manufacturing. This is not a commercial endorsement for the product. • The rubber damper area requires LW008-27, Multi-Purpose NLGI #2 grease. This is a multipurpose extreme pressure lubricating grease, consisting of a lithium complex soap base and mineral oil. Approved source: Mobilgrease HP, from Mobil Oil Corp. • The bearings are to be packed with LW030-27. The present source for this lube, is Komatsu Parts Distribution, part number 427-12-11871, which is a one gallon container. This amount is enough for two installations.
FIGURE 4-16. DAMPER GREASE 1. Outer Body Member 2. Rubber Damper
3. Grease Area 4. Inner Body Member Recommended Lubricants & Sealants A
Komatsu Lubricant (427-12-11871)
1 gallon can Order from Komatsu
B
LW008-27 grease
Mobil Grease HP 3 Tubes*
C
Thread Tightener
Three Bond TB1374*
D
Liquid Gasket LW067-78
Three Bond USAgrade TB1104*
*- Obtain locally
C4-12
Engine
C04025
SECTION C5 AIR FILTRATION SYSTEM INDEX
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 FILTER SERVICE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 MAIN FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 SAFETY FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 Main Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05014
Air Filtration System
C5-1
NOTES
C5-2
Air Filtration System
C05014
AIR FILTRATION SYSTEM AIR CLEANER
General Information
Operation Intake air, required by the diesel engine and by the truck air system, 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 air compressor inlet line is connected to the engine filtered air supply. 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 collector cups. At the same time, the air stream turns and is directed up through the center of the tubes into another chamber. Here the air passes through main filter element and safety filter element and out the clean air outlet to the engine's air intake system.
The truck engine must be shut down before servicing the air cleaner assemblies or opening the engine air intake system. 1. Inspect dust collector cups at regular intervals, daily inspection is recommended. Never allow dust level build up to the Donaclone tube chamber. 2. Check filter service indicators, mounted on instrument panel, during operation and each time the engine is shut down. If the red area is showing, filter service will be required. If truck is equipped with service gauges, filter should be changed when gauge reads between 20 - 25 inches of H2O vacuum. Refer to Filter Service Procedure for maintenance and cleaning instructions. 3. Check to insure air inlet is not obstructed, plugged or damaged. 4. Check all connections between air cleaner outlet and engine intake manifold to insure that they are tight and make a positive seal. 5. Check all air cleaner housing capscrews to insure they are tight. 6. After filter service has been accomplished, reset service indicators by pushing down on button located on top of indicator.
FILTER SERVICE INDICATOR Filter restriction is registered by service indicators which are located on the instrument panel. As the filters become dirty, a vacuum is created by the engines demand for air and will cause the indicator float to rise and expose a red area inside the glass of the indicator. With engine shut down and the indicator still showing red, filter service is required.
FIGURE 5-1. AIR CLEANER 1. Dust Collector 3. Wing Nut 2. Precleaner Section 4. Element Cover
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Air Filtration System
C5-3
FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY 1. Dust Cup 2. Dust Cap Gasket 3. Donaclone Tube 4. Unfiltered Air Inlet 5. Wing Nut
C5-4
6. Wing Nut Gasket 7. Safety Element Indicator 8. End Cover 9. Safety Filter Element 10. Main Filter Element
Air Filtration System
11. Main Element Gasket 12. Clean Air Outlet 13. Pre-Cleaner Gasket 14. Safety Filter Element Gasket
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MAIN FILTER ELEMENT
SAFETY FILTER ELEMENT
Removal
Removal
Remove and inspect the main filter element as outlined below. 1. Shut down engine. Clean dirt and dust off air cleaner. 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 filter element nut (7). If solid red area is showing, safety filter service is required.
Have a new safety (secondary) filter element at hand before removing old one. Do not keep intake system open to the atmosphere any longer than absolutely necessary. DO NOT CLEAN SAFETY ELEMENT! DISCARD USED ELEMENT AND REPLACE WITH A NEW ONE. The function of the safety filter is to increase overall reliability and engine protection. If the safety element indicator shows red the element has become clogged, and should be discarded and replaced with a new one. 1. Shut down the engine. Clean the dirt and dust off the element end cover. 2. Loosen wing nut (5, Figure 5-2) and remove end cover (8) and main element (9).
Installation 1. Install clean or new, main filter element into air cleaner and secure with wing nut. 2. Tighten wing nut hand tight, do not use a wrench or pliers. If filter element is being reused, make sure main element (1) is not damaged, the gasket must seal completely.
3. Remove indicator nut (7) holding safety element in place. Remove safety element (9). Inspect gasket (14) and replace if necessary. 4. Remove any dust lodged in the clean air outlet and around element sealing surface. Installation 1. Replace safety element and secure in place with a new safety element indicating nut (7). 2. Reset the indicator from red to green by gently blowing air through threaded hole from gasket end of indicator wing nut. Tighten wing nut to 10 ft. lbs. (13 N.m).
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Air Filtration System
C5-5
AIR INTAKE TROUBLESHOOTING
Main Filter Cleaning
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:
For best results, after inspection, determine the condition of the element and choose either the "washing" or "compressed air" method for cleaning the filter element.
1. All intake lines, tubes and hump hoses for breaks, cracks, holes, etc., which could allow an intake air leak.
1. Wash elements with water and liquid detergent or a 50-50 solution of Oakite 202 and warm water.
2. Check all air cleaner gaskets for positive sealing.
NOTE: This method is best when element is loaded with carbon, soot, oil or dust.
3. Check air cleaner elements, main and safety, for ruptures, holes or cracks.
a. Soak the element in a solution of liquid detergent and water for 15 - 30 minutes. Rotate element back and forth in the solution to free element of dirt deposits. DO NOT soak elements for more than 24 hours.
4. Check air cleaner assembly for structural damage - any cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.
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 140°F (60°C) and must be circulated continually. Do not use a light bulb for drying elements.
FIGURE 5-3. FILTER ELEMENT INSPECTION
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. 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.
FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR
C5-6
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, replace the element with a new item.
Air Filtration System
C05014
Precleaner Section Cleaning The Donaclone tubes in precleaner section of 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.
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.
Clean the Donaclone tubes as follows if clogging is evident.
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.
FIGURE 5-6. WASHING AND SOAKING OF PRECLEANER SECTION 3. Remove the air intake cover (3, Figure 5-2). 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. 5. Submerge precleaner section in a solution of Donaldson D-1400 and warm water (mix solution according to package directions). 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.
FIGURE 5-5. CLEANING DONACLONE TUBES
1. Dust can best be removed with a stiff fiber brush. Do Not use a wire brush. Dust may also be cleaned effectively using compressed air.
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7. Check precleaner gaskets (13) carefully for any evidence of air leaks, replace all suspected gaskets. 8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and replace all mounting hardware removed. 9. With a serviceable gasket (2), install dust collector cup assembly on precleaner section and secure with mounting clamps.
Air Filtration System
C5-7
NOTES
C5-8
Air Filtration System
C05014
SECTION C7 FAN CLUTCH INDEX
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3 REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3 FAN CLUTCH - DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16 ASSEMBLY - FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20 TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07002
Fan Clutch
C7-1
NOTES
C7-2
Fan Clutch
C07002
FAN CLUTCH REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING INSTALLER
TOOL B - REAR SLEEVE BEARING INSTALLER
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Fan Clutch
C7-3
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER; BEARING REMOVER; ASSEMBLY PUSHER TOOL
C7-4
Fan Clutch
C07002
TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER (LARGE)
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Fan Clutch
C7-5
FAN CLUTCH - DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW 1. Orifice Fitting 2. Dowel Pin (Rear) 3. Pitot Tube 4. Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 7. Nameplate Kit 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer (rear) 12. Bearing Spacer (External Snapring) 13. O-Ring Seal 14. Main Bearing (rear) 15. Internal Snapring
C7-6
16. External Snapring (spacer) 17. Sealring (Hook type) 18. Bolt 19. Washer 20. Pulley 21. Pulley Adapter 22. Sealring (large) 23. Piston 24. Sealring (small) 25. Spring Washer 26. Shim 27. External Snapring 28. External Snapring 29. Clutch Hub 30. Facing Plate
Fan Clutch
31. Steel Clutch Plate 32. Internal Snapring 33. Main Bearing (front) 34. O-Ring Seal 35. Bearing Retainer (front) 36. Oil Seal 37. Washer 38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (rear, short) 42. Fan Mounting Hub Assembly 43. Dowel Pin (Front) 44. Sleeve Bearing (front, long) 45. End Cap
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3. Pitot Tube 4.Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer 13. O-Ring Seal 14. Main Bearing
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FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical) 28. External Snapring 15. Internal Snapring 29. Clutch Hub 16. External Snapring 17. Sealring (Hook type) 30. Facing Plate 31. Steel Clutch Plate 20. Pulley 32. Internal Snapring 22. Sealring (large) 33. Main Bearing 23. Piston 34. O-Ring Seal 24. Sealring (small) 35. Bearing Retainer 25. Spring Washer 36. Oil Seal 26. Shim 37. Washer 27. External Snapring
Fan Clutch
38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (rear, short) 42. Fan Mounting Hub Assembly 44. Sleeve Bearing (front, long) 45. End Cap
C7-7
FIGURE 7-4.
FIGURE 7-2. 1. Support the fan clutch on a bench with fan mounting hub (42) facing upward. Support the assembly beneath the pulley. Remove bolts (38) and washers (37).
FIGURE 7-5.
FIGURE 7-3. 2. Install lifting eyes, and attach a hoist and chains to front bearing retainer (35). Use a small screwdriver to separate the front bearing retainer from pulley adapter (21), and set it aside on a bench.
C7-8
3. Remove O-Ring seal (34).
Fan Clutch
4. Position the bearing retainer and hub assembly on the bench with clutch hub (29) up. Remove external snap ring (28).
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FIGURE 7-8. FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9. FIGURE 7-7. 8. Remove internal snap ring (32). 6. Position the sub-assembly beneath the ram of a press. Support the assembly beneath the bearing retainer as close as possible to fan mounting hub (42). Press the fan mounting hub out of the front bearing using tooling (B).
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Fan Clutch
C7-9
FIGURE 7-10. FIGURE 7-12.
9. Turn bearing retainer (35) over on the press bed. Press front bearing (33) out of the bearing retainer using tooling (D).
11. Remove front retainer/seal assembly (40). Wedge a large chisel or other appropriate tool behind the retainer to force it off fan mounting hub (42).
FIGURE 7-13.
FIGURE 7-11. 10. Support beneath the fan mounting hub with end cap (45) down, but approximately 2 in. (50 mm) above the press bed. Using a solid steel bar or equivalent, press the end cap from the fan mounting hub.
C7-10
Use a chisel to make three indentations in wear sleeve (39) in order to loosen the sleeve. The indentations should be approximately 120° apart from one another. Remove the wear sleeve. Use caution when using the chisel. Do not cut through the sleeve. Damage to the shaft can cause future leaks.
Fan Clutch
C07002
FIGURE 7-14. 12. Inspect sleeve bearing (44) and sleeve bearing (41). Compare the color of each bearing to the chart below. The lighter the appearance of the bearing, the more worn it is. If either bearing needs replacing, proceed to the next step. If the bearings are in good condition, skip the next step.
FIGURE 7-16. 14. Remove the stack of facing plates (30) and steel clutch plates (31) from inside the pulley.
FIGURE 7-17. FIGURE 7-15. 13. Position tooling (C) against sleeve bearing (41). Press the front sleeve bearing downward to press it out of the fan mounting hub. Rear sleeve bearing (44) will be pressed out simultaneously.
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15. Remove external snap ring (27), shim (26), and spring washer (25).
Fan Clutch
C7-11
FIGURE 7-20. FIGURE 7-18. 16. Attach wire lifting hooks to piston (23). Use the lifting hooks to pull the piston from pulley adapter (21).
18. Support beneath the pulley to prevent it from dropping to the bench. Remove bolts (9) with lockwashers (8).
FIGURE 7-19. FIGURE 7-21. 17. Remove seal rings (22 & 24) from the piston. 19. Install lifting eyebolts to the shaft and bearing retainer assembly. Use a suitable lifting device to lift the assembly from the pulley. Remove Oring seal (13). NOTE: It may be necessary to use a soft rubber mallet to separate the shaft and bearing retainer from the pulley.
C7-12
Fan Clutch
C07002
FIGURE 7-22. 20. Position the shaft as shown. Insert a phillipshead screwdriver into pitot tubes (3) to loosen and remove them from the shaft. Rotate the pitot tube until the sealant holding it tight is broken loose. Then, grip the pitot tube with a pair of pliers, and gently tap on the pliers to remove the pitot tubes from the hole in the shaft.
FIGURE 7-24.
22. Remove external snap ring (16).
FIGURE 7-23.
21. Remove both seal rings (17).
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FIGURE 7-25.
23. Remove internal snap ring (15).
Fan Clutch
C7-13
FIGURE 7-28.
26. Use tooling (E) to press rear bearing (14) out of rear bearing retainer (11).
FIGURE 7-26.
24. Support the bearing retainer as close as possible to the bearing bore. Use care not to damage the retainer/seal assembly. Press the shaft out of bearing (14) using tooling (E).
FIGURE 7-29.
FIGURE 7-27.
25. Remove oil seal (10) from bearing retainer (11).
C7-14
27. Use a chisel to make three indentations in wear sleeve (4). The indentations should be approximately 120° apart from one another. Remove the wear sleeve. Use caution when using the chisel. Damage to the shaft can cause future leaks.
Fan Clutch
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FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive the assembly off the shaft or wedge a large chisel or other appropriate tool behind the retainer to force it off.
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Fan Clutch
C7-15
CLEANING AND INSPECTION Thoroughly clean all components before inspection. Check each of the following components, and follow the guidelines for reuse. • Ball bearings - Replace at time of rebuild. • Internal snaprings - Must not be damaged or worn. Must be flat and have square edges at outer diameter. • External snaprings - Must not be damaged or worn. Must be flat and have square edges at inner diameter. • Sealrings - Replace during rebuild. • Oil seals - Replace during rebuild. • Bolts & washers - Reuse unless damaged or worn. • Retainer/Seal assemblies - Replace if damaged or worn. • Wear sleeves - Replace during rebuild. • Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions. NOTE: Some shafts were manufactured as two-piece assemblies. Do Not attempt to separate the shaft assembly. 2. Inspect and clean pitot tube holes in the shaft. Use a standard reamer, straight flute 0.3770 in. diameter. Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.
C7-16
Fan Clutch
C07002
FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.
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Fan Clutch
C7-17
FIGURE 7-35. PISTON REWORK (For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside face. If the piston contains the orifice, modify the piston as shown in Figure 7-35. 7. Inspect clutch hub (29) for wear. Wear marks that may be present on the teeth must not restrict plate movement. If they have smooth entry and exit ramps, the notches will not restrict plate movement and the clutch hub may be reused. 8. Check steel plates (31) for wear. The plates must be smooth and free of grooves or heat related damage. The plates are 0.121 in. minimum thickness (new) and must be flat within 0.005 in. 9. Inspect facing plates (30). New minimum thickness for facing plates is 0.109 in. Grooves are 0.006 in. deep. The plates must be flat within 0.005 in. Check teeth for excessive wear. When new, the space between the teeth is approximately 0.280 in.
FIGURE 7-36.
10. Inspect fan mounting hub (42).
C7-18
Fan Clutch
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FIGURE 7-37.
11. Inspect front bearing retainer (35). 12. Inspect end cap (45) for any wear or raised nicks.
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Fan Clutch
C7-19
ASSEMBLY - FAN CLUTCH NOTE: The fan clutch is reassembled using Loctite ® (or equivalent) sealants. Follow manufacturer's recommendations regarding minimum cure time to prevent oil from washing the sealant from the sealing surfaces.
1. Place end cap (45) in a freezer or on dry ice to prepare for installation in the following steps.
FIGURE 7-39.
2. If removed, install dowel pin (43) into fan mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub leaving 0.090 in. (2.3 mm) exposed. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-38 and 7-39.
FIGURE 7-38.
C7-20
Fan Clutch
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FIGURE 7-40.
FIGURE 7-42. 4. Turn the hub over on the bed of the press. Again using tooling (B), press rear sleeve bearing (41) into the fan mounting hub until the tool contacts the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve bearing (44) into the fan mounting hub until the tool contacts the shoulder of the hub. Ensure the correct bearing is installed. There are two sleeve bearings, and each one must be installed in the proper area of the hub to ensure the lube passage is not restricted. Refer to Figure 7-40.
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Fan Clutch
C7-21
FIGURE 7-44.
FIGURE 7-43. 5. Press front retainer/seal assembly (40) onto the fan mounting hub (42) using tooling (D). The inner race of the retainer should be recessed 0.040 in. (1.0 mm) below the shoulder. Check carefully to insure the retainer/seal assembly is installed straight, and not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.
• Front wear sleeve (39) is NOT interchangeable with rear (notched) wear sleeve (4). The ID of the front wear sleeve is color coded red. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage.
FIGURE 7-45.
6. Coat the I.D. of front wear sleeve (39), and the wear sleeve diameter of the shaft with Loctite® Primer N and #242 (or equivalent). Using tooling (D), press the wear sleeve onto the shaft, flush with the shoulder.
NOTE: Some fan hubs may have a small hole on the wear sleeve mounting journal. This hole is not used and will be covered by the wear sleeve.
C7-22
Fan Clutch
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FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with a thin coating of Loctite® Primer N and #242.
9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer. Do not apply Loctite® to the end cap. Press the end cap into the hub until the cap bottoms out.
FIGURE 7-47. FIGURE 7-49. 8. Apply Loctite® Primer N and #609 to the mating surfaces of front bearing (33) and front bearing retainer (35). Place the bearing into position on the retainer with the notch for the bearing pin facing downward. Press the front bearing into the bearing retainer using tooling (E) or equivalent. Press ONLY on the outer race of the bearing until it seats at the bottom of the bore.
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10. Turn the retainer over on the press bed. Coat the O.D. of front oil seal (36) and mating surface on the bearing retainer with Loctite® Primer N and #242 (or equivalent). Use tooling (E) to press the oil seal into the front bearing retainer, flush with the front face. Ensure the lip of the seal is dry. Wipe any excess Loctite® from the seal area and remove any rubber strings from the seal.
Fan Clutch
C7-23
FIGURE 7-50. 11. Coat the bearing I.D.and the fan mounting hub bearing journal with Loctite® Primer N and #609 (or equivalent). Place the front bearing retainer sub-assembly into position on the fan mounting hub. (Ensure the notch in the bearing is aligned with the bearing dowel pin.) Do not allow the seal lip to come in contact with the Loctite®. Press the bearing onto the hub using tooling (D) until it contacts the wear sleeve.
FIGURE 7-51.
12. Install clutch hub (29) on the fan mounting hub assembly (42) with the open end down. (No special timing is necessary.)
Wipe any lubricant or sealer from the seal lip. The seal lip is teflon and must remain dry for proper sealing to occur. Spin the bearing retainer at least 25 revolutions to ensure proper rotation of the bearing and to burnish the seal.
FIGURE 7-52. 13. Install external snap ring (28) to hold the clutch hub in place.
C7-24
Fan Clutch
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FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press the rear retainer/seal assembly (5) onto shaft (6). The inner race of the retainer should be recessed 0.040 in. (1.0 mm) below the shoulder. Check carefully to insure the retainer/seal assembly is installed straight, and not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.
FIGURE 7-54.
14. If removed, install rear dowel pin (2) in shaft assembly (6). Press the pin until 0.080 in. (2.0 mm) is left exposed above the surface. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-53 &7-54.
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Fan Clutch
C7-25
FIGURE 7-57. FIGURE 7-56.
17. Coat the OD of rear bearing (14) and the mating surface of bearing retainer (11) with Loctite® Primer N and #609 or equivalent. The end of the bearing with the notch is installed first. Press the bearing into the bearing retainer using tooling (F) or equivalent. Press only on the outer race of the bearing, until the bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT interchangeable with front wear sleeve (39). The ID of the rear wear sleeve is color coded blue. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage. 16. Coat the I.D. of the rear, (notched) wear sleeve (4), and the wear sleeve diameter of the fan mounting hub with Loctite® Primer N and #242 (or equivalent). Locate the sleeve so the notch in the sleeve will be aligned with the small lube hole in the shoulder. Press the wear sleeve onto the fan mounting hub, flush with the shoulder using tooling (D).
C7-26
FIGURE 7-58.
18. Install internal snap ring (15).
Fan Clutch
C07002
FIGURE 7-59. 19. Some fan clutches were assembled with an external snapring that is used as a spacer between the bearing and the oil seal. Newer models were assembled using a notched spacer. If an external snapring was used, place the snapring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be installed in a later step. Proceed to the following step.
FIGURE 7-60. FIGURE 7-61. 20. Coat the O.D. of rear oil seal (10) with Loctite® Primer N and #242 (or equivalent). Use tooling (E) or the equivalent to install the oil seal in the rear bearing retainer, flush with the rear face. Do not lubricate the seal. The seal is made of teflon and must be installed dry.
C07002
21. If a bearing spacer is used instead of a snapring as explained in Step 19, place the spacer into position in the groove on shaft assembly (6). Note the location of the spacer in Figure (7-61).
Fan Clutch
C7-27
FIGURE 7-62. FIGURE 7-63.
22. Place the shaft sub-assembly on the press bed. Coat the bearing I.D., and bearing journal on the shaft with Loctite® Primer N and #609 (or equivalent).
23. Install external snap ring (16). Ensure the snapring is fully seated in the groove. It may be necessary to tap on the snapring with a screwdriver to fully seat the snapring.
Carefully, lower the rear bearing retainer subassembly in place on the shaft. Do not allow the seal lip to come in contact with the Loctite®. Ensure the notch in the bearing and the dowel pin are aligned. If external snapring (16) was installed in the bearing retainer, ensure the opening is aligned with the dowel pin. Press the bearing onto the shaft until it reaches the shoulder of the wear sleeve. Wipe any excess Loctite® from the assembly. Ensure the seal lip is dry. The seal must remain dry for proper sealing. Spin the bearing retainer approximately 25 times to burnish the teflon seal on the wear sleeve. Check for abnormal sounds or other indications of contact between the retainer/seal assembly and the bearing retainer. If interference is found, remove the bearing retainer and eliminate the point of interference. FIGURE 7-64. 24. Be sure the pitot tube holes in the shaft are clean and free of burrs and staking material, to allow the pitot tubes to fit into the holes and seat completely to the bottom. Apply a thin coating of Loctite® Primer N and #609 (or equivalent) on the straight end of one pitot tube (3). Coat the
C7-28
Fan Clutch
C07002
tube to approximately 0.75 in. (20 mm) from the end. Push the pitot tubes to the bottom of the hole. The outer end of the tube should be located well within the pulley-locating shoulder of the bearing retainer. Rotate the tube so the open, bent end faces in a counter-clockwise direction, and is exactly parallel to the surface of the bearing retainer. (A large phillips-head screwdriver inserted in the end of the tube can be conveniently used as an alignment gage). Install the second pitot tube in the same manner as the first. Stake each pitot tube in three places, (at the 9, 12, and 3 o'clock positions) to prevent the tubes from rotating in operation.
FIGURE 7-66.
26. Install small seal ring (24) in the inside groove, and large seal ring (22) in the outside groove of piston (23). Lubricate the seal ring grooves with an oil-soluble lubricant such as engine assembly grease before installation. Refer to the Figure 7-66 for proper orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the grooves in the shaft. Rotate the rings so the slits in the rings are 180° apart from one another.
FIGURE 7-67.
27. Lubricate the external surfaces of seal rings (22 & 24) with an oil-soluble lubricant such as engine assembly grease. Also, lubricate the seal mating surfaces in the pulley adapter.
C07002
Fan Clutch
C7-29
28. Carefully, place the piston in the pulley. Do Not push the piston in place! Without pressing down on the piston, rotate it slowly clockwise-counterclockwise until it falls into place. (Forcing the piston will usually cause the seal rings to be cut.)
FIGURE 7-69. 30. Install spring washer (25), shim (26), and spirolock ring (27). It will be necessary to press downward to compress the spring washer, while forcing the spirolock to properly seat in the groove. The shim must then be centered on the spring washer to prevent it from interfering with the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for easy final assembly of the fan clutch. Lift the front bearing retainer sub-assembly in place on the pulley. While doing so, the slots of the front bearing retainer will engage the tangs of the piston, and the retainer will rest against the pulley. Then, rotate the bearing retainer (and piston) until the bolt holes align in the bearing retainer and pulley. Carefully, remove the bearing retainer sub-assembly.
FIGURE 7-70. 31. Place the front bearing retainer sub-assembly on the bench with the clutch hub up. Install one steel clutch plate (31) in place in the bearing retainer. Now dip a facing plate (30) in new engine oil, allow the excess to drain off, and place the plate on top of the steel plate. Repeat this step until all 16 plates have been installed.
C7-30
Fan Clutch
C07002
32. Turn the pulley adapter assembly over and install two lifting eyes 180° apart. Install a guide-bolt in one bolt hole of the pulley. Refer to Figure 7-71. Coat front O-Ring seal (34) with petroleum jelly or an oil-soluble grease. Place the seal in the groove in the pulley. The grease should secure the seal in the groove during installation. Carefully lower the pulley. Ensure the guide bolt is aligned with a bolt hole in the bearing retainer assembly and the O-ring seal is still securely in place. Lower the pulley until it rests on the front bearing retainer.
FIGURE 7-71.
FIGURE 7-73. 33. Install at least four bolts (38) with lockwashers (37) and snug. Insert the bolts 90° apart.
FIGURE 7-72.
C07002
Fan Clutch
C7-31
FIGURE 7-76. FIGURE 7-74.
36. Install bolts (9) with lockwashers (8), and torque each one to 36-43 ft. lbs. (49-58 Nm).
34. Lubricate O-Ring seal (13) with petroleum jelly or an oil-soluble grease and install in the pulley groove.
FIGURE 7-77. FIGURE 7-75. 35. Lubricate the hook type sealrings (17) on the shaft assembly. Carefully lower the shaft subassembly into the pulley bore and onto the pulley until the retainer rests on the pulley. Use caution when lowering. Damage to the sleeve bearings may result if the shaft is cocked during installation.
C7-32
37. If removed, install orifice fitting (1) in the "oil in" port of the bracket.
Fan Clutch
C07002
FIGURE 7-78.
38. Turn the assembly over on the bench. Install the remaining bolts (38) and lockwashers (37), and torque all to 36-43 ft. lbs. (49-58 Nm).
C07002
Fan Clutch
C7-33
TEST PROCEDURE
1. The fan clutch should be fully locked up with 40 psi oil pressure supplied at the control pressure port. 2. Operate the fan clutch with 180° F (82° C) oil supplied to the oil in port for 2 hours. Manually engage and disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while the clutch is disengaged, but ensure the fan mounting hub is allowed to rotate freely while the clutch is engaged.
The fan clutch rotation causes the pitot tubes to pump lubrication oil from inside the fan clutch, maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in the proper direction, internal pressures will become excessive, causing the oil seals to leak.
C7-34
Fan Clutch
C07002
SECTION D ELECTRICAL SYSTEM AND POWERTRAIN MANAGEMENT CONTROL SYSTEM INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 POWERTRAIN MANAGEMENT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-1 POWERTRAIN MANAGEMENT CONTROLLER (PMC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-1 TRANSMISSION CONTROLLER (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-1 ELECTRONIC DISPLAY PANEL (EDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-1 RETARD CONTROL AND MONITOR (RCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-1 AUTOMATIC SUSPENSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-1 MESSAGE FOR OPERATION AND MAINTENANCE (MOM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1 MOM SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-1 DATA ACQUISITION DEVICE (DAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-1 DAD SCREEN DISPLAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-1 REAL TIME DATA TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-1
PAYLOAD METER II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-1
NOTE: Electrical system schematics are located in Section “R” of this Manual.
D01033
Index
D1-1
NOTES
D1-2
Index
D01033
SECTION D2 24VDC ELECTRIC SUPPLY SYSTEM INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERY CHARGING SYSTEM (Niehoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 TROUBLESHOOTING PROCEDURES (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Equipment Required: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7 ON VEHICLE TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8 ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage . . . . . . . D2-8 BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS: . . . . . . . . . . . . . . . . . . . . . . . D2-8 CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 ADVANCED SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10 Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10 Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10 Go To Regulator (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11 Go To Regulator Connector On The Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11 24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
D02022
24VDC Electrical Supply System
D2-1
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13 Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13 Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15 Prelub™ System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15 Starter/Prelub Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15 Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15 Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15 TROUBLESHOOTING PRELUB STARTER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16 24 VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 CRANKING MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21 Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21 Field Coil Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22 Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22 Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-24 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-25 Magnetic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26 Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26
D2-2
24VDC Electrical Supply System
D02022
24VDC ELECTRIC SUPPLY SYSTEM ELECTRICAL SYSTEM DESCRIPTION The truck utilizes a 24VDC electrical system which supplies power for all non-propulsion electrical components. The 24VDC is supplied by four 12 volt storage batteries wired in series and parallel. The batteries are a lead-acid type, each containing six 2volt cells. With keyswitch ON, and engine not operating, power is supplied by batteries. When engine is operating, electrical power is supplied by a 24 volt alternator.
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.
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. 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 3/8-1/2 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.
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.
D02022
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. An undercharged battery is incapable of providing sufficient power to the truck's electrical system. Possible causes for an undercharged battery are:
Sulfated battery plates Loose battery connections Defective wire in electrical system Loose alternator drive belt A defective alternator A defective battery equalizer
Overcharging, which causes battery overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends and in extreme cases the battery container will become distorted and cracked. Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in 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. 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, ensure cell caps are tight to prevent cleaning solution from entering the cells.
24VDC Electrical Supply System
D2-3
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 80°F (27°C). 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 80°F (27°C) when the specific gravity is taken, temperature should be corrected to 80°F (27°C): • For every 10°F (5°C) below 80°F (27°C), 0.004 should be subtracted from the specific gravity reading. • For every 10°F (5°C) above 80°F (27°C), 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.
D2-4
The rate of self-discharge of a battery kept at 100°F (38°C) is about six times that of a battery kept at 50°F (19°C) and self-discharge of a battery kept at 80°F (27°C) is about four times that one at 50°F (10°C). Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at 80°F (27°C). 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 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the table. The temperatures in table I indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a charged battery is in no danger of freezing, therefore, a charge or better is desirable, especially during winter weather.
TABLE 1. Specific Gravity Corrected to 80°F (27°C)
Freezing Temperature Degrees
1.280
-90°F (-70°C)
1.250
-60°F (-54°C)
1.200
-16°F (-27°C)
1.150
+5°F (-15°C)
1.100
+19°F (-7°C)
24VDC Electrical Supply System
D02022
BATTERY CHARGING SYSTEM (Niehoff) General Description The Niehoff model N1227 or C609 (Figure 2-1) 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 2-1. ALTERNATOR EXTERIOR
1. Belt Tension Adjustment Capscrew 2. Shaft Key 3. Pulley Bushing 4. Control Unit 5. Battery Positive Terminal
D02022
6. Voltage Regulator 7. Fan Guard 8. Cooling Fan Assembly 9. Mounting Lugs 10. Ground Terminals
24VDC Electrical Supply System
D2-5
Test Procedure
Preliminary Checks 1. Check the drive belt tension as follows: a. Apply 20.9 lbs. (9.5 kg) force at center of belt span.
1. Start engine, accelerate to high idle and observe meters.
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.
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 2. TROUBLESHOOTING CHART AMPS
VOLTS
DIAGNOSIS
HIGH
LOW
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.
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 2-2 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.
HIGH
NORMAL Watch until amps decrease or voltage exceeds 28.8 volts. If amps decrease and volts remain normal, system is OK. If voltage exceeds 28.9 volts, regulator and/ or alternator defective. Go to Static Test.
HIGH
HIGH
STOP TEST! Regulator and/or alternator defective. Go to Static Test.
LOW
LOW
1. Recheck voltmeter leads. If connections are OK, alternator and/or regulator defective.
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.
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
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.
D2-6
24VDC Electrical Supply System
D02022
FIGURE 2-3. REGULATOR BYPASS TEST
FIGURE 2-2. 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
1. Alternator Control Unit 2. “R” Terminal (Relay) 3. “E” Terminal (Energize) 4. Alternator “B+” Terminal 5. Alternator / Voltage Regulator Harness Plug
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 2-3). 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.
D02022
24VDC Electrical Supply System
D2-7
ON VEHICLE TROUBLESHOOTING GUIDE ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES
HIGH VOLTAGE OUTPUT
Common problems, all applications:
Causes of high voltage:
Check alternator drive belt (s).
Wrong regulator.
Check alternator positive connection
High regulator set point.
Check alternator ground connection on alternator.
Defective regulator. Defective alternator.
Check condition of connector between regulator and alternator. Identify model of alternator_______________
NO VOLTAGE OUTPUT
Identify model of regulator________________
Causes of no voltage output:
Record voltage regulator set points stated on regulator tag: 1)_______ 2)_______ 3)_______ (if applicable)
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.
TOOLS AND EQUIPMENT:
Defective regulator.
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 alternator.
BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS: LOW VOLTAGE OUTPUT
NOTE: Until electrical system component temperatures stabilize, these conditions may be observed during cold start voltage tests.
Causes of low voltage: Loose drive belt.
Maintenance type:
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.
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.
D2-8
24VDC Electrical Supply System
D02022
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.
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.
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.
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.
D02022
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.
24VDC Electrical Supply System
D2-9
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.
Go To Alternator
• If there is no magnetic attraction, alternator may not be turned on. Go to "Regulator Test" that follows and continue test.
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.
•
If there is magnetic attraction alternator is good and regulator should be considered good. Alternator will produce electricity because regulator is on. This test only shows regulator as either on or off.
NOTE: Alternator may not be turned on when engine is operating. Go to "R" terminal test next, to prove if vehicle "E" circuit will turn alternator on.
FIGURE 2-4. ALTERNATOR TERMINALS 1. Control Unit 2. “R” Terminal 3. Strap 4. “E” Terminal 5. “B+” Terminal 6. Ground Terminal
D2-10
24VDC Electrical Supply System
D02022
Go To 'R' Terminal On The Alternator
Go To Regulator (If Required)
With engine running, measure value of AC voltage from "R" terminal to "Ground".
Disconnect voltage regulator from alternator. There are no static tests available for the regulator. Continue test.
If no AC volts are present, alternator is not capable of turning on regulator. NOTE: On a new, first time start up of an alternator, the alternator may test at less than 5 volts on "R" terminal. The cause of this problem may be loss of residual magnetism within the alternator during shipping and handling of the alternator. To restore the residual magnetism: With engine off and battery switch on, momentarily (1-2 seconds) connect a jumper wire from 'B+' terminal to 'E' terminal. (May spark this is OK.) Remove jumper and restart engine. Alternator should generate properly once the residual magnetism is restored. •
If AC voltage is approximately 14 Volts, alternator is properly turned on and output of alternator will be approximately 28 Volts. If AC voltage is 3 Volts to 5 Volts, alternator is NOT turned on (regulator is OFF) but alternator is capable of turning on a good regulator. NOTE: This test shows only if alternator is capable of energizing regulator. To check harness from alternator to regulator go to "Regulator Connector On Alternator" test.Continue testing.
Vehicle Charging Circuit Test Is Now Complete: Remove all jumper wires from alternator used to test charging circuit.
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".
Go To Regulator Connector On The Alternator Connect a jumper wire from ground on alternator into "F-" pin of connector attached to alternator. B+
F-
E
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.
Insert "+" probe of voltmeter into "B" pin in connector. Insert negative probe of voltmeter into "B-" pin in connector. (This is power circuit for voltage regulator.) •
If circuit shows open (no voltage), alternator is defective. Replace alternator.
•
If circuit shows B+ voltage, regulator is defective. Replace the regulator, only.
NOTE: Turn key and battery switch OFF before installing new regulator. Turn battery switch and key back on AFTER installing new regulator. Continue test.
Run engine and re-test charging circuit. Remove all jumper wires from alternator used to test charging circuit. Reconnect link from "R" terminal to "E" terminal
D02022
24VDC Electrical Supply System
D2-11
NOTES
D2-12
24VDC Electrical Supply System
D02022
24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB) The HD1500-5 is equipped with an engine pre-lubrication system designed to reduce wear due to dry starts. The Cummins Prelub™ system automatically, safely and quickly fills filters and all oil passages prior to cranking at each engine startup. In addition, the system prevents startup if no oil is present in the engine.
The Prelub System includes: • Pump • Timer solenoid • Oil pressure switch • Oil suction line • Oil outlet line • Check valve • Electrical harness.
FIGURE 2-5. STARTER MOTORS AND PRELUB PUMP
OPERATION (Refer to electrical schematic diagram, Figure 2-12.) The Prelub™ system is activated when the operator turns the key switch and holds it in the START position. This allows the current to flow to the prelub starter solenoid timer. When this solenoid timer is activated, current flows to the bottom starter motor (2, Figure 2-5), driving prelub pump (5), but does not allow the starter motors to engage the starter pinion gears. The starter motor drives the Prelub™ pump assembly to provide oil pressure to the engine. When the pressure in the engine cam oil rifle reaches 0.18 kg/cm2 (2.5 psi), the circuit to the timer solenoid is opened. After a 3 second delay, the current is directed to the standard starter solenoids (8); the starter motors will then be activated and the pinion gears will be engaged into the flywheel ring gear. Normal cranking will now occur with sufficient lubrication to protect the engine bearings and other components.
D02022
1. Mounting Capscrews 2. Starter Motor 3. Inspection Plug 4. Pump Outlet Pressure Test Port
5. Prelub™ Pump 6. Outlet Line 7. Suction Line 8. Solenoid
Pressure Switch Pressure switch (2, Figure 2-6) is a 0.18 kg/cm2 (2.5 psi), normally closed (N.C.) switch, located so that it can sense oil pressure after the engine oil has passed through the filters. Normally, this location is the cam cover at the rear of the engine block (Refer to Cummins Engine Service Manual for additional information.) Check Valve The oil pressure supply hose will have a check valve installed between the prelub unit and the engine. The oil flow through the valve (arrow on valve) must be toward the engine. The check valve prevents the passage of oil from the engine back through the prelub pump to the pan after the engine is started.
24VDC Electrical Supply System
D2-13
Timer Solenoid Timer solenoid (3, Figure 2-6) controls the prelubrication cycle. Current is supplied to the timer through the key switch. The ground path is completed by the normally closed pressure switch (2) which is preset to open at 0.18 kg/cm2 (2.5 psi).
DO NOT Attempt to jump start the truck using the terminals on the timer solenoid. INTERNAL DAMAGE TO TIMER WILL RESULT.
When the switch opens, current is redirected to the standard engine starter solenoids (9 & 10) for engine cranking, following a 3 second delay.
FIGURE 2-6. STARTERS AND PRELUB SCHEMATIC DIAGRAM 1. Battery Charging Alternator 2. Oil Pressure Switch (N.C.) - 0.18 kg/cm2 (2.5 psi) 3. Prelub Timer Solenoid 4. Bottom Starter Motor (With Pump) 5. Top Starter Motor
D2-14
6. Magnetic Switch (Top Starter) 7. Diode (Switch Coil Suppression) 8. Magnetic Switch (Bottom Starter) 9. Starter Solenoid (Top Starter) 10. Starter Solenoid (Bottom Starter)
24VDC Electrical Supply System
D02022
MAINTENANCE Prelub™ system maintenance should be performed annually or at 5000 hour intervals as described below. Prelub™ System Operation Verify system operates according to the two phases of operation as listed in Troubleshooting Prelub Starter Circuit on the following page. If a problem exists, refer to the list of problems and possible causes for troubleshooting system components.
5. Close the battery disconnect switches and observe the pressure gauge while the engine is started. a. If there is any indication of pressure, remove and repair the Prelub™ starting motor and the check valve located between the pump outlet and the engine/filters. b. If there is no indication of pressure, remove and repair the Prelub™ starter motor only. 6. If no oil is present, carefully reinstall inspection plug (3).
If system is operating properly, continue with the inspection of component parts below: Check Valve Starter/Prelub Pump The bottom starter motor (with the Prelub™ pump) should be inspected as follows for possible oil leakage from the pump to the starter housing. 1. Open the battery disconnect switches to prevent engine startup. 2. Remove the inspection plug (3, Figure 2-5). 3. Using a flashlight (and mirror if necessary), inspect interior of starter motor housing for the presence of engine oil. Oil may be present in large amounts or as a light mist. Oil in any quantity in the housing indicates a failed motor and repair or replacement is necessary. Perform additional tests below to determine what components require repair.
Verify no internal leakage exists in the check valve when the engine is running. Check valve leakage back to the Prelub™ pump will cause extensive damage to the pump and starter motor. If check valve replacement is required, be certain the valve is installed with the arrow pointed toward the engine, not toward the pump.
Timer Solenoid Inspect the timer solenoid for physical damage and to verify wiring is in good condition.
Brush dust will be present in all motors. Do not confuse brush dust with oil. Brush dust will appear as a black/brown, dry coating within the motor. 4. If oil is present in the motor, install a 14 kg/cm2 (200 psi) gauge in the pump pressure test port (4) located near the pump outlet hose.
D02022
24VDC Electrical Supply System
D2-15
TROUBLESHOOTING PRELUB STARTER CIRCUIT Two distinct phases are involved in a complete prelubrication cycle. The two phases are: 1. Prelubrication phase- Begins when the key switch is held in the start position. A circuit is provided to ground through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when the Prelub pressure reaches 0.18 kg/cm2 (2.5 psi). 2. Delay and crank phase- Begins when the pressure switch opens. A 3 second delay precedes the crank mode.
PROBLEM
POSSIBLE CAUSES
Starter lubricates, only. Does not delay or crank.
Indicates oil pressure is not sufficient to open the pressure switch. a. No oil or low oil in engine. The pump can not build sufficient pressure to open switch. b. Pump failure. c. Pressure switch has failed (closed) and is grounding circuit. d. Oil pressure switch wire chafed and shorting to block.
Starter lubricates continuously regardless of key switch position.
Indicates prelub timer solenoid contacts have welded. a. Low voltage can cause relay failure. b. Jump starting of the vehicle with a voltage that is higher than was designed for the system, can cause solenoid contacts to weld.
Starter delays and cranks. No prelubrication mode.
If an operator indicates the ignition is totally dead, make certain the key is being held in the crank position for 3 to 4 seconds. If the engine cranks after a short delay, this indicates that a ground connection to the pressure switch has been broken. Without a ground path, the prelubrication unit will proceed to delay and crank. a. Check the wire to the pressure switch. If the wire is removed or cut, replace it. b. Check the ground strap to engine block. If the ground strap is missing the block is not grounded. c. Check the pressure switch for an open circuit. Remove the wire, then check for an open circuit between the switch terminal and the switch base. If open, replace the pressure switch.
Starting circuit is irregular when in crank mode.
Check for low or dead batteries. Check alternator output. Check for bad ground strap or missing ground wire from the starter battery ground post to "G" terminal of starter bendix solenoid. Check for bad starter safety relays.
D2-16
24VDC Electrical Supply System
D02022
PROBLEM
POSSIBLE CAUSES
Starter has very long lubrication cycle.
Except for severe cold weather starts, the Prelub cycle should not exceed 45 seconds. a. Low oil pressure. b. Make sure oil of the proper viscosity is being used in respect to outside temperature. (Refer to engine manufacturer's specifications). c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or hose kinks and blockage. d. Make sure the suction hose is a - 20. Reducing hose diameter will reduce pump output dramatically. e. Check the oil pressure switch for the correct location. Be certain that it has not been moved into a metered oil flow, as in a bypass filter or governor assembly.
Starter has no prelubrication, no delay and no crank.
If the starter is totally inoperative and no prelubrication, no delay and crank, this indicates a possible failure of the prelubrication timer solenoid. Remove the wire from the pressure switch (ground wire) and activate machine starter switch for several seconds. a. If the starter delays - then cranks, the prelub timer solenoid is bad. Replace the timer solenoid assembly. b. If the starter is still inoperative, check the vehicle starter switch circuit. Make sure proper voltage is available to the prelub timer solenoid when the key is activated.
Starter prelubricates, delays, then does not crank.
Indication is either a timer failure, or a starter problem. a. Place a jumper wire to the starter solenoid "S" post. If the engine starts to crank, replace the prelub timer solenoid. b. If the engine fails to crank when the "S" post is energized with voltage, check out starter bendix solenoid and starter pinion drive.
Second starter tries to engage flywheel while primary starter is prelubricating.
D02022
Make sure the starter safety relays (6 & 8, Figure 2-12) are wired according to the wiring schematic. Attempting to activate both starters from the same starter relay will cause the conventional starter to crank while the prelub starter is pumping.
24VDC Electrical Supply System
D2-17
NOTES
D2-18
24VDC Electrical Supply System
D02022
24 VDC ELECTRIC START SYSTEM CRANKING MOTORS Operation Heavy duty batteries supply 24VDC to each of the two cranking motors through magnetic switches activated by the key switch on the instrument panel. Note: When a Cummins engine with a Prelub system is installed, there is a delay between the time the key switch is moved to the START position, and the starter motors actuate. Refer to 24 VDC Electric Starter System (with Prelub) for specific details of operation prior to engine cranking. When the keyswitch is placed in the START position, the magnetic switches close, connecting the motor solenoid "S" terminals to the batteries. When the solenoid windings are energized, plunger (56, Figure 2-9) is pulled in, moving starter drive (71) assembly forward in the nose housing to engage the engine flywheel ring gear. Also, when the solenoid plunger is pulled in, the main solenoid contacts close to provide current to the motor armature and cranking takes place. When the engine starts, an overrunning clutch in the drive assembly protects the armature from excessive speed until the keyswitch is released. When the keyswitch is released, a return spring causes the drive pinion to disengage.
FIGURE 2-7. STARTER MOTORS 1. Mounting Capscrews 2. Starter Motor 3. Prelub™ Pump
4. Outlet Line 5. Suction Line 6. Solenoid
After the engine is running, a normally closed pressure switch senses engine oil pressure and opens the electrical circuit to prevent actuation of the motor(s) after the engine has started. Installation
Removal 1. Disconnect battery power: a. Open the battery disconnect switch to remove power from the system. b. Remove the battery cables using the following sequence: 1.) Remove the battery positive (+) cables first. 2.) Remove the negative (-) cables last. 2. Mark wires and cables and remove from motor (2, Figure 2-7) and solenoid (6) terminals. 3. If removing a starter equipped with the Prelub pump, remove hoses (4 & 5) and cap fittings.
1. Align motor (2, Figure 2-7) housing with the flywheel housing adaptor mounting holes and slide into position. 2. Insert motor mounting capscrews (1). 3. If applicable, install Prelub pump hoses (4 & 5). 4. Connect marked wires and cables to motor and solenoid terminals. 5. Install in the following sequence: a. Install the battery negative (-) cables first. b. Install the battery positive (+) cables. c. Close the battery disconnect switch.
4. Remove motor mounting capscrews (1). 5. Remove motor assembly from flywheel housing.
D02022
24VDC Electrical Supply System
D2-19
No-Load Test Refer to Figure 2-8 for the following test setup.
Be certain switch is open before connections or disconnections are made during the following procedures. 1. Setup the motor for test as follows: a. Connect a voltmeter from the motor terminal to the motor frame. b. Use an rpm indicator to measure armature speed. FIGURE 2-8. NO-LOAD TEST CIRCUIT
c. Connect a carbon pile across one battery to limit battery voltage to 20 VDC.
CRANKING MOTOR TROUBLESHOOTING If the cranking system is not functioning properly, check the following to determine which part of the system is at fault: • Batteries- Verify the condition of the batteries, cables, connections and charging circuit. • Wiring- Inspect all wiring for damage or loose connections at the keyswitch, magnetic switches, solenoids and cranking motor(s). Clean, repair or tighten as required. If the above inspection indicates the starter motor to be the cause of the problem, remove the motor and perform the following tests prior to disassembly to determine the condition of the motor and solenoid and repairs required.
Do not apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings. d. Connect the motor and an ammeter in series with two fully charged 12 volt batteries. e. Connect a switch in the open position from the solenoid battery terminal to the solenoid switch terminal. 2. Close the switch and compare the rpm, current, and voltage reading to the following specifications: • RPM: 5500 Minimum to 7500 Maximum • AMPS: 95 Minimum to 120 Maximum • VOLTS: 20 VDC Interpreting Results of Tests
Preliminary Inspection 1. Check the starter to be certain the armature turns freely. a. Insert a flat blade screwdriver through the opening in the nose housing.
1. Rated current draw and no-load speed indicates normal condition of the cranking motor. 2. Low free speed and high current draw indicates:
b. Pry the pinion gear to be certain the armature can be rotated.
a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole shoes allowing armature to drag.
2. If the armature does not turn freely, the starter should be disassembled immediately.
b. Shorted armature. This can be further checked on a growler after disassembly.
3. If the armature can be rotated, perform the NoLoad Test before disassembly.
D2-20
c. Grounded armature or fields. Check Further after disassembly.
24VDC Electrical Supply System
D02022
3. Failure to operate with high current draw indicates: a. A direct ground in the terminal or fields. b. "Frozen" bearings (this should have been determined by turning the armature by hand). 4. Failure to operate with no current draw indicates: a. Open field circuit. This can be checked after disassembly by inspecting internal connections and tracing circuit with a test lamp. b. Open armature coils. Inspect the commutator for badly burned bars after disassembly. c. Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator. 5. Low no-load speed and low current draw indicates: a. High internal resistance due to poor connections, defective leads, dirty commutator and causes listed under Number 4. 6. High free speed and high current draw indicates shorted fields. If shorted fields are suspected, replace the field coil assembly and check for improved performance. Disassembly The cranking motor should be disassembled only as far as necessary to repair or replace defective parts. 1. Note the relative position of the solenoid (53, Figure 2-9), lever housing (78), nose housing (69), and C.E. frame (1) so the motor can be reassembled in the same manner. 2. Disconnect field coil connector (42) from solenoid motor terminal, and lead from solenoid ground terminal. 3. Remove the brush inspection plates (52), and brush lead screws(15). 4. Remove the attaching bolts (34) and separate the commutator end frame (1) from the field frame (35). 5. Separate the nose housing (69) and field frame (35) from lever housing (78) by removing attaching bolts (70). 6. Remove armature (45) and drive assembly (71) from lever housing (78). 7. Separate solenoid (53) from lever housing by pulling apart.
D02022
Cleaning and Inspection 1. Drive (71), armature (45) and fields (46) should not be cleaned in any degreasing tank, or with grease dissolving solvents, since these would dissolve the lubricant in the drive and damage the insulation in the armature and field coils. 2. All parts except the drive should be cleaned with mineral spirits and a clean cloth. 3. If the commutator is dirty, it may be cleaned with No. 00 sandpaper. NOTE: Never use emery cloth to clean commutator. 4. Inspect the brushes (13, Figure 2-9) for wear. a. If worn excessively when compared with a new brush, they should be replaced. b. Ensure the brush holders (10) are clean and the brushes are not binding in the holders. c. The full brush surface should ride on the commutator. Check by hand to insure that the brush springs (16) are giving firm contact between the brushes (13) and commutator. d. If the springs (16) are distorted or discolored, they should be replaced. Armature Servicing If the armature commutator is worn, dirty, out of round, or has high insulation, the armature (45) should be put on a lathe and the commutator turned down. The insulation should then be undercut 0.031 in. (0.79 mm) wide and 0.031 in. (0.79 mm) deep, and the slots cleaned out to remove any trace of dirt or copper dust. As a final step in this procedure, the commutator should be sanded lightly with No. 00 sandpaper to remove any burrs left as a result of the undercutting procedure. The armature should be checked for opens, short circuits and grounds as follows: 1. Opens are usually caused by excessively long cranking periods. The most likely place for an open to occur is at the commutator riser bars. Inspect the points where the conductors are joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator as the cranking motor is used. If the bars are not too badly burned, repair can often be effective by soldering or welding the leads in the riser bars (using rosin flux), and turning down the commutator in a lathe to remove the burned material. The insulation should then be undercut.
24VDC Electrical Supply System
D2-21
2. Short circuits in the armature are located by use of a growler. When the armature is revolved in the growler with a steel strip such as a hacksaw blade held above it, the blade will vibrate above the area of the armature core in which the short circuit is located. Shorts between bars are sometimes produced by brush dust or copper between the bars. These shorts can be eliminated by cleaning out the slots. 3. Grounds in the armature can be detected by the use of a 110-volt test lamp and test points. If the lamp lights when one test point is placed on the commutator with the other point on the core or shaft, the armature is grounded. Grounds occur as a result of insulation failure which is often brought about by overheating of the cranking motor produced by excessively long cranking periods or by accumulation of brush dust between the commutator bars and the steel commutator ring.
Field Coil Checks Field coils (46, Figure 2-9) can be checked for grounds and opens by using a test lamp. 1. Grounds- The ground connections must be disconnected during this check. Connect one lead of the 110 volt test lamp to field frame (35) and the other lead to field connector (42). If the lamp lights, at least one field coil is grounded and must be repaired or replaced. 2. Opens- Connect test lamp leads to ends of field coils (46). If lamp does not light, the field coils are open.
Field Coil Removal Field coils can be removed from the field frame assembly by using a pole shoe screwdriver. A pole shoe spreader should also be used to prevent distortion of the field frame. Careful installation of the field coils is necessary to prevent shorting or grounding of the field coils as the pole shoes are tightened into place. Where the pole shoe has a long lip on one side and a short lip on the other, the long lip should be assembled in the direction of armature rotation so it becomes the trailing (not leading) edge of the pole shoe.
D2-22
FIGURE 2-9 CRANKING MOTOR ASSEMBLY 1. C.E. Frame 2. Washers 3. O-Ring 4. Insulator 5. Support Plate 6. Brush Plate Insulator 7. Washers 8. Plate & Stud 9. Plate 10. Brush Holder 11. Lock Washer 12. Screw 13. Brush (12 req'd) 14. Lock Washer 15. Screw 16. Brush Spring 17. Screw 18. Screw 19. Screw 20. Lock Washers 21. Plate 22. Brush Holder Insulator 23. Screw 24. Lock Washer 25. Washer 26. O-Ring 27. Bushing 28. Insulator 29. Washer 30. Lock Washer 31. Nut 32. Nut 33. Lock Washer 34. Screw 35. Field Frame 36. Stud Terminal 37. Bushing 38. Gasket 39. Washers 40. Washer 41. Nut
24VDC Electrical Supply System
42. Connector 43. Lock Washer 44. Nut 45. Armature 46. Field Coil (6 Coils) 47. Shoe 48. Insulator 49. Screw 50. Washer 51. O-Ring 52. Inspection Plug 53. Solenoid Housing 54. Lock Washer 55. Screw 56. Plunger 57. Washer 58. Boot 59. Washer 60. Spring 61. Retainer 62. Snap Ring 63. Shift Lever 64. Nut 65. O-Ring 66. O-Ring 67. Snap Ring 68. Lever Shaft 69. Drive Housing 70. Screw 71. Drive Assembly 72. Gasket 73. Plug 74. Gasket 75. Brake Washer 76. Screw 77. Lock Washer 78. Lever Housing 79. Washer 80. O-Ring
D02022
FIGURE 2-9. CRANKING MOTOR ASSEMBLY
D02022
24VDC Electrical Supply System
D2-23
Solenoid Checks A basic solenoid circuit is shown in Figure 2-10. Solenoids can be checked electrically using the following procedure. Test 1. With all leads disconnected from the solenoid, make test connections as shown to the solenoid, the switch terminal and the second switch terminal "G", to check the hold-in winding (Figure 2-11). 2. Use the carbon pile to decrease battery voltage to 20 volts. Close the switch and read current. a. The ammeter should read 6.8 amps max. 3. To check the pull-in winding, connect from the solenoid switch terminal "S" to the solenoid motor "M" or "MTR" terminal (Figure 2-12).
To prevent overheating, do not leave the pull-in winding energized more than 15 seconds. The current draw will decrease as the winding temperature increases.
FIGURE 2-11. SOLENOID HOLD-IN WINDING TEST
4. Use the carbon pile to decrease battery voltage to 5 volts. Close the switch and read current. a. The ammeter should read 9.0 to 11.5 amps. NOTE: High readings indicate a shorted winding. Low readings indicate excessive resistance. 5. To check for grounds, move battery lead from "G" (Figure 2-11) and from "MTR" (Figure 2-12) to the solenoid case. Ammeter should read zero. If not, the winding is grounded.
FIGURE 2-12. SOLENOID PULL-IN WINDING TEST FIGURE 2-10. SIMPLIFIED SOLENOID CIRCUIT
D2-24
24VDC Electrical Supply System
D02022
Assembly Lubricate all bearings, wicks and oil reservoirs with SAE No. 20 oil during assembly. Bearing Replacement: 1. If any of the bronze bearings are to be replaced, dip each bearing in SAE No. 20 oil before pressing into place. 2. Install wick, soaked in oil, prior to installing bearings. 3. Do not attempt to drill or ream sintered bearings. These bearings are supplied to size. If drilled or reamed, the I.D. will be too large and the bearing pores will seal over. 4. Do not cross-drill bearings. Because the bearing is so highly porous, oil from the wick touching the outside bearing surface will bleed through and provide adequate lubrication. 5. The middle bearing is a support bearing used to prevent armature deflection during cranking. The clearance between this bearing and the armature shaft is large compared to the end frame bearings. Motor Assembly: 1. Install the end frame (with brushes) onto the field frame as follows: a. Insert the armature (45, Figure 2-9) into the field frame (35). Pull the armature out of the field frame just far enough to permit the brushes to be placed over the commutator. b. Place the end frame (1) on the armature shaft. Slide end frame and armature into place against the field frame. c. Insert screws (34) and washers (33) and tighten securely. 2. Assemble lever (63) into lever housing (78) If removed. 3. Place washer (79) on armature shaft and install new O-ring (80). Position drive assembly (71) in lever (63) in lever housing. Apply a light coat of lubricant (Delco Remy Part No. 1960954) on washer (75) and install over armature shaft. Align lever housing with field frame and slide assembly over armature shaft. Secure with screws (76) and washers (77). 4. Assemble and install solenoid assembly through lever housing and attach to field frame. Install nut (64) but do not tighten at this time. Install brush inspection plugs (52).
D02022
FIGURE 2-13. PINION CLEARANCE CHECK CIRCUIT 5. Using a new gasket (72), install drive housing (69) and secure with screws (70). 6. Assemble field coil connector (42) to solenoid. 7. Adjust pinion clearance per instructions on the following page. 8. After pinion clearance has been adjusted, install gasket (74) and plug(73). Pinion Clearance To adjust pinion clearance, follow the steps listed below. 1. Make connections as shown in Figure 2-13. 2. Momentarily flash a jumper lead from terminal "GC to terminal "MTR". The drive will now shift into cranking position and remain so until the batteries are disconnected. 3. Push the pinion or drive back towards the commutator end to eliminate slack movement. 4. The distance between the drive pinion and housing should be between 0.330 - 0.390 in. (8.3 - 9.9 mm) as shown in Figure 2-14. 5. Adjust clearance by turning shaft nut (64, Figure 2-9).
24VDC Electrical Supply System
D2-25
Coil Test 1. Using an ohmmeter, measure the coil resistance across the coil terminals. a. The coil should read approximately 28W at 72°F (22.2° C). b. If the ohmmeter reads à, the coil is open and the switch must be replaced. c. If the ohmmeter reads 0 W, the coil is shorted and the switch must be replaced. 2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be replaced. 3. The ohmmeter should display à when the probes are placed across the switch terminals. FIGURE 2-14. CHECKING PINION CLEARANCE Magnetic Switch The magnetic switch is a sealed unit and not repairable.
NOTE: The switch terminals should show continuity when 24 VDC is applied to the coil terminals, however high resistance across the internal switch contacts due to arcing etc. could prevent the switch from delivering adequate current to the cranking motor. If the coil tests are satisfactory but the switch is still suspect, it should be replaced with a new part.
Removal 1. Remove battery power as described in Cranking Motor - Removal. 2. Disconnect cables from the switch terminals and wires from coil terminals (Figure 2-15). NOTE: If the magnetic switch being removed has a diode across the coil terminals, mark the leads prior to removal to ensure correct polarity during installation. 3. Remove mounting capscrews and washers. Remove switch from mounting bracket. 4. The switch coil circuit can be tested as described below. Installation 1. Attach magnetic switch to the mounting bracket using the capscrews and lockwashers removed previously.
FIGURE 2-15. MAGNETIC SWITCH ASSEMBLY
2. Inspect cables and switch terminals. Clean as required and install cables. 3. Install the diode across the coil terminals if required. Be certain diode polarity is correct. (Refer to the wiring diagram, Figure 2-7.) Attach wires from the truck harness to the coil terminals (See Figure 2-15). 4. Connect battery power as described in Cranking Motor - Installation.
D2-26
24VDC Electrical Supply System
D02022
SECTION D3 ELECTRICAL SYSTEM COMPONENTS INDEX
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 GENERAL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 CAB MOUNTED COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7 Relay Boards (With Circuit Breakers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 Relay Board Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Relay Board RB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Relay Board RB4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Relay Board RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Relay Boards (Without Circuit Breakers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Truck Inclination Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 Payload Meter Inclinometer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 Lateral Inclination Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 Lubrication System Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 AISS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Throttle Pedal Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 ACCELERATOR PEDAL CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Idle Validation Switch Continuity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 24V COMPONENTS (Outside Cab) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
D03023
08/04
Electrical System Components
D3-1
Battery Disconnect Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Ground Level Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Control Power Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18 Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-19 Body Position Sensor Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20 Body-Up Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20 Hoist Limit Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-22 Sensor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-22 24V/240 AMP ALTERNATOR TEST AND REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-23 BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-23 TEST 1 - No Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-23 STATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-24 Regulator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-24 Control Box Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-25 ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-28 ASSEMBLY- ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-35 BF4822 STATOR SERVICE TOOL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-44 Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-44 Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-45
D3-2
Electrical System Components
08/04
D03023
ELECTRICAL SYSTEM COMPONENTS GENERAL TROUBLESHOOTING When troubleshooting electrical system circuit and component problems, it is necessary to follow a logical diagnosis procedure. It is important to verify the battery supply is functioning, electrical harnesses and connectors have not been physically damaged and all connectors are clean and properly secured.
The following basic steps may eliminate many electrical problems: 1. Verify the batteries are fully charged, the battery disconnect switch is closed, and the control power relays for the 12 volt and 24 volt power circuits are functioning. 2. Check all cable connections at the batteries in the battery box. They should be clean, with no corrosion. If necessary, open the battery disconnect switch, remove cables and clean the battery terminals and connectors with a baking soda/water solution using a stiff, non-wire brush. Flush with clean water, reinstall cables and tighten securely.
To prevent possible damage to the battery equalizer system, the following procedure must be followed when battery cables are removed or installed: 1. When REMOVING cables, disconnect and remove the positive (+) cables first. 2. Remove the negative (-) cables last. 3. When INSTALLING the cables, install the negative cables (-) first.
5. Verify connectors are properly crimped onto wires or cables. Improperly crimped connectors can cause possible overheating of the circuit due to high resistance in the connection. Discoloration of connector pins and/or sockets indicate the possibility of an improper crimp. 6. Connector pins must be properly locked into the connector shell. If a one or more pins do protrude far enough into the connector shell, they may not mate properly when the connector is assembled. 7. If a harness must be repaired, use the proper wire gauge and type. Use the proper crimping tool if connector pins are replaced. 8. Verify the appropriate circuit breaker is functioning properly. If a circuit breaker malfunctions and must be replaced, be certain the replacement part has the same current rating as the part removed.
Always install a new circuit breaker with the same current rating as the breaker being replaced. A higher rated breaker could allow the circuit to overheat and possibly result in a fire.
If a problem still exists with a particular component and its circuit after following the general troubleshooting steps suggested, refer to the information in this section of the manual for various electrical switches, sensors etc. for further information. If the problem occurs in any of the various controllers installed on the truck, refer to information in the PMC system section of the manual for additional troubleshooting instructions when noted.
4. Install the positive cables (+) last.
D03023
08/04
Electrical System Components
D3-3
CAB MOUNTED COMPONENTS Figure 3-1 illustrates electrical system components and PMC system components mounted on the rear wall of the operator cab. Additional relay boards, etc. are located in the compartment under the passenger seat (Figure 3-2). Refer to PMC System for troubleshooting information concerning the following system controllers: • • • •
Circuit Breakers Table I lists the truck circuit breakers located at the battery box, inside the cab; mounted on the circuit breaker panel (8, Figure 3-1) and on relay boards under the passenger seat (Figure 3-2).
Transmission Controller (1) Suspension Controller (2) Powertrain Management Controller (3) Retard and Control Monitor (4)
Note: The suspension controller is optional equipment and may not be installed on the truck.
FIGURE 3-1. CAB REAR WALL COMPONENTS 1. Transmission Controller (ATC) 2. Suspension Controller (ASC) (Optional) 3. Powertrain Management Controller (PMC) 4. Retard Control and Monitor (RCM) 5. RCM Data Port 6. Relay Board (RB6A) 7. Relay Board (RB6B)
D3-4
8. Circuit Breaker Panel (CB01 through CB32) 9. Bus Bar - Battery Direct Power (Circuit #1) 10. Bus Bar - Battery Disconnect Power (Circuit #11) 11. Bus Bar - Control Power (Circuit #12) 12. Bus Bar - 12 Volts DC (Circuit #12V) 13. Bus Bar - Chassis Ground
Electrical System Components
08/04
D03023
TABLE I. CIRCUIT BREAKER CHART CIRCUIT BREAKER IDENTIFICATION
CIRCUIT NUMBER
CONTROL DESCRIPTION
No.
AMPS
VOLTS
IN
OUT
CB24V
50
+24
4
12
24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)
CB12V
50
+12
2
12V
12 Volt Control Power (To Power Bus #4 on Cab Rear Wall)
CB01
10
+24
1
27B
CB02
5
+24
1
25
Transmission Controller (ATC)
CB03
10
+24
1
82
Retard and Control Monitor (RCM)
CB04
5
+24
1
91B1
Powertrain Management Controller (PMC)
CB05
5
+24
1
91B2
Powertrain Management Controller (PMC)
CB06
5
+24
11
46
CB07
15
+24
12
44A
CB08
5
+24
12
25T
CB09
15
+24
12
63
CB10
10
+24
12
47B
Back-Up Alarm and Lights
CB11
5
+24
12
91A
Powertrain Management Controller (PMC)
LOCATION: BATTERY BOX
LOCATION: CAB REAR WALL Quantum Engine Monitor
Hazard Light Control Brake Lights Transmission Cut Solenoid Signal Windshield Wiper Motor
CB12
5
+24
12
81
CB13
10
+24
12
25C2
Transmission Controller (ATC)
Suspension Controller (Optional)
CB14
10
+24
12
25C1
Transmission Controller (ATC)
CB15
5
+24
12
27A
CB16
5
+24
12
12H
Hoist Limit Solenoid Valves
CB17
10
+24
12
39J
Payload Meter Light Control
Quantum Engine Monitor
CB18
5
+24
12
39G
Payload Meter Lights
CB19
15
+24
12
47A
Deck Mounted Back-Up Lights
CB20
10
+24
12
68A
Automatic Lube System Timer
CB21
15
+12
12V
67P
Left Cab Window Motor
CB22
15
+12
12V
67R
Right Cab Window Motor
CB23
5
+12
12V
65
AM/FM Radio
CB24
10
+12
12V
67C
Cigar Lighter
CB25
5
+24
21
21S
Start Circuit Signal
CB26
5
+24
13
31
Electronic Display Panel (Instrument Panel)
CB27
5
+24
13
38
Message Display panel (MOM)
CB28
5
+24
13
13A
CB29
5
+24
12
12PC
SNET to DAD Interface Connector
Payload Meter Supply Power (PLM)
CB30
5
+24
12
67AS
Operator seat Air Pump
CB31
10
+24
12
52P
CB32
10
+24
11
42
Brake System Components Engine Service Lights
LOCATION: PASSENGER SEAT BASE RELAY BOARD RB1 CB13
15
+24
11T
11CL
CB14
15
+24
11
11Z
Turn Signal Light Control
15
+24
11T
41C
Dash Lights/Clearance Lights
CB15
Turn Signal Lights
RELAY BOARD RB4 CB20
-
-
712S
439
Not Used
CB21
15
+24
11
43
Steering Bleeddown Solenoid, Horn & Service Lights
-
-
712S
23F
CB22
Not Used
RELAY BOARD RB5 CB23
15
+24
11
11DL
Left Low Beam Headlight
CB24
15
+24
11
11DR
Right Low Beam Headlight
CB25
15
+24
11
11HL
Left High Beam Headlight
CB26
15
+24
11
11HR
Right High Beam Headlight
CB27
15
+24
11
11D
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08/04
Turn/Clearance Light Control
Electrical System Components
D3-5
FIGURE 3-2. PASSENGER SEAT BASE COMPARTMENT 1. Relay Board - RB5 2. Lateral Inclination Sensor 3. Relay Board - RB1 4. Auto-Lube System Timer 5. Relay Board - RB4
D3-6
6. Passenger Seat 7. Relay Board - RB6C 8. Compartment Service Lamp 9. Inclinometer Sensor 10. Hoist Control
Electrical System Components
08/04
D03023
RELAY BOARDS
Preliminary Checks
The truck is equipped with 6 relay boards to provide control in many of the electrical system circuits. Two types of relay boards are used; one type contains 4, interchangeable relays and a maximum of five circuit breakers. The other type is capable of supporting up to eight relays. The latter type does not contain circuit breakers.
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:
Relay Boards (With Circuit Breakers) Description This type circuit board is located under the passenger seat as shown in Figure 3-2. These components are designated as follows:
Check for a circuit breaker that is in the OFF position or a red (breaker open) light is on. If a circuit breaker is OFF, switch it ON. Check operation of component. If it trips again, check the wiring or component for defects that could be causing the circuit to be overloaded. The contacts inside the relay may not be closing, preventing an electrical connection. Swap relays and check again. Replace defective relays.
• Relay Board RB4 (5, Figure 3-2)
Check the wiring and all of the connections between the relay board and the component for an "open" circuit.
• Relay Board RB5 (1, Figure 3-2)
Defective component. Replace component.
• Relay Board RB1 (3, Figure 3-2)
Each relay board contains circuit breakers, which are interchangeable between the relay boards. DO NOT interchange or replace any circuit breaker with one of a different capacity other than specified for that circuit. Serious damage or fire may result if the wrong capacity circuit breaker is used.
Poor ground at the component. Repair the ground connection.
Each relay board is equipped with four green lights (9, Figure 3-3) and one red light (7). The 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, or if the relay coil has an "open" circuit. The red "breaker open" light (if illuminated) indicates that a circuit breaker (on that relay board) is in the OFF position. The red breaker open light will illuminate whenever there is a voltage difference across the two terminals of a circuit breaker. The function of the light at location 8, Figure 3-3, serves a different function on each relay board RB1, RB4, and RB5. This function can be determined by the label above the lamp.
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Electrical System Components
D3-7
Service 4. Line up tabs and install new relay.
To replace a relay: 1. Remove one screw (10, Figure 3-3) holding the crossbar in place and loosen the other screw. 2. Swing crossbar away.
5. Place crossbar in original position and install screw (10) removed in step 1. Tighten both screws.
3. Gently wiggle and pull upward to remove relay (11).
FIGURE 3-3. TYPICAL RELAY BOARD 1. Relay Board 2. Main Harness Connector 3. Screw 4. Circuit Breaker 5. Circuit Panel Card 6. Screw 7. Breaker Open Light (red) 8. *Bleed Down Light (green) 9. K1, K2, K3, K4 Lights (green) 10. Screw 11. Relay 12. Circuit Harness Connector 13. Circuit Harness Connector NOTE: * Bleed Down Light used on RB4 only.
D3-8
Electrical System Components
08/04
D03023
To replace a circuit panel card
To replace a circuit breaker:
DO NOT remove the small screws that hold the cover plate to the circuit panel. Replace circuit panel as a complete assembly. Always replace a circuit breaker with one of the same amperage capacity as the one being removed.
1. Place battery disconnect switch in the OFF position. Raise passenger seat base for access to relay boards. 2. Unplug all wiring harnesses from relay board. Remove four relay mounting screws and remove relay board from truck.
1. Place battery disconnect switch in the OFF position. Raise passenger seat base for access to relay boards. 2. Remove the two mounting screws (6, Figure 33) 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).
3. Remove four hold-down screws (3, Figure 3-3) (one in each corner) in circuit breaker cover plate and all circuit breaker screws. Remove cover plate from circuit breakers. 4. Remove nuts and star washer from back side of circuit board that holds the breaker in place. 5. Lift out circuit breaker. Retain flat washers that were between inner circuit breaker nut and relay board. 6. Install one nut and two flat washers to each pole on the circuit breaker. Nuts must be adjusted to the same height as on the other circuit breakers. This is necessary so when cover plate is installed, it will not press circuit breaker into, or pull up on, the circuit board. Install new circuit breaker of the same capacity rating as the one removed. 7. Install star washer and nut to circuit breaker poles (on the back side) and tighten nuts. 8. Install cover plate and all screws removed during disassembly.
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Electrical System Components
D3-9
Relay Board Description
Relay Board RB4
Note: Refer to the Circuit Breaker Chart, Table I. for a list of the circuit breakers and their function on each relay board. Table II lists the relays and their circuits on these boards.
Relay board (5, Figure 3-2) is located at the front of the inside wall of the passenger seat base compartment. The following components are installed:
Relay Board RB1 Relay board (3, Figure 3-2) is located at the rear, on the outside wall of the passenger seat base compartment. The following components are installed: 1 - Flasher Power Light (Green): > This light will be illuminated when the turn signals or hazard lights are activated.
1 - Steering Pressure Bleed Down Timer Module card. 1 - Bleed Down Light (Green) > This light is illuminated when the bleeddown solenoid is energized. The bleeddown timer will energize the solenoid for two to three minutes after the key switch is turned OFF. > K3 light will illuminate when the horn is activated.
> K1 light will illuminate during left turn signal operation.
2 - 5 amp circuit breakers (CB20, CB22 - not used)
> K2 light will illuminate during right turn signal operation.
4 - Relays
> K3 light will illuminate during clearance light operation. > K4 light will be flashing when the turn signals or hazard lights are in operation. NOTE: If circuit breakers (CB13 & CB15) are in the off position, no warning will be noticed until the clearance light switch is turned ON.
1 - 15 amp circuit breaker (CB21)
• (K1) (Not Used) • (K2) (Not Used) • Horn, Steering Bleed, Service Lights Relay (K3) • (K4) (Not Used)
Relay Board RB5
3 - 15 amp circuit breakers (CB13, CB14, CB15)
This relay board (1, Figure 3-2) is located at the front of the outer wall of the passenger seat base compartment. The following components are installed:
4 - Relays
1 - Light Display Module card
1 - Flasher Module card.
• Left Turn/Clearance Light Relay (K1)
1 - Lights Control Light (Green):
• Right Turn/Clearance Light Relay (K2) • Clearance Lights Relay (K3)
> This light is illuminated when 24 volts is being supplied to the battery terminal of the light switch.
• Flasher Relay (K4)
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)
D3-10
Electrical System Components
08/04
D03023
Relay Boards (Without Circuit Breakers) The following relay boards, as shown in Figure 3-4, contain a maximum of eight, single pole-double throw relays. Circuit breakers are not used on this type relay board. Additional circuits may be added by utilizing the empty relay sockets and terminals if available. To add an additional circuit with a relay, connect the wires as described below:
Relay coil control circuit is the "+" and "-" terminals: "+" terminal is for positive voltage. "-" terminal is for grounding of the control circuit. Either contact circuit can be switched "open" or "closed" as desired when the relay is activated. The terminals of the switched circuit from the relay contacts are labeled as follows: NC - Normally Closed COM - Common NO - Normally Open > "COM" terminal is for the voltage source (protected by a circuit breaker) coming into the relay which will supply the electrical power for the component being controlled. > "NC" terminal is connected (through the relay) to the "COM" terminal when the relay is not energized (when the control circuit terminals "+" & "-") are not activated). > "NO" terminal is connected (through the relay) to the "COM" terminal when the relay is energized (by the control circuits "+" & "-") being energized).
FIGURE 3-4. RELAY BOARD 1. Relay Board Assembly 2. Terminal Strips (TS1 - TS8) 3. Relays (K1 - K8)
The following relay boards of this type (Figure 3-4) are installed on the HD1500-5 truck: • RB6A (6, Figure 3-1) located on the rear, interior wall of the cab. • RB6B (7, Figure 3-1) located on the rear, interior wall of the cab. • RB6C (7, Figure 3-2) located on the rear of the inside wall of the passenger seat base.
Refer to Table II. for a list of the relays and circuits applicable to the above relay boards.
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08/04
Electrical System Components
D3-11
TABLE II. RELAY BOARD CIRCUITS RELAY
COIL CIRCUITS
CONTACT CIRCUITS NO
FUNCTION
+
-
COM.
NC
K1
45L
0
45LL
11F
11CL
K2
45R
0
45RL
11F
11CL
K3
41TS
0
11T
11
—
Clearance Lights
K4
11Z
0
11Z
11F
—
Turn Signal Flasher
RELAY BOARD RB1 Left Turn Signal & Clearance Lights Right Turn Signal & Clearance Lights
RELAY BOARD RB4 K1
—
—
—
—
—
K2
—
—
—
—
—
Not Used Not Used
K3
11
11H
43
64
—
Horn
K4
—
—
-
-
—
Not Used
-
—
—
43
51S
—
Steering Bleeddown Solid State Timer
RELAY BOARD RB5 K1
41
0
11DL
41LL
—
Left Low Beam Headlight
K2
41
0
11DR
41LB
—
Right Low Beam Headlight
K3
41H
0
11HL
41HL
—
Left High Beam Headlight
K4
41H
0
11HR
41HB
—
Right High Beam Headlight
K1
21S
25N
21S
21PT
—
PRELUB Timer Solenoid
K2
25T
25TC
25T
25P
—
Transmission Solenoid Power Supply
K3
52C1
0
52P
52C3
—
Front Brake Cooling Valve Solenoid
K4
25T
25N
0
—
25N
K5
52C2
0
52P
52C4
—
Rear Brake Cooling Valve Solenoid
K6
63L1
0
63
63L
—
Windshield Wiper Motor, Low Speed
K7
63H1
0
63
63H
—
Windshield Wiper Motor, High Speed
K8
52S5
0
52P
52S4
—
Front Brake Cut Solenoid Control
K1
44R1
0
44A
44
—
K2
39G
25N
39JA
39J
—
K3
39J
39A
39JA
-
39AA
K4
44R1
0
52BS
30
—
K5
39J
39B
39JA
-
39BA
K6
44B1
0
44A
44D
—
K7
47A
25R
47A
47
—
K8
39J
39C
39JA
—
39CA
K1
41C
0
31
-
49B
K2
63HB
0
43
64
—
Horns
K3
52P
52EP2
52S2
52S6
—
Front Brake Cutout Solenoid Valve
K4
28A1
0
68A
68C
—
Ether Start Solenoid
RELAY BOARD RB6A
Payload Meter, Neutral Signal
RELAY BOARD RB6B Retard Lights Payload Meter, Light Relays Payload Meter, Green Light Control Brake Signal (To ATC) Payload Meter, Amber Light Control Brake Light Backup Horn and Lights Payload Meter, Red Light Control
RELAY BOARD RB6C Dash Lights
K5
Not Used
K6
Not Used
K7
Not Used
K8
Not Used
D3-12
Electrical System Components
08/04
D03023
Truck Inclination Sensors
Lubrication System Timer
Two sensor devices, the lateral inclination sensor (2, Figure 3-2) and fore-aft inclinometer sensor (9) are located in the passenger seat base compartment.
Lubrication system timer (4, Figure 3-2) controls the lubrication cycle frequency for the automatic lubrication system.
Payload Meter Inclinometer Sensor
Lubrication frequency can be adjusted by removing the timer enclosure cover and selecting one of five different timing intervals available. System "on" time is automatically determined by the timer and is not adjustable.
The inclinometer is used by the Payload Meter System (PLM II) to sense whether the truck is on a level surface or tilted fore or aft. This sensor information is required by the system to calculate the truck payload correctly to account for weight transfer when not level.
Refer to Section M for additional automatic lubrication system details.
Refer to Section D for detailed information on the inclinometer and Payload Meter System. Lateral Inclination Sensor The lateral inclination sensor provides information to the transmission controller which provides a warning signal to illuminate the lateral slope warning lamp on the instrument panel left pod. If the truck is operating on a slope and the lateral slope angle exceeds 15 degrees, the operator is warned by the above lamp, the central warning lamp, and warning buzzer. This sensor contains two, normally closed contacts. If the truck's lateral inclination exceeds 15 degrees to the left, one set of contacts opens to provide the warning signal to the transmission controller. If the truck is inclined more than 15 degrees to the right, the other set of contacts will open to provide the warning signal. Refer to PMC System for additional information on this sensor and its circuitry.
D03023
08/04
Electrical System Components
D3-13
ACCELERATOR PEDAL Operation Electronic accelerator pedal (Figure 3-6) indirectly controls engine speed through the PMC system, providing several inputs as described below. When the PMC receives all of the following inputs for throttle control, it processes them, and then provides an output signal to the engine controller. The engine controller then sets engine speed, accordingly.
• Accelerator Pedal Signal (APS): This throttle signal is varied as the accelerator pedal is depressed. As pedal travel increases, the output voltage signal increases, and engine rpm increases. • Idle Validation Signals (IVS): The two idle validation switches in the accelerator pedal provide two digital signals to the PMC, and to Quantum, simultaneously to indicate whether the accelerator pedal is depressed or released. Refer to Figure 3-7 for a simplified schematic. These signals are also used by the PMC to determine if a loss of voltage has occured in the throttle pedal. If the PMC detects a throttle voltage failure, it sends a fault code to "MOM" and S-NET to inform the operator of the problem. If a loss of throttle signal occurs and the accelerator pedal is depressed, the PMC sends a 202 Hz signal to the Quantum system to maintain engine speed at 1000 rpm.
If a signal loss occurs and the accelerator pedal is released, the PMC sends a 150 Hz signal to Quantum to maintain engine speed at 650 rpm. If the loss of throttle signal occurs between the PMC and the Quantum control system, Quantum will control engine speed as described above. Auto-Idle Setting System (AISS): When the accelerator pedal is not depressed, the PMC sends two types of throttle signals to Quantum as low idle speed: low-low idle and high-low idle. Engine speed is then determined based upon coolant temperature, parking brake status, rear brake status, and AISS switch status. NOTE: Low-low idle is the basic low idle; 650 rpm. High-low idle is an intermediate speed; 1000 rpm. High-low idle is used for quick warm-up of the engine when coolant temperature is low, and also is used for good acceleration from standstill.
FIGURE 3-5. ELECTRONIC ACCELERATOR PEDAL
D3-14
Electrical System Components
08/04
D03023
FIGURE 3-6. IVS CIRCUITS (SIMPLIFIED)
• Throttle modification signal (sent from the transmission controller to the PMC): This is a frequency signal, varying from 150 - 400 Hz, from the transmission controller that requests the PMC to reduce the throttle signal to Quantum if the range selector is moved from NEUTRAL to DRIVE when engine speed is greater than 1500 rpm. NOTE: If the operator attempts to shift from NEUTRAL to REVERSE, engine speed must be below 1400 rpm.
• Throttle modification signal (sent from RCM): This is a Pulse Width Modulation (PWM) type signal between 0 and 100%. The RCM also requests the PMC to reduce engine speed if the RCM detects wheel slip. The RCM requests the PMC to reduce engine speed until traction is restored.
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08/04
AISS Operation When the AISS switch is in the OFF position and coolant temperature is 30°C (47° F) or less, the PMC selects high-low idle (1000 rpm) regardless of other conditions. When coolant temperature is warmed, high-low idle is returned to low-low idle (650 rpm) automatically. When the AISS switch is in the OFF position and both the parking brake and rear brakes are released, the PMC selects high-low idle regardless of other conditions. When either of these brakes is applied, high-low idle is returned to low-low idle automatically. When the AISS switch is in the ON position, the PMC selects low-low idle regardless of other conditions. This mode is available when the truck must be moved slowly (in the shop area) even if coolant temperature is low.
Electrical System Components
D3-15
FIGURE 3-7. ACCEL PEDAL SIGNAL GRAPH
D3-16
Electrical System Components
08/04
D03023
Throttle Pedal Malfunction
ACCELERATOR PEDAL CHECKS
The throttle pedal is designed to allow truck operation in the event of a throttle signal failure. The idle validation switches are wired in parallel with the PMC and the engine controller to provide backup for a missing APS signal. The following scenarios explain the backup capability of the IVS.
To check for proper pedal sensor operation, disconnect each connector from the mating harness as shown in Figure 3-6. Connect a 5 volt power supply to the supply pin and a ground to the ground pin and check the voltage on the signal pin during pedal operation. Refer to the specifications below. If the voltages are not within the specified ranges, the sensor is faulty and must be replaced.
• Accelerator Pedal Signal (APS): The signal from the accelerator pedal to the PMC is a voltage level control on a single conductor. If the signal is missing or out of range, the PMC detects a problem and invokes the usage of the IVS switches to tell the engine if the pedal is depressed or released. The engine then calls for an idle speed of 650 rpm/pedal released or 1400 rpm/pedal depressed. NOTE: The engine has no detection awareness of the failure between the pedal and the PMC, leaving the fault detection responsibility to the PMC. • FM signal lines: The FM signals from the PMC to the engine controller are frequency controlled oscillation voltages on two wires between the two controllers. If these signals are missing or out of range, the engine controller detects a problem and invokes the usage of the IVS switches to tell the engine if the pedal is depressed or released. The engine controller then calls for an idle speed of 650 rpm/pedal released or 1400 rpm/pedal depressed. • IVS switches: Two IVS switches provide digital signals of high (0.6 - 5.0 V) or low (0.0 - 0.5 V) each on its own circuit. Each circuit is wired in parallel with the PMC and the engine controller. When the pedal is depressed, the normally open contacts will close on one switch, and the normally closed contacts on the other switch will open. When this change occurs, the signal voltages change from high to low and vice versa.
Connector 028 - APS Signal To ATC Supply voltage . . . . . . . . . . . . . . . .5 ± 0.01 Volts DC Output, closed throttle . . . . . . . . . .3.65 to 4.05 Volts Output, open throttle. . . . . . . . . . . .1.00 to 1.40 Volts
Connector 030 - APS Signal To PMC Supply voltage . . . . . . . . . . . . . . . .5 ± 0.01 Volts DC Output, closed throttle . . . . . . . . . .0.43 to 0.47 Volts Output, open throttle. . . . . . . . . . . .3.77 to 3.81 Volts
Refer to PMC System Troubleshooting for pedal sensor checks.
Idle Validation Switch Continuity Check Connector 029 - Idle Validation Switches Connect an ohmmeter to pins A and B. Check the resistance with the pedal released, and with the pedal depressed. A low resistance should be present in one pedal position, and an out of limits resistance in the other pedal position. Repeat this check across pins A and C.
If the PMC or the engine controller detects improper status of the switches for a given primary pedal sensor voltage (APS circuit), the engine controller will only allow engine operation at 650 rpm idle speed, while the key is ON. The MOM will report a fault notifying the operator of this condition.
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08/04
Electrical System Components
D3-17
24V COMPONENTS (Outside Cab) Battery Box Battery box (1, Figure 3-6), located on the right deck, houses the four 220 amp hour, 12 volt heavy duty batteries (2). The following components are located on the outside of the enclosure; disconnect switch, circuit breakers, power relays, and battery equalizer.
Ground Level Shutdown Switch The ground level shutdown switch, mounted at the base of the left access ladder, is connected in series with the battery disconnect switch and removes battery power from the key switch when opened. Control Power Relays
All components except the disconnect switch are located under a protective cover.
Power relays are energized and connect the 12 volt (8) and 24 volt (9) battery circuits to truck electrical circuits when the key switch is in the RUN position.
Battery Disconnect Switch
Circuit Breakers
Battery disconnect (4, Figure 3-6) removes battery power from all truck power circuits when the switch is open. The switch is for use during maintenance and repair procedures requiring removal of power from the electrical circuits without the need to remove battery cables.
50 amp circuit breakers protect the 12 volt (6) and 24 volt (5) power circuits between the batteries and the power bus bars located in the truck cab. Level Sensor The level sensor (3) signals the PMC to turn on the maintenance monitor lamp if the battery electrolyte level is low.
FIGURE 3-8. BATTERY BOX AND EXTERNAL COMPONENTS 1. Battery Enclosure 2. Batteries 3. Level Sensor
D3-18
4. Battery Disconnect Switch 5. Circuit Breaker (24 Volt) 6. Circuit Breaker (12 Volt)
Electrical System Components
7. Battery Equalizer 8. Power Relay (12 Volt) 9. Power Relay (24 Volt)
08/04
D03023
Battery Equalizer
Test
The majority of circuits on the truck operate on 24 VDC. Several components require 12 VDC for operation which requires tapping into the circuit between two of the 12 volt batteries wired in series. The entire battery package is recharged by the 24 volt alternator. To insure all the batteries are discharged and recharged equally, a battery equalizer (7, Figure 3-6) is utilized. The battery equalizer balances the charge and discharge rates of all four batteries.
If the batteries are not being charged equally or other problems are apparent, perform the following tests:
A circuit breaker mounted on the battery equalizer, near the hookup terminals protects its internal circuitry. If the breaker opens, the cause must be determined and corrected and the breaker reset to restore normal operation.
1. Check the circuit breaker on the end of the enclosure to see if it has opened. If so, press the button to reset. 2. Measure the voltage of each individual battery. Each should measure approximately 12 volts. If not, check voltages below: a. Measure the voltage between the 24 volt terminal and ground terminal on the battery equalizer and record. b. Measure the voltage between the 12 volt terminal and ground terminal on the battery equalizer and record. 3. If the difference between the two voltage readings in the previous step exceeds 0.75 volts, the battery equalizer should be replaced.
When removing the battery equalizer, remove the ground connection first, then the 12 and 24 volt positive cables. When installing the battery equalizer, Install the 12 and 24 volt cables first. Attach the ground cable last.
D03023
08/04
Electrical System Components
D3-19
Body Position Sensor Switches
Body-Up Switch Adjustment
Two magnetically activated proximity switches sense the position of the truck dump body. The body-up switch (5, Figure 3-7) is located inside the left frame rail, forward of the body pivot structure. This switch provides a "body seated" signal to the transmission controller when the body is resting on the frame. When the body is raised above the frame rail (magnetic field removed from the switch sensing area), the switch sends a "body float" signal to the transmission controller. A warning lamp on the instrument panel left pod illuminates to inform the operator.
Figure 3-7 shows two views of the body-up switch (5) and the magnet used to activate the switch.
NOTE: The body float lamp will also illuminate if the hoist control is not in the FLOAT position or if there is an open circuit between the switch and the transmission controller.
3. Slide the proximity switch in or until dimension "X" is 15 mm (0.59 in). Tighten capscrews (6) and recheck vertical adjustment. If necessary, readjust and tighten capscrews (3).
Body limit switch (9) is located on the left frame rail just behind the pivot. The body limit switch sends a signal to the hoist limit solenoid (in the hydraulic cabinet), which activates and blocks oil flow from the hoist pilot valve to the hoist valve. The “power up” oil supply is blocked to prevent full hoist cylinder extension, and possible damage to the cylinders. Proper switch adjustment insures the hoist cylinder travel stops slightly before full extension.
If switch adjustment is necessary, follow the procedure below: 1. With the body resting completely on the frame, loosen the switch mounting capscrews (6) and/ or the magnet adjustment capscrews (3). 2. Position the magnet until the lower edge aligns with the upper edge of the proximity switch (5) as shown in view A-A.
Hoist Limit Switch Adjustment Prior to adjustment, the body must be raised to maximum hoist cylinder extension and supported. 1. With the body fully raised, loosen the proximity switch (9) adjustment capscrews (8) and slide the switch up or down to position the top of the switch in alignment with the lower edge of the magnet (10). Tighten capscrews when adjusted properly. 2. If necessary, loosen the capscrews securing the proximity switch to the mounting bracket and slide the switch in or out until dimension "Y" is 45 mm (1.77 in). Tighten the capscrews after adjusting. 3. Lower body onto frame. 4. Check operation to verify hoist cylinders extend and stop before reaching maximum cylinder stroke.
D3-20
Electrical System Components
08/04
D03023
FIGURE 3-9. BODY-UP AND HOIST LIMIT SWITCHES 1. Body - Raised Position 2. Body - Resting on Frame 3. Magnet Adjustment Capscrews 4. Magnet 5. Proximity Switch (Body-Up)
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08/04
6. Switch Mounting Capscrews 7. Mounting Bracket (On Frame) 8. Switch Mounting Capscrews 9. Proximity Switch (Body Limit) 10. Magnet (Body Limit Switch)
Electrical System Components
D3-21
Speed Sensors
Sensor Adjustment
A speed sensor (Figure 3-8), located in the brake assembly at each wheel provides individual wheel speed signals to the Retard and Control Monitor (RCM) for use in determining truck speed and to monitor wheel slip.
Note: Sensor adjustment must be performed before the tires and rims are installed.
The sensors are mounted in a tapped hole in the brake hub and adjusted to provide a slight gap between the tip of the sensor and gear teeth machined around the periphery of the seal carrier.
2. Rotate the seal carrier until a gear tooth is aligned with the center of the sensor mounting hole.
Each sensor is supplied with +18 volts through pin A. Pin B is common (-) and grounded to the sensor shell. Pin C provides the signal out. No maintenance is required under normal operation. However, if brake repairs are performed, it will be necessary to adjust the sensor after brake rebuild.
1. If the sensor is already installed, loosen the locknut (2, Figure 3-9) and remove the sensor from the tapped mounting hole.
3. Carefully thread the sensor into the hole until the tip contacts the gear tooth. 4. Back out the sensor 5/8 turn (counterclockwise). Continue to rotate until flats on sensor housing are perpendicular to the direction of rotation of the gear teeth as shown in Figure 39. (DO NOT back out more than 1/2 turn.) 5. Tighten the locknut. 6. Install a protective cap on sensor connector end (3, Figure 3-8) to protect connector until the connector harness is installed.
FIGURE 3-10. SPEED SENSOR ASSEMBLY 1. Sensor Body 2. Lock Nut
3. Connector End
FIGURE 3-11. SPEED SENSOR ADJUSTMENT 1. Speed Sensor 2. Lock Nut
D3-22
Electrical System Components
3. Brake Assembly
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24V/240 AMP ALTERNATOR TEST AND REBUILD If battery charging problems are encountered, the technician should perform the preliminary checks and on-truck tests described previously in this section of the manual before the alternator is removed for rebuild or repair. The following procedures describe methods for bench testing the alternator and disassembly/assembly instructions to rebuild the unit if necessary.
BENCH TEST Results of the 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 Required: Test Bench, with 15 - 20 Hp motor set up to drive alternator to 7000 RPM. Voltmeter, 0 - 40 Volt Range Ammeter, 0 - 400 Amp Range
Mount alternator on test bench according to the bench manufacturer's instructions. Refer to Figure 310 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 I below.
TABLE I. N0-LOAD TEST AMPS
VOLTS
DIAGNOSIS
HIGH
LOW
Test bench battery is discharged (or defective). Allow to charge or replace.
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
HIGH
Stop test. Regulator and/or field coil should be replaced. (Go to Static Tests.)
LOW
LOW
Alternator and/or regulator must be repaired or replaced. Go to Test 3.
LOW
NORMAL Regulator OK. Go to Test 2.
LOW FIGURE 3-12. TEST METER HOOKUP
HIGH
Stop test. Bench malfunction or wiring error.
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
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TEST 2 - Full Load Test
STATIC TESTS
With load set to rated output (nameplate) ± 10%, run alternator at 5000 rpm. Refer to Table 10-6.
Static tests are performed on the partially disassembled alternator to confirm component failure indicated by on-vehicle test or bench tests.
TABLE II. FULL-LOAD TEST AMPS
VOLTS
DIAGNOSIS
LOW
Test bench battery is discharged (or defective). Allow to charge or replace.
HIGH HIGH
NORMAL Charging system OK.
HIGH
HIGH
Stop test. Regulator and/or field coil should be replaced. (Go to Static Tests.)
LOW
LOW
Alternator and/or regulator must be repaired or replaced. Go to Test 3.
LOW
NORMAL Increase load.
LOW
HIGH
Stop test. Bench malfunction or wiring error.
Equipment: •
Ohmmeter, Simpson 260 or equivalent
•
Regulator Tester, or Ohmmeter
•
Diode Tester or Ohmmeter
Remove control box cover and drive pulley. Disconnect regulator from control unit. Remove cover plate. Disconnect all phase leads attached to the front housing ("P1" through "P6" in Figure 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):
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 III below.
NOTE: Terminal locations differ on SAE and metripack connectors. •
Wire 1 to "Field Coil (-)"
•
Wire 2 to "Ground"
•
Wire 3 to "Field Coil (+)" or "B+"
•
Wire 4 to "Ignition" or "B+"
Refer to regulator tester manufacturer's instructions for test procedure. Limit terminal connection to a few seconds to protect charging system from excessive voltage. TABLE III. REGULATOR BYPASS TEST CONNECT
DISCONNECT
Amps Rise
Amps Fall
No Change
No Change
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.
Note: Before replacing regulator, check continuity of energize circuit (refer to Static Tests, Test 5).
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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.
Electrical System Components
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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).
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).
FIGURE 3-13. CONTROL UNIT WIRING 1. Ignition (E), Harness Lead #4 2. Relay (R), Lead 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 8. Battery Positive Post 9. "E" terminal 10. "R" Terminal TEST 2 - Check Function Of Clamping Diode
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.
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.
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Electrical System Components
D3-25
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. TABLE IV CONTROL BOX CONTINUITY CHECKS OHMETER SCALE
CONTROL TERMINAL BOX STRIP EXTERNAL CONNECTION CONNECTION (Figure 10-5)
READING
x 10K
F-
GND* (B-)
VERY HIGH
x1
F-
(F-) PIN
ZERO
x1
F+
(F+) TERMINAL
ZERO
*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).
FIGURE 3-14. 1. Positive Diode Studs
2. “S” Phase Terminal
TEST 6 - Diode Heat Sink Tests Check to make sure that all phase leads are disconnected from the heat sink (refer to Figure 10-10). 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.
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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. 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.
Electrical System Components
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TEST 8 - Check Negative Diodes
Stator Tests
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.
NOTE: The front stator related Phase leads are "P1", "P2", & "P3"; The rear stator phase leads are "P4", "P5", & "P6"
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.
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").
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). TEST 9 - Check Front & Rear Stator
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.
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Electrical System Components
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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. Refer to Figure 3-16 for exploded view of individual parts. Unless otherwise specified, parts shown in parentheses refer to Figure 3-16. 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.
FIGURE 3-16.
Regulator Removal 1. Disconnect regulator from alternator harness. 2. Remove mounting hardware from regulator mounting feet (Figure 3-15). 3. Remove regulator.
FIGURE 3-15.
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 loosen pulley nut (Figure 10-13). 2. Remove pulley nut and hardened washer. 3. With a gear puller remove the pulley from the shaft.
FIGURE 3-17.
4. Remove woodruff key from shaft. 5. Remove pulley bushing from shaft.
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Electrical System Components
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FIGURE 3-18. EXPLODED 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 Cover
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10. Screw 11. Control Unit 12. Screw 13. Rotor 14. Shaft & Core 15. B+ Stud 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
Electrical System Components
28. End Housing 29. Nut 30. O-Ring 31. Retainer Ring 32. Cooling Fan 33. Hardened Washer 34. Locknut 35. Screw 36. Fan Guard
D3-29
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 3-17).
FIGURE 3-21. 1. Machine Screws
2a.Use three 10-32 UNF x 2" long machine screws as jacks in the three threaded holes of rotor end plate (Figure 3-19). Pull rotor off of core gradually by working screws against core in sequence. If rotor resists movement, see alternate method below.
FIGURE 3-19.
Alternate Method Rear Rotor Removal 1. Remove six flanged locknuts from core studs or six self tapping screws (1, Figure 3-18). 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 3-20.
2. The loose fit rear bearing is retained on the shaft and core assembly and can be removed with a pulley puller.
1. Self Tapping Screws
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Electrical System Components
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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 3-20 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 3-20 B). 5. Remove front housing cover plate. 6. Remove the six nuts holding phase leads (black wires) to diode studs (Figure 3-20 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.
FIGURE 3-22. 1. Cover 2. Field Leads (white wires)
3. Front Cover Screw
10. Support front housing on wood blocks. Using a press, press shaft through front housing bearing.
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Electrical System Components
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Control Unit (These instructions may be used with control unit assemblies having SAE or Metri-Pak connector.) Refer to Figures 3-21 and -22 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.
FIGURE 3-23. 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
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 3-24. 1. Cover Screws (TOP)
2. Control Unit Screw
Do not cut "B+" lead at terminal block. "B+" lead does not have slack. 9. Discard the old face plate assembly with regulator connector harness assembly.
11. Inspect leads from field coil and rectifier assembly for chaffing, and repair as necessary.
10. Clean old RTV from the top and the face of control unit area of the housing.
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Electrical System Components
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Front Bearing Removal 1. Remove retaining ring (1, Figure 3-16) from front outer side of front housing. 2. Remove retaining ring (5) from rear inner side of front housing. 3. Support front housing on blocks and with a press, remove front bearing (6) from front housing. Use Tool BF4818 (Figure 3-31). Front Rotor Removal 1. Remove six flanged locknuts from core studs or six self tapping screws (1, Figure 3-23).
FIGURE 3-26. 1. Jack Screws
FIGURE 3-25. 1. Flanged Locknuts or Screws 2a.Use three 10-32 UNF x 2" long machine screws (1, Figure (Figure 3-24) as Jacks in the three threaded holes of rotor end plate. 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.
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Electrical System Components
D3-33
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 3-28.
FIGURE 3-27. 1. Bobbin Removal Tool (BF4820)
2. Stator & Shell Assembly
2. Remove the screws attaching field coil bobbin to stator tabs. 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. 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 3-26). 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.
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Electrical System Components
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ASSEMBLY- ALTERNATOR Field Coil Assembly 1. Lay stator and shell assembly on its side, phase leads to the left (Figure 3-27). 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 3-30.
FIGURE 3-29.
1. Field Coil Bobbin Ear 1. Field Leads
2. Remove or insert field coil from this end.
3. As field coil is inserted into stator and shell assembly thread the field leads through the proper openings between the front stator windings. 4. Seat field coil bobbin ears over stator tabs (Figure 3-28) 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 3-29). 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.
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FIGURE 3-31. FIELD COIL/STATOR SCREW INSTALLATION
Electrical System Components
D3-35
Front Rotor Assembly
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 3-30). 3. Coat outer race of front bearing (4) with thin coat of loctite.
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 3-32). 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.
FIGURE 3-32. 1. Retaining Ring (Tapered) 2. Front Housing
3. Retaining Ring (Flat, both sides) 4. Bearing - Outer Race
4. Using tool BF4818 (1, Figure 3-31) and a press, press front bearing into front housing until bearing seats against retaining ring. Outer ring will be installed after housing is placed on shaft.
FIGURE 3-34. 1. Shaft 2. Stud
3. Slot
FIGURE 3-33. 1. Tool (BF4818)
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Electrical System Components
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Front Housing - Rotor, Shaft & Core Assembly Note: When replacing shaft and core assembly, (using ring seal) refer to Figure 3-33 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 3-30).
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 3-34). 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. 3. Make sure that shell and front housing are seated together completely. 4. Fasten front housing to shell by installing nine flanged locknuts on shell studs (apply Loctite to studs before installing locknuts). Torque flanged locknuts to 18 in. lbs. (2.0 Nm) maximum.
FIGURE 3-35. 1. Arbor Press
2. Tool (BF4810)
FIGURE 3-36. 1. Mounting Foot 2. Phase Leads
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Electrical System Components
3. Field Leads 4. Drain Holes
D3-37
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 3-35, Figure 108). Note: Do not allow sleeving on leads to slide down leads; phase terminal without sleeves can short to front housing.
1. Field Leads
FIGURE 3-38. 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 3-36. If insulator or washer were lost during disassembly, replace before attaching phase lead.
FIGURE 3-37. 1. Field Leads
2. Phase Leads
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).
D3-38
Electrical System Components
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Control Unit Assembly Replacement Refer to Figures 3-37 and 3-38 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). 7. Position the insulating sleeving over wire terminals prior to attaching ring terminals to "E" & "R" (or phase terminals) studs.
FIGURE 3-37. 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.
NOTE: Assembly sequence for "E" & "R" terminal (or phase terminals) is: insulator-flatwasher-terminal-nut. 8. Position the control unit-face plate and attach the regulator harness lead "4" to "E" terminal on the face plate. 9. Attach the alternator phase lead to "R" terminal (or phase terminals) on the face plate. 10. Use RTV #732 on the face of the housing. Use Loctite in mounting screw holes for the face plate. 11. Install the face plate onto the housing while 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.
FIGURE 3-39. 1.Cover Screws (TOP) 2. Control Unit Screw NOTE: Tighten nine screws to 20 in.lbs. (2 Nm) torque.
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Electrical System Components
D3-39
13. Position "B+" buss leads from rectifier so that the leads will not contact inside ends of "E" or "R" terminals (or phase terminals). 14. Attach leads from the field coil to the terminal block at "F" and "B+" positions. 15. Use RTV #732 to reseal the housing where the field coil leads enter the housing. 16. Use RTV #3140 on inner ends of "R" (or phase terminals) and "E" terminals, on the terminal block, and all exposed wires on inner end of "B+" stud to prevent corrosion. 17. Apply RTV #732 on the top of the housing. 18. Use five screws (coat with Loctite) to attach control box cover to control box. Tighten screws to 20 in. lbs. (2.2 Nm) torque.
Rear Rotor Assembly
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 340). 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.
1. Place rotor assembly on shaft and core assembly inside stator, field coil and shell assembly (Figure 3-38).
FIGURE 3-41. 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:
FIGURE 3-40. 1. Studs or Screws
Fan Replacement (Fan with Ring Seal) 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).
D3-40
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.
Electrical System Components
08/04
D03023
Installation Of New Fan On Old Assembly (Figure 3-31).
4. Install cover plate on front housing with six screws.
Remove the ring seal from the new fan, if present.Install the new fan onto the shaft and slide into position. Place fan nut and washer onto the shaft and tighten to 55 ft.lbs (75 N.m).
FIGURE 3-42. 1. Bearing Seal 2. Bearing 3. Ring Seal Groove
4. Fan Guard Screws 5. Fan Mounting Hardware FIGURE 3-44. 1. Insertion Tool (BF4821) placed here.
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 3-42) 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 3-43. 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.
D03023
08/04
Electrical System Components
D3-41
Regulator Assembly
Rear Bearing Assembly 1. Assembly alternator, including end housing, but leave out rear bearing and fan. Make sure mounting feet are aligned.Install front pulley bushing on shaft. 2. There are two types of rear bearing systems used: press fit and loose fit. Press Fit Bearings
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 3-44). Torque screw to 32 in. lbs. (3.6 N.m) maximum. 3. Connect regulator to regulator harness from control unit.
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 3-43). Use caution when bearing outer race begins to enter end housing bore because misalignment at this point can damage housing.
FIGURE 3-46.
FIGURE 3-45. 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.
D3-42
Electrical System Components
08/04
D03023
Pulley Assembly
Fan Assembly 1. Place fan assembly on shaft (Figure 3-45). Note: If fan hub has ring seals and carrier as ring seal must compress ring enters housing.
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 3-46). 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 3-47. When repairing units manufactured before June 1994, the ring seal and contact seal must be removed before installing the fan (Refer to Figure 3-41). 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 3-46). 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.
D03023
08/04
Electrical System Components
FIGURE 3-48.
D3-43
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 10-47) 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 10-48) 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".
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.
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.
D3-44
Electrical System Components
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D03023
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 3-47) 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.
FIGURE 3-49. 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
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.
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Electrical System Components
D3-45
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.
FIGURE 3-50. 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
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.
D3-46
Electrical System Components
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D03023
MISCELLANEOUS FASTENER TORQUE VALUES FASTENER DESCRIPTION
TORQUE SPECIFICATIONS SAE
METRIC
Pulley Nut
120 ft. lbs
163 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw
20 in. lbs.
2 Nm
Phase Terminal Screw
20 in. lbs.
2 Nm
Ground Bolt
11 ft. lbs.
15 Nm
Front & Rear Housing Hold Down Nut
18 in. lbs.
2 Nm
Tension Adjust Bolt
18 ft. lbs.
24 Nm
Rotor Hold Down Screws
45 ft. lbs.
61 Nm
Output Lead Bolt
11 ft. lbs.
15 Nm
Output Nut
20 - 22 ft. lbs.
27 - 30 Nm
Energize Terminal Nut
60 - 70 in. lbs.
7 - 8 Nm
Regulator Hold Down Screw (for taptite screws)
32 in. lbs. 45 in. lbs.
4 Nm 5 Nm
Fan Nut
50 ft. lbs.
68 Nm
Field Coil Screw
9 in. lbs.
1 Nm
D03023
08/04
Electrical System Components
D3-47
NOTES
D3-48
Electrical System Components
08/04
D03023
SECTION D22 POWERTRAIN MANAGEMENT CONTROL SYSTEM INDEX
POWERTRAIN MANAGEMENT CONTROL™ SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Engine (Cummins QSK45) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Transmission Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Retard Control and Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Powertrain Management Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Electronic Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Message for Operator and Maintenance Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Suspension Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Data Acquisition Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3 Cummins Quantum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-4 Cummins CENSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-4 PMC SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 Preliminary Troubleshooting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 Indication Of A Fault Occurrence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 Action Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 EMERGENCY TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-8 PMC SYSTEM FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-10
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D22-1
NOTES
D22-2
PMC System
12/01 D22002
POWERTRAIN MANAGEMENT CONTROL™ SYSTEM System Description
Electronic Display Panel
The Komatsu truck utilizes advanced electronic control and monitoring systems for all critical machine functions. Individual monitoring systems are integrated into one; the Komatsu Powertrain Management Control™ System.
Operator information relative to truck operation, for example; engine speed, vehicle speed, transmission gear position etc., is indicated in the Electronic Display Panel (referred to as EDP or EDM).
Engine (Cummins QSK45) The engine is controlled by Cummins Quantum and monitored by Cummins CENSE. Quantum receives throttle commands and controls engine speed through the Cummins PT fuel system. CENSE monitors engine condition and records information regarding engine operation, enabling service technicians to obtain quick diagnostic information on potential problems. Transmission
Payload Meter The Payload Meter (PLM), made by Komatsu, shows real-time payload calculated from suspension cylinder pressure and records information for production management, including payload. Message for Operator and Maintenance Display
A fully automatic, Komatsu TORQFLOW® transmission, with a lock-up torque converter is electronically controlled and monitored by the transmission controller. Transmission Controller The Automatic Transmission Controller (ATC) controls the transmission shift schedule to achieve a smooth shift change and eliminates loss of torque at shift change using electronic modulation control for both the transmission and torque converter. The transmission controller extends transmission clutch life by controlling clutch engaging pressure due to the thermal load of each clutch. Retard Control and Monitor A fully hydraulic retarder system is controlled and monitored by a Retard Control and Monitor (RCM). Powertrain Management Controller
The Message for Operation and Maintenance (MOM), made by Komatsu, is a liquid crystal display with several touch-switches on its surface. The "MOM" ordinarily informs the operator of production management information, such as payload, or the occurrence of a fault and can be used as an onboard service tool whose functions can be used in conjunction with "DAD" described below. The above controllers are standard equipment. The following are optional: Suspension Controller The hydro-pneumatic suspension is controlled and monitored by an optional Suspension Controller (referred to as ASC or SSP). The damping forces of the front suspensions are changed automatically when the truck is loaded or empty by the suspension controller to provide an excellent ride. Data Acquisition Device
The Komatsu Powertrain Management Controller (PMC), made by Komatsu, plays a part of managing the above controllers by mediating the throttle or brake modification command. The PMC can send operational data logged in each controller, upon receiving the commands from a loader or shovel, or the mine office through wireless.
D22002 12/01
If a fault occurs in one of the components or electronic system, the Electronic Display Panel turns on an appropriate caution lamp and a buzzer and indicates the action code to provide instructions for the operator to follow for correcting the problem.
The Data Acquisition Device (DAD), is a personal computer operating under Windows ver. 3.1 or later and is used as an off-board service tool. Service personnel can download large amounts of data, such as trend or working history information. The integrated vehicle management system, including all controllers described above is referred to as the PMC system (See Figure 22-1). This system is designed for expanded and improved control of the truck, and system monitoring for easier diagnostics and production management.
PMC System
D22-3
The PMC system: • Controls the throttle by commands; from the accelerator pedal to the PMC for basic operation, from the T/M controller to the PMC, to modify the throttle in abnormal use, from RCM to PMC. Also to modify the throttle during tire slip, and the features achieved by PMC itself, such as idle validation, Auto-Idle Setting System (AISS), cruise control, and an electronic vehicle speed limiter. • Controls the retarder by commands; from the retard lever to RCM, for basic operation, from T/ M controller to RCM through PMC, to modify in abnormal use or engine overrun, and from PMC to RCM, to modify the features achieved by PMC itself, such as auto retarder control. Also, to control transmission gear change in addition to the T/M controller by a signal from PMC to T/M controller, that is a command not to shift change. (This feature will be available in the near future.) • Collects real-time data, cumulative data, fault data, etc. in each controller and displays them in "MOM" or "DAD" providing information for the operator and/or service personnel. • Logs the data in each controller to simplify diagnostics, and transmits the data to the mine office, dispatcher, etc. for monitoring truck performance and production statistics.
FIGURE 22-1. PMC SYSTEM DIAGRAM
Cummins Quantum Quantum is an engine controller provided by Cummins. Quantum controls engine speed according to the frequency of the throttle signal from PMC. If a loss of throttle signal occurs, Quantum warns the operator by turning the Quantum caution lamp on, and controls the two step idle speed according to the idle validation signals sent directly from the accelerator pedal.
Cummins CENSE CENSE is a device for monitoring engine condition. CENSE monitors various data such as temperature, pressure, etc. and sends a fault code to PMC when CENSE determines that some input data is out of normal range. Refer to Cummins publications for additional information regarding electronic engine controls.
D22-4
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12/01 D22002
PMC SYSTEM TROUBLESHOOTING
Fault History
Preliminary Troubleshooting Procedures The chart on the following pages describes observations to be made concerning the Electronic Display Panel, warning and caution lamps, and applicable controller displays during various operating conditions when the truck is operating normally. If a problem occurs, this information can be referenced to determine the general area of the fault(s).
Further information concerning the first fault occurrence, number of occurrences etc. is available to the technician by accessing the fault history data using "MOM" or "DAD". The fault history of the following controllers can be accessed through "MOM" or "DAD". • Transmission Controller • RCM
Emergency Operation
• PMC
When a problem occurs, it may be necessary to use special methods of operation to enable the truck to return to the shop for repairs.
• Electronic Display Panel
Refer to Emergency Truck Operation to make a preliminary diagnosis of the problem and determine what procedures may be available to allow limited operation to return the truck to the shop. Indication Of A Fault Occurrence If a controller detects a fault in the PMC system, the technician can trace the problem by the following: • The Electronic Display Panel shows the action code of all faults that any controller in the PMC system detects. • "MOM" shows the fault code, its description, and action code of all faults that any controller in the PMC system detects. • The transmission controller, PMC, and Suspension Controller display the fault in the LED display on each controller. Action Codes The first indication of a system problem will be displayed by the Electronic Display Panel, notifying the operator a problem has occurred and provides instructions (action codes) for further truck operation, depending on how serious the problem is. The seven possible action codes and messages related to the action codes are listed below: 01 : NOTIFY MAINTENANCE AT SHIFT CHANGE 02 : NOTIFY MAINTENANCE RIGHT NOW 03 : REDUCE ENGINE SPEED/ MACHINE SPEED 04 : STOP SAFELY NOW / SHUT OFF ENGINE
• Suspension Controller NOTE: Fault history data for the Cummins Quantum, CENSE and PLM are not available through "MOM" and "DAD". Refer to the appropriate Cummins publication for engine control and monitor system troubleshooting. "MOM" and "DAD" show the following information for each fault code stored in memory: • Fault code • Description • Status — Active or not • Current service meter reading • Service meter hour of the first occurrence • Service meter hour of the last occurrence • The number of occurrences Refer to "MOM" and "DAD" at the end of this section of the manual for usage information.
System Troubleshooting When a fault occurs and system troubleshooting is necessary, the technician should refer to the Fault Code List Tables at the end of this section of the manual to determine which controller is reporting the problem and the nature of the problem. After determining the source for the fault code, instructions in the following sections list various problems and fault codes for individual Controllers and will help in troubleshooting and isolating the problem and repairing the system.
05 : STOP WITH ENGINE AT MID SPEED 06 : START ENGINE AND KEEP LOW IDLE 07 : KEEP BODY DOWN
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D22-5
D22-6
PMC System
12/01 D22002
D22002 12/01
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D22-7
EMERGENCY TRUCK OPERATION
If the problem occurs when the truck is traveling:
If the truck will not move when normal operation procedures are followed, or if the transmission monitor lamp is flashing during truck startup, it is possible a serious fault (mechanical or electrical) has occurred in the transmission system.
If the truck is traveling and the transmission problem occurs, refer to the table on the following page for methods of emergency operation. 1. If the transmission suddenly shifts to neutral while traveling, stop the truck and place the range selector in NEUTRAL. Refer to instruction No. 1 in the table.
The following procedures should be followed when necessary to move the truck for repairs after a serious fault has occurred in the transmission control system.
a. Using the "MOM" display, determine what transmission system fault codes are active.
If the problem occurs during truck startup:
b. Determine which emergency method of operation is applicable for the fault code displayed.
If the key switch is turned on and the engine will not start, a transmission system problem is apparent if the following exist:
2. In situation # 2, stop the truck and shift to NEUTRAL. Do not shut down the engine.
• The red, Automatic Transmission Mechatronics Monitor lamp is flashing.and/or
a. Remove and replace the 1 pin connector while the key switch is turned on.
• The range selector position is not indicated on the Electronic Display Panel. 1. Turn the key switch off and remove the transmission cut relay located in the cab, behind the operator's seat. 2. Place the selector switch in NEUTRAL. It should now be possible to start the engine.
3. If none of the listed methods result in allowing emergency operation to drive to the repair area, the truck should be shut down and towed.
The "Emergency Operation Procedures" table on the following page lists various fault codes that may be observed when a transmission system fault occurs. In some cases, the last digit of the four character fault code is listed as "X" or "Z". The last digit specifies the component or signal causing the fault as listed below:
When the transmission cut relay is removed, it is possible to start the engine even if the range selector is not in NEUTRAL! Be certain selector has been placed in the NEUTRAL position.
For "X"= 1: Lockup Clutch 2: High Clutch 3: Low Clutch
3. Refer to the "Emergency Operation Procedures" table on the next page for additional instructions for moving the truck to a repair area.
4: 1st Clutch 5: 2nd Clutch 6: 3rd Clutch 7: Reverse Clutch 8: Middle Clutch
For "Z"= 0: Engine speed signal/sensor 1: T/M input shaft speed signal/sensor 2: T/M Middle shaft speed signal/sensor 3: T/M output shaft speed signal/sensor
D22-8
PMC System
12/01 D22002
EMERGENCY OPERATION PROCEDURES — TRANSMISSION FAILURE No.
EMERGENCY OPERATION METHOD
CONDITION WHEN FAILURE OCCURRED
FAULT CODE AND DESCRIPTION b02X: Clutch failure (X= 1 to 3) b03X: Clutch ECMV failure 1 (X= 1, 4, 9) b04X: Clutch ECMV failure 2 b07X: Clutch solenoid failed high (X= 1 to 3, 5, 6, 8)
Transmission gear suddenly changed to NEUTRAL while running.
Return range selector to NEUTRAL, then move to travel position again. [ N →D, 5, 4, 3, or L or N→R ]
b032: H Clutch ECMV failure 1
1
Transmission remains in one gear. Remains in this gear even when truck is stopped and started and range selector is changed to other gears.
2
3
A. Return range selector to NEUTRAL. B. Remove and reconnect 1 pin connector for emergency use while key switch is on. C. Move selector to travel position again. [ N →D, 5, 4, 3, or L or N→R ] Do not press accelerator pedal as selector is changed from NEUTRAL to the desired range. Check circuit breaker behind operator seat.
4
Replace T/M cut relay
5
Replace T/M Controller
6
Tow truck to shop
D22002 12/01
b029: M clutch failure b04X: Clutch ECMV failure 2 b07X: Clutch solenoid failed high (X= 4, 9) b03X: Clutch ECMV failure 1 (X= 3, 5)
Transmission gear suddenly changed to NEUTRAL while running.
Start in R or F2. (Even though range selector is in 3, 4, 5 or L, truck starts in F2 and does not shift down to F1.)
Start in R or F1.
Start in R or F3 (Even though selector is in 3, 4, 5, or L, truck starts in F3 and does not shift down to F2 and F1.)
b036: 3rd clutch ECMV failure 1
Start in R or L and 3rd clutches engaged.
b038: R Clutch ECMV failure 1
Start in R or N.
b01Z: Speed signal lost b06Z: Speed sensor failure (Z= 1, 2) b05x: Clutch ECMV failure 3 (X= 1, 4, 9)
Start in R or F2. (Even though selector is in 3, 4, 5 or L, truck starts in F2 and does not shift down to F1.)
b010: Engine speed signal lost b060: Engine speed sensor failure b05X: Clutch ECMV failure 3 (X= 3, 5) b052: H Clutch ECMV failure 3
Start in R or F1.
Start in R or F3 (Even though selector is in 3, 4, 5, or L, truck starts in F3 and does not shift down to F2 and F1.)
b056: 3rd Clutch ECMV failure 3
Start in R or L and 3rd clutches engaged.
b058: R Clutch ECMV failure 3
Start in R or N.
b02X: Clutch failure (X= 5, 6, 8)
Start in R or F2 (Even though selector is in 3, 4, 5, or L, truck starts in F2 and does not shift down to F1.)
b024: 1st clutch failure
Start in R or F1.
Transmission remains in one gear. Remains in b013: T/M output speed signal lost this gear even when b063: T/M output speed sensor failure truck is stopped and started and range selector is changed to other gears. Transmission gear suddenly changed to NEUTRAL while running. Truck cannot be moved even if range selector is returned to NEUTRAL and then moved to a travel position.
TRANSMISSION GEAR FOR STARTING AFTER EMERGENCY OPERATION PROCEDURE
b001: Battery voltage low b002: Solenoid voltage failure b0dA: Battery direct voltage failure b0db: Switched voltage failure b006: T/M cut relay failure
Start in R or F2 (Even though selector is in 3, 4, 5, or L, truck starts in F3 and does not shift down to F2 and F1.)
If problem is corrected when circuit breaker is reset or component replaced, normal operation should be possible.
b004: ROM sum check fault b005: Clutch engaged double
PMC System
Do not operate truck.
D22-9
PMC SYSTEM FAULT CODES The tables on the following pages list fault code information for each controller in the PMC system. When a PMC system fault is indicated, the technician can note the code number displayed and then refer to the following charts to determine the system component reporting the problem. Detailed troubleshooting procedures for each Controller may be found in the following sections of the manual.
• ACTION CODE: The code (displayed on "MOM") with instructions for the operator to follow: These codes and their respective messages are as follows: 01 : NOTIFY MAINTENANCE AT SHIFT CHANGE 02 : NOTIFY MAINTENANCE RIGHT NOW 03 : REDUCE ENGINE SPEED/ MACHINE SPEED 04 : STOP SAFELY NOW / SHUT OFF ENGINE
The following information is contained in the tables:
05 : STOP WITH ENGINE AT MID SPEED 06 : START ENGINE AND KEEP LOW IDLE
• SYSTEM FAULT CODE: The system fault code consists of the controller code (listed below) plus three digits -
07 : KEEP BODY DOWN CATEGORY: Fault code type.
Controller code letter A = Electronic Display Panel b = Transmission Controller d = Suspension Controller E = PMC F = PLM J = RCM L = Cummins Cense • DESCRIPTION: Fault code description
D22-10
PMC System
12/01 D22002
ELECTRONIC DISPLAY PANEL FAULT CODE LIST No.
SYSTEM FAULT CODE
1
A001
2
DESCRIPTION
ACTION CODE
CATEGORY
Lamp output failed low 1
02
Sensor
A002
Central Warn. lamp output failed low 1
02
Sensor
3
A003
Buzzer output failed low 1
02
Sensor
4
A000
Output circuit failed low
—
Sensor
5
A011
S-NET communication lost
—
Communication
6
A012
S-NET communication failed
02
Communication
7
A004
Engine STOP fault
02
Event
8
A005
Engine Derate fault
02
Event
9
A006
Engine CHECK fault
02
Event
10
A021
Low brake air press.
05
Event
11
A022
Coolant temp. overheat 2
05
Event
12
A023
Torque converter overheat 2
05
Event
13
A024
Brake oil overheat 2
05
Event
14
A013
S-NET communication lost 3 (T/M)
02
Communication
15
A014
S-NET communication lost 3 (PMC)
02
Communication
16
A015
S-NET communication lost 3 (Engine)
02
Communication
17
A016
S-NET communication lost 3 (SUS)
02
Communication
18
A018
Machine select info. failure 3
04
Communication
19
A019
Option info. failure 3
04
Communication
2
NOTES: 1 Each fault code is displayed in "MOM" at each fault occurrence, however they are all recorded as A000. 2 EDP sends these fault codes but does not record them. Faults are recorded in T/M controller. The A022 fault code is not applicable if truck is equipped with PMC & Cummins CENSE. 3 Each fault code is displayed in "MOM" at each fault occurrence, however they are all recorded as A011.
D22002 12/01
PMC System
D22-11
SUSPENSION CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
1
d001
Battery voltage abnormal
—
Voltage
2
d002
Controller abnormal
—
Controller
3
d011
Suspension pressure sensor (front right) failure
01
Sensor
4
d012
Suspension pressure sensor (front left) failure
01
Sensor
5
d015
Transmission output speed signal lost
01
Sensor
6
d016
Steering speed signal lost
01
Sensor
7
d021
Solenoid 1 output failure
01
Actuator
8
d022
Solenoid 2 output failure
01
Actuator
9
d023
Solenoid 3 output failure
01
Actuator
10
d0C1
S-NET signal lost
—
Communication
11
d0C2
Machine select info. failure
—
Communication
12
d0C3
Vehicle speed info. failure
—
Communication
D22-12
DESCRIPTION
PMC System
ACTION CODE
CATEGORY
12/01 D22002
PMC FAULT CODE LIST No.
SYSTEM FAULT CODE
1
E001
2
E002
3
DESCRIPTION
ACTION CODE
CATEGORY
NV RAM data fault
02
Controller
Battery voltage low
02
Voltage
E003
Connector mismatch
04
Event
4
E013
MOM communication Lost
01
Communication
5
E014
MOM communication failure
01
Communication
6
E017
CENSE communication Lost
02
Communication
7
E018
CENSE communication failure
02
Communication
8
E022
RCM communication Lost
02
Communication
9
E023
RCM communication failure
02
Communication
10
E026
PLM communication failure 1
01
Communication
11
E027
PLM communication failure 2
01
Communication
12
E028
PLM communication failure 3
01
Communication
13
E029
PLM communication failure 4
01
Communication
14
E02A
PLM communication failure 5
01
Communication
15
E031
Torque output signal lost
01
Communication
16
E032
Throttle mod. signal (T/M) lost (See Note 1)
01
Communication
17
E033
Throttle mod. signal (brake) lost
01
Communication
18
E034
Brake signal lost (See Note 2)
01
Communication
19
E035
IVS invalid status
01
Sensor
20
E036
Alt. torque signal lost
01
Sensor
21
E037
Alt. droop signal lost
01
Sensor
22
E054
Accelerator sensor failed low
02
Sensor
23
E055
Accelerator sensor failed high
02
Sensor
24
E056
Engine speed signal lost
—
Sensor
25
E057
Transmission input speed signal lost
—
Sensor
26
E058
Transmission output speed signal lost
—
Sensor
27
E0A3
Low hydraulic oil level
01
Event
28
E0A4
Change front brake cooling filter
01
Event
29
E0A5
Change rear brake cooling filter (R)
01
Event
30
E0A6
Change rear brake cooling filter (L)
01
Event
31
E0A8
Change hydraulic filter
01
Event
32
E0A9
Change brake disc (FR)
01
Event
D22002 12/01
PMC System
D22-13
PMC FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
CATEGORY
33
E0b1
Change brake disc (FL)
01
Event
34
E0b2
Change brake disc (RR)
01
Event
35
E0b3
Change brake disc (RL)
01
Event
36
E0b4
Low battery liquid level
01
Event
37
E0C1
S-NET signal lost
02
Communication
38
E0C2
Machine select info. failure
04
Communication
39
E0C3
Vehicle speed info. failure
04
Communication
Note 1: If the shift lever is changed between F and R at high engine rpm, the transmission will not shift until engine rpm is reduced by the throttle mod. signal. Note 2: When the condition described in Note 1 occurs, PMC will send a brake signal to RCM to prevent the truck from moving backward on a grade until the transmission is engaged.
D22-14
PMC System
12/01 D22002
PMC FAULT CODE LIST No.
SYSTEM FAULT CODE
1
F000
2
F009
3
DESCRIPTION
ACTION CODE
CATEGORY
CPU stop
01
Controller
Backup battery voltage failure
01
Voltage
F011
RAM L data full
01
Event
4
F012
RAM E,e data full
01
Event
5
F013
RAM F,f data full
01
Event
6
F014
RAM H data full
01
Event
7
F018
Battery Charge Circuit Failure
01
Voltage
8
F019
Calibration or RAM failure
01
Event
9
F020
Sensor supply voltage abnormal
01
Voltage
10
F021
Suspension pressure sensor (LF) failed low
01
Sensor
11
F022
Suspension pressure sensor (RF) failed low
01
Sensor
12
F023
Suspension pressure sensor (LR) failed low
01
Sensor
13
F024
Suspension pressure sensor (RR) failed low
01
Sensor
14
F025
Suspension pressure sensor (LF) failed high
01
Sensor
15
F026
Suspension pressure sensor (RF) failed high
01
Sensor
16
F027
Suspension pressure sensor (LR) failed high
01
Sensor
17
F028
Suspension pressure sensor (RR) failed high
01
Sensor
18
F031
Inclination sensor failed low
01
Sensor
19
F032
Inclination sensor failed high
01
Sensor
20
F041
Lamp 1 relay failed high
01
Actuator
21
F042
Lamp 2 relay failed high
01
Actuator
22
F043
Lamp 3 relay failed high
01
Actuator
23
F044
Lamp 4 relay failed high
01
Actuator
24
F045
Lamp 5 relay failed high
01
Actuator
25
F071
Communication failure 1
—
Communication
26
F073
Communication failure 2
—
Communication
27
F080
Communication failure 3
—
Communication
28
F081
Communication failure 4
—
Communication
29
F091
Communication failure 5
—
Communication
30
F092
Communication failure 6
—
Communication
31
F093
Communication failure 7
01
Communication
32
F094
Communication failure 8
01
Communication
33
F095
Communication failure 9
01
Communication
34
F096
Communication failure 10
01
Communication
35
F097
Communication failure 11
01
Communication
36
F098
Communication failure 12
01
Communication
37
F099
Communication failure 13
01
Communication
D22002 12/01
PMC System
D22-15
RCM FAULT CODE LIST No.
SYSTEM FAULT CODE
1
J002
2
J003
3
DESCRIPTION
ACTION CODE
CATEGORY
Low brake accumulator pressure
04
Event
Pressure imbalance
04
Event
J004
Left rear brake pressure low
02
Event
4
J005
Right rear brake pressure low
02
Event
5
J006
Left rear brake pressure high
02
Event
6
J007
Right rear brake pressure high
02
Event
7
J008
Pedal sense and no LR pressure
—
Event
8
J009
LR pressure present and no communication
02
Event
9
J010
Left rear pressure sensor fault
01
Sensor
10
J011
Right rear pressure sensor fault
01
Sensor
11
J012
Retard lever sensor fault
02
Sensor
12
J013
Auto-retard signal fault
01
Sensor
13
J014
RS422 link to PMC fault
—
Communication
14
J015
Brake light fault 1
01
Actuator
15
J018
Left PPC electrical fault
02
Sensor
16
J019
Left Calibration Fault
01
Sensor
17
J020
Right PPC electrical fault
02
Sensor
18
J021
Right Calibration Fault
01
Sensor
19
J022
Left ABS valve hydraulic fault
04
Event
20
J023
Left ABS valve electrical fault
04
Event
21
J024
Right ABS valve hydraulic fault
04
Event
22
J025
Right ABS valve electrical fault
04
Event
23
J026
RCM abnormal 1
01
Controller
24
J028
RCM abnormal 2
—
Controller
25
J029
Battery voltage abnormal
26
J030
Wheel speed sensor (FL) fault
01
Sensor
27
J031
Wheel speed sensor (FR) fault
01
Sensor
28
J032
Wheel speed sensor (RL) fault
01
Sensor
29
J033
Wheel speed sensor (RR) fault
01
Sensor
30
J034
Auto-apply
04
Event
31
J035
Loss of 18 volt power supply
02
Voltage
32
J036
24 volt load switch fault
02
Event
33
J037
Brake light fault 2
01
Actuator
34
J038
Left PPC electrical fault
—
Event
35
J039
Right PPC electrical fault
—
Event
36
J040
Left ABS valve electrical fault
04
Event
37
J041
Right ABS valve electrical fault
04
Event
D22-16
Voltage
PMC System
12/01 D22002
RCM FAULT CODE LIST No.
SYSTEM FAULT CODE
38
J042
39
J043
40
ACTION CODE
CATEGORY
Retard light fault 1
02
Actuator
Retard light fault 2
02
Actuator
J044
RCM warning light fault 1
—
Actuator
41
J045
RCM warning light fault 2
—
Actuator
42
J046
Front brake cut fault 1
02
Event
43
J047
Front brake cut fault 2
02
Event
44
J048
Pedal sense and no RR press.
—
Event
45
J049
RR press. present and no communication
02
Event
46
J050
Combination fault 1
04
Communication
47
J051
Combination fault 2
01
Communication
48
J052
Combination fault 3
04
Communication
49
J053
Combination fault 4
04
Communication
50
J054
Loss of R-terminal Signal
01
Communication
51
J055
Loss of R-terminal Signal
01
Communication
52
J056
Combination fault 7
04
Communication
53
J057
Combination fault 8
04
Communication
54
J058
Combination fault 9
04
Communication
55
J059
Combination fault 10
02
Communication
D22002 12/01
DESCRIPTION
PMC System
D22-17
TRANSMISSION CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
1
-
DESCRIPTION BATTERY VOLTAGE ABNORMAL
ACTION CODE 04
2
-
CONTROLLER ABNORMAL
04
3
b001
BATTERY VOLTAGE LOW
04
4
b002
SOLENOID VOLTAGE FAILURE
04
5
b003
N SAFETY ON
00
6
b004
ROM SUM CHECK FAULT
04
7
b005
CLUTCH ENGAGED DOUBLE
04
8
b006
T/M CUT RELAY FAILURE
04
9
b007
BATTERY VOLTAGE LOW(12V)
04
10
b010
ENG.SPEED SIGNAL LOST
02
11
b011
T/M INPUT SPEED SIGNAL LOST
02
12
b012
T/M MID. SPEED SIGNAL LOST
02
13
b013
T/M OUTPUT SPEED SIGNAL LOST
02
14
b014
MACHINE SELECT SIGNAL FAILURE
04
15
b015
LEVER SIGNAL FAILURE A
02
16
b016
LEVER SIGNAL FAILURE B
02
17
b017
ACCEL SENSOR FAILURE
02
18
b019
ECMV OIL TEMP. SENSOR FAILURE
02
19
b021
L/U CLUTCH FAILURE
02
20
b022
H CLUTCH FAILURE
02
21
b023
L CLUTCH FAILURE
02
22
b024
1st CLUTCH FAILURE
02
23
b025
2nd CLUTCH FAILURE
02
24
b026
3rd CLUTCH FAILURE
02
25
b028
R CLUTCH FAILURE
02
26
b029
M CLUTCH FAILURE
02
27
b031
L/U CLUTCH ECMV FAILURE 1
02
28
b032
H CLUTCH ECMV FAILURE 1
02
29
b033
L CLUTCH ECMV FAILURE 1
02
30
b034
1st CLUTCH ECMV FAILURE 1
02
31
b035
2nd CLUTCH ECMV FAILURE 1
02
32
b036
3rd CLUTCH ECMV FAILURE 1
02
33
b038
R CLUTCH ECMV FAILURE 1
02
34
b039
M CLUTCH ECMV FAILURE 1
02
35
b041
L/U CLUTCH ECMV FAILURE 2
02
36
b042
H CLUTCH ECMV FAILURE 2
02
37
b043
L CLUTCH ECMV FAILURE 2
02
38
b044
1st CLUTCH ECMV FAILURE 2
02
39
b045
2nd CLUTCH ECMV FAILURE 2
02
40
b046
3rd CLUTCH ECMV FAILURE 2
02
41
b048
R CLUTCH ECMV FAILURE 2
02
D22-18
PMC System
12/01 D22002
TRANSMISSION CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
42
b049
M CLUTCH ECMV FAILURE 2
02
43
b051
L/U CLUTCH ECMV FAILURE 3
02
44
b052
H CLUTCH ECMV FAILURE 3
02
45
b053
L CLUTCH ECMV FAILURE 3
02
46
b054
1st CLUTCH ECMV FAILURE 3
02
47
b055
2nd CLUTCH ECMV FAILURE 3
02
48
b056
3rd CLUTCH ECMV FAILURE 3
02
49
b058
R CLUTCH ECMV FAILURE 3
02
50
b059
M CLUTCH ECMV FAILURE 3
02
51
b060
ENG.SPEED SENSOR FAILURE
02
52
b061
T/M IN SPEED SENSOR FAILURE
02
53
b062
T/M MID. SPEED SENSOR FAILURE
02
54
b063
T/M OUT SPEED SENSOR FAILURE
02
55
b071
L/U CLUTCH SLNOID FAILED HIGH
02
56
b072
H CLUTCH SLNOID FAILED HIGH
02
57
b073
L CLUTCH SLNOID FAILED HIGH
02
58
b074
1st CLUTCH SLNOID FAILED HIGH
02
59
b075
2nd CLUTCH SLNOID FAILED HIGH
02
60
b076
3rd CLUTCH SLNOID FAILED HIGH
02
61
b078
R CLUTCH SLNOID FAILED HIGH
02
62
b079
M CLUTCH SLNOID FAILED HIGH
02
63
b081
T/C IN PRESS. SIGNAL FAILURE
02
64
b082
T/C OUT PRESS. SIGNAL FAILURE
02
65
b083
T/C IN PRESS.SENSOR FAILURE
02
66
b084
T/C OUT PRESS.SENSOR FAILURE
02
67
b091
L/U CLUTCH SLNOID FAILED LOW
02
68
b092
H CLUTCH SLNOID FAILED LOW
02
69
b093
L CLUTCH SLNOID FAILED LOW
02
70
b094
1st CLUTCH SLNOID FAILED LOW
02
71
b095
2nd CLUTCH SLNOID FAILED LOW
02
72
b096
3rd CLUTCH SLNOID FAILED LOW
02
73
b098
R CLUTCH SLNOID FAILED LOW
02
74
b099
M CLUTCH SLNOID FAILED LOW
02
75
b0A1
MACHINE SELECT FAILURE
04
76
b0A2
T/C OIL TEMP.SENSOR FAILURE
02
77
b0A3
FUEL LEVEL SENSOR FAILURE
01
78
b0A4
R.BR.OIL TEMP.SNSR L FAILURE
02
79
b0b1
T/M OIL TEMP.SENSOR FAILURE
02
80
b0b2
COOLANT TEMP.SENSOR FAILURE
01
81
b0b4
R.BR.OIL TEMP.SNSR R FAILURE
02
D22002 12/01
PMC System
D22-19
TRANSMISSION CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
82
b0b5
F.BR.OIL TEMP.SENSOR FAILURE
02
83
b0C1
CONNECTOR MISMATCH
04
84
b0C3
BCV F SOLENOID HOT SHORT
01
85
b0C4
BCV R SOLENOID HOT SHORT
01
86
b0C5
BCV F SOLENOID DISCONNECT
01
87
b0C6
BCV R SOLENOID DISCONNECT
01
88
b0C7
BCV F SOLENOID SHORT TO GND
01
89
b0C8
BCV R SOLENOID SHORT TO GND
01
90
b0d1
CHANGE T/M FILTER
01
91
b0d2
T/C OVERHEAT
05
92
b0d3
COOLANT TEMP.OVERHEAT
05
93
b0d4
R.BR.OIL TEMP.L OVERHEAT
05
94
b0d5
LARGE LATERAL INCLINATION
07
95
b0d7
BATTRY CHARGE CIRCUIT FAILUE
01
96
b0d8
OVERRUN
03
97
b0d9
OVERSHOOT
—
98
b0dA
BTTRY DIRECT VOLTAGE FAILURE
04
99
b0db
SWITCHED VOLTAGE FAILURE
04
100
b0E2
LOW STRG.SYSTEM PRESS.
04
101
b0E3
LOW STRG.PRECHARGE PRESS.1
02
102
b0E4
LOW STRG.PRECHARGE PRESS.2
02
103
b0E6
LOW F.BR.PRECHARGE PRESS.
02
104
b0E7
LOW R.BR.PRECHARGE PRESS.
02
105
b0F1
LOW BR.OIL PRESS.
04
106
b0F2
F.BR.OIL TEMP.OVERHEAT
05
107
b0F3
R.BR.OIL TEMP.R OVERHEAT
05
108
b0F4
HIGH T/M LUB. OIL TEMP.
05
109
b0FC
HALF L/U PATTERN 1
—
110
b0FE
CLUTCH THERMAL LOAD PATTERN 1
—
D22-20
PMC System
12/01 D22002
ENGINE CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
1
111
ECM Memory Failed
4
2
112
Timing Fueling Flow Mismatch
4
3
113
Timing Actuator Circuit
4
4
114
Timing Actuator Circuit
4
5
115
Both Engine Speed Signals Lost
2
6
116
Timing Rail Pressure Sensor Circuit Failed High
2
7
117
Timing Rail Pressure Sensor Circuit Failed Low
2
8
118
Fuel Pump Pressure Sensor Circuit Failed High
4
9
119
Fuel Pump Pressure Sensor Circuit Failed Low
4
10
121
One Engine Speed Signal Lost
1
11
122
Left Bank Intake Manifold Pressure Sensor Circuit Failed High
1
12
123
Left Bank Intake Manifold Pressure Sensor Circuit Failed Low
1
13
124
High Intake Manifold Pressure Left Bank
1
14
125
Low Intake Manifold Pressure Left Bank
1
15
126
High Intake Manifold Pressure Right Bank
1
16
127
Low Intake Manifold Pressure Right Bank
1
17
128
Right Bank Intake Manifold Pressure Circuit Failed High
1
18
129
Right Bank Intake Manifold Pressure Circuit Failed Low
1
19
131
Throttle Position Sensor: Celect Type Throttle Pedal
2
20
132
Throttle Position Sensor: Celect Type Throttle Pedal
2
21
133
Remote Throttle Position Sensor: Celect Type Throttle Pedal
2
22
134
Remote Throttle Position Sensor: Celect Type Throttle Pedal
2
23
135
Oil Pressure Sensor Circuit Failed High
1
24
2154
Post Filter Oil Pressure Sensor Failed High
1
25
136
Pre Filter Oil Pressure Sensor Circuit Failed High
1
26
137
Pre Filter Oil Pressure Sensor Circuit Failed Low
1
27
141
Oil Pressure Sensor Circuit Failed Low
1
28
2155
Post Filter Oil Pressure Sensor Failed Low
1
29
143
Low Oil Pressure - Engine Protection
4
30
144
Coolant Temperature Sensor Circuit Failed High
1
31
145
Coolant Temperature Sensor Circuit Failed Low
1
32
147
Frequency Throttle Signal Low
2
33
148
Frequency Throttle Signal High
2
34
151
High Coolant Temperature
4
35
153
Left Bank Front Intake Manifold Temperature Sensor Circuit Fail
1
36
154
Left Bank Front Intake Manifold Temperature Sensor Circuit Fail
1
37
155
Left Bank Front High Intake Manifold Temperature - Engine Prot
4
38
156
Left Bank Rear Intake Manifold Temperature Sensor Circuit Fail
1
39
157
Left Bank Rear Intake Manifold Temperature Sensor Circuit Fail
1
40
158
High Intake Manifold Temperature - Left Bank Rear
2
41
159
Right Bank Front Intake Manifold Temperature Sensor Circuit Fa
1
D22002 12/01
DESCRIPTION
PMC System
ACTION CODE
D22-21
ENGINE CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
42
161
Right Bank Front Intake Manifold Temperature Sensor Circuit Fail
1
43
162
High Intake Manifold Temperature - Right Bank Front
2
44
163
Right Bank Rear Intake Manifold Temperature Sensor Circuit Fail
1
45
164
Right Bank Rear Intake Manifold Temperature Sensor Circuit Fail
1
46
165
High Intake Manifold Temperature - Right Bank Rear
2
47
211
OEM Component Failure
1
48
212
Oil Temperature Sensor Circuit Failed High
1
49
213
Oil Temperature Sensor Circuit Failed Low
1
50
214
High Oil Temperature - Engine Protection
4
51
219
Remote Oil Level Low
—
52
221
Ambient Air Pressure Sensor Circuit Failed High
1
53
222
Ambient Air Pressure Sensor Circuit Failed Low
1
54
223
CORS Burn Valve Driver High Control Error
—
55
224
CORS Burn Valve Driver Low Control Error
—
56
225
CORS Makeup Valve Driver High Control Error
—
57
226
CORS Makeup Valve Driver Low Control Error
—
58
231
Coolant Pressure Sensor Circuit Failed High
1
59
232
Coolant Pressure Sensor Circuit Failed Low
1
60
233
Low Coolant Pressure
4
61
234
Engine Overspeed
3
62
235
Low Coolant Level
1
63
237
Multiple Unit Synchronization (Soft-Coupled)
—
64
252
Oil Level Signal Invalid
1
65
253
Oil Level Low
1
66
254
Fuel Shutoff Solenoid Supply Circuit
4
67
259
Fuel Shutoff Solenoid Supply Circuit
4
68
261
High Fuel Temperature
4
69
263
Fuel Temperature Sensor Circuit Failed High
1
70
265
Fuel Temperature Sensor Circuit Failed Low
1
71
292
OEM Temperature Error
1
72
293
OEM Temperature Sensor Failed High
1
73
294
OEM Temperature Sensor Failed Low
1
74
296
OEM Pressure Error
1
75
297
OEM Pressure Sensor Failed High
1
76
298
OEM Pressure Sensor Failed Low
1
77
316
Fuel Pump Actuator Circuit
2
78
318
Fuel Pump Fueling Flow Mismatch
2
79
335
Internal Electronic Control Module (ECM) Error
1
80
343
ECM Internal Communication Error
1
81
346
ECM Powerdown Error
1
D22-22
PMC System
12/01 D22002
ENGINE CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
82
349
Tailshaft Governor Speed Above Normal Range
—
83
384
Ether Injector Error
—
84
414
J1587 Broadcast Data Missing
—
85
415
Low Oil Pressure
2
86
422
Coolant Level Signal Invalid
1
87
423
Timing Rail Pressure Sensor Circuit
4
88
426
J1939 Datalink Can Not Transmit
—
89
427
J1939 Datalink Can Not Transmit
—
90
431
Idle Validation Circuit
1
91
432
Celect Type Throttle Pedal
2
92
441
Battery Voltage Below Normal Range
2
93
442
Battery Voltage Above Normal Range
2
94
446
RS422 Communication Failure
—
95
447
RPC Number Not Supported
1
96
448
RPC Argument Mismatch
1
97
451
Fueling Rail Pressure Sensor Circuit Failed High
1
98
452
Fueling Rail Pressure Sensor Circuit Failed Low
1
99
455
Rail Actuator Circuit
2
100
467
Timing Fueling Flow Mismatch
2
101
468
Fuel Rail Flow Mismatch
2
102
473
Remote Oil Level Sensor Signal Invalid
—
103
487
Ether Bottle Empty
—
104
489
AXG Speed Low Error
—
105
511
Rail Actuator Circuit
2
106
514
Fuel Rail Flow Mismatch
2
107
524
Alternate Droop and High Speed Governor Switch Circuit
1
108
527
Driver #2 Shorted High or Open Circuit
109
528
Alternate Torque Curve Switch Circuit
1
110
529
Driver #3 Shorted High or Open Circuit
1
111
551
Idle Validation Circuit
1
112
553
Fuel Rail Pressure Over Limits
113
554
Fueling Rail Pressure Sensor Circuit
2
114
555
High Blowby Pressure
4
115
611
Engine Hot Shutdown
6
116
612
High Lubricating Oil Filter Restriction
2
117
615
Non-Zero Engine Speed at System Power-Up
1
118
616
High Turbocharger Compressor Inlet Temperature Left Bank Rear
3
119
621
Low Power - Cylinder No. 1 Left Bank
1
120
622
Low Power - Cylinder No. 2 Left Bank
1
121
623
Low Power - Cylinder No. 3 Left Bank
1
122
624
Low Power - Cylinder No. 4 Left Bank
1
D22002 12/01
PMC System
D22-23
ENGINE CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
123
625
Low Power - Cylinder No. 5 Left Bank
1
124
626
Low Power - Cylinder No. 6 Left Bank
1
125
631
Low Power - Cylinder No. 1 Right Bank
1
126
632
Low Power - Cylinder No. 2 Right Bank
1
127
633
Low Power - Cylinder No. 3 Right Bank
1
128
634
Low Power - Cylinder No. 4 Right Bank
1
129
635
Low Power - Cylinder No. 5 Right Bank
1
130
636
Low Power - Cylinder No. 6 Right Bank
1
131
641
High Exhaust Temperature - Cylinder No. 1 Left Bank
4
132
642
High Exhaust Temperature - Cylinder No. 2 Left Bank
4
133
643
High Exhaust Temperature - Cylinder No. 3 Left Bank
4
134
644
High Exhaust Temperature - Cylinder No. 4 Left Bank
4
135
645
High Exhaust Temperature - Cylinder No. 5 Left Bank
4
136
646
High Exhaust Temperature - Cylinder No. 6 Left Bank
4
137
649
Maintenance Monitor - Change Lubricating Oil
1
138
651
High Exhaust Temperature - Cylinder No. 1 Right Bank
4
139
652
High Exhaust Temperature - Cylinder No. 2 Right Bank
4
140
653
High Exhaust Temperature - Cylinder No. 3 Right Bank
4
141
654
High Exhaust Temperature - Cylinder No. 4 Right Bank
4
142
655
High Exhaust Temperature - Cylinder No. 5 Right Bank
4
143
656
High Exhaust Temperature - Cylinder No. 6 Right Bank
4
144
659
Maintenance Monitor - Change Fuel Filter
1
145
661
High Power - Cylinder No. 1 Left Bank
2
146
662
High Power - Cylinder No. 2 Left Bank
2
147
663
High Power - Cylinder No. 3 Left Bank
2
148
664
High Power - Cylinder No. 4 Left Bank
2
149
665
High Power - Cylinder No. 5 Left Bank
2
150
666
High Power - Cylinder No. 6 Left Bank
2
151
669
Maintenance Monitor - Change Coolant Filter
1
152
671
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 1
1
153
672
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 2
1
154
673
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 3
1
155
674
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 4
1
156
675
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 5
1
157
676
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 6
1
158
679
Maintenance Monitor - Change Coolant
1
159
694
Left Bank Rear Turbocharger Compressor Inlet Temperature Sensor
1
160
695
Left Bank Rear Turbocharger Compressor Inlet Temperature Sensor
1
161
711
High Power - Cylinder No. 1 Right Bank
2
162
712
High Power - Cylinder No. 2 Right Bank
2
163
713
High Power - Cylinder No. 3 Right Ban
2
D22-24
PMC System
12/01 D22002
ENGINE CONTROLLER FAULT CODE LIST No.
SYSTEM FAULT CODE
DESCRIPTION
ACTION CODE
164
714
High Power - Cylinder No. 4 Right Bank
2
165
715
High Power - Cylinder No. 5 Right Bank
2
166
716
High Power - Cylinder No. 6 Right Bank
2
167
719
Blowby Pressure Sensor Circuit Failed High
1
168
721
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 1
1
169
722
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 2
1
170
723
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 3
1
171
724
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 4
1
172
725
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 5
1
173
726
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 6
1
174
729
Blowby Pressure Sensor Circuit Failed Low
1
175
747
Trend Data Memory 90% Full
—
176
748
Trend Data Memory 100% Full
—
177
749
Fault Code Datalog Memory 90% Full
—
178
753
Engine Position Sensor Circuit
1
179
754
Fault Code Datalog Memory 100% Full
—
180
756
Maintenance Monitor - Change Lubricating Oil Filters
1
181
757
Some ECM Data Lost
1
182
911
Operated Initiated Fault Log
1
183
1000
Vehicle Control System Initiated Fault log
1
D22002 12/01
PMC System
D22-25
NOTES
D22-26
PMC System
12/01 D22002
SECTION D23 POWERTRAIN MANAGEMENT CONTROLLER INDEX
POWERTRAIN MANAGEMENT CONTROLLER (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3 PMC CONTROLLER FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3 LED Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3 DIP Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3 NORMAL OPERATION - PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-4 Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-4 Retarder Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 S-NET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 CENSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 RCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 PLM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 “MOM” and “DAD” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5 Additional Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-6 PMC CONTROLLER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-9 GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-9 PMC FAULT CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-10 PMC CONTROLLER LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-18 Fault Recovery Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-18 PMC FAULT CODE LOGIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-19 PMC WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-43
D23002 5/04
PMC Controller
D23-1
NOTES
D23-2
PMC Controller
5/04 D23002
POWERTRAIN MANAGEMENT CONTROLLER (PMC) PMC CONTROLLER FEATURES LED Display The PMC (Powertrain Management Controller) contains two 7-segment LEDs on the face of the enclosure. Fault codes detected by the PMC are displayed by the LEDs. If the PMC detects active faults are present, the specific fault codes are displayed a few seconds after power is applied to the PMC. If no faults are stored in the PMC, the LED will display “00” after the PMC is powered up and self-test is completed. DIP Switch Settings The PMC is used on various machine models. Not all functions and controllers are installed on every truck. The PMC determines which functions should be used and which controllers should be connected to it by the position of the sixteen DIP switches (2, Figure 23-1). If the switch, assigned to the function or controller that should be used, is turned off, the PMC will not be able to detect that particular function or controller. For example, if the switch SW.2-7, (maintenance function), is set to the OFF position, the PMC is not able to detect maintenance item faults and features such as hydraulic oil filter element restriction cannot be detected, and will not activate the Maintenance Monitor Lamp. On the other hand, if a function is turned on (DIP switch setting) and that particular function or controller is not installed on the truck, the PMC will determine a fault exists, display a fault code, and will not operate properly.
The Table below lists the proper DIP switch settings for the various equipment devices installed on the truck. To change DIP switch settings, shut down the truck, turn the key switch off and remove the cover on the PMC. NOTE: If changes are made to the DIP switch settings, their status must be confirmed with “MOM” or “DAD”.
PMC CONTROLLER DIP SWITCH SETTINGS SWITCH NO.
DEVICE
SWITCH POSITION
DIP SWITCH 1 (SW 1) Engine Controller
1
ON
Cense
2
ON
Payload Meter (PLM)
3
ON
Not Used
4
OFF
Not Used
5
OFF
Message Display
6
ON
Not Used
7
OFF
Reserved
8
OFF
DIP SWITCH 2 (SW 2) Not Used
1
OFF
Not Used
2
OFF
Not Used
3
OFF
Not Used
4
OFF
Not Used
5
OFF
Reserved
6
OFF
Maintenance Information
7
ON
Reserved
8
OFF
FIGURE 23-1. PMC 1. PMC Enclosure 3. LED Display 2. DIP Switches
D23002 5/04
PMC Controller
D23-3
NORMAL OPERATION - PMC • Throttle modification signal (sent from the transmission controller to the PMC):
Throttle Control Electronic accelerator pedal (Figure 3-6) indirectly controls engine speed through the PMC system, providing several inputs as described below. When the PMC receives all of the following inputs for throttle control, it processes them, and then provides an output signal to the engine controller. The engine controller then sets engine speed, accordingly.
• Accelerator Pedal Signal (APS): This throttle signal is varied as the accelerator pedal is depressed. As pedal travel increases, the output voltage signal increases, and engine rpm increases. • Idle Validation Signals (IVS): The two idle validation switches in the accelerator pedal provide two digital signals to the PMC, and to Quantum, simultaneously to indicate whether the accelerator pedal is depressed or released. Refer to Figure 3-7 for a simplified schematic. These signals are also used by the PMC to determine if a loss of voltage has occured in the throttle pedal. If the PMC detects a throttle voltage failure, it sends a fault code to "MOM" and S-NET to inform the operator of the problem. If a loss of throttle signal occurs and the accelerator pedal is depressed, the PMC sends a 202 Hz signal to the Quantum system to maintain engine speed at 1000 rpm.
This is a frequency signal, varying from 150 - 400 Hz, from the transmission controller that requests the PMC to reduce the throttle signal to Quantum if the range selector is moved from NEUTRAL to DRIVE when engine speed is greater than 1500 rpm. NOTE: If the operator attempts to shift from NEUTRAL to REVERSE, engine speed must be below 1400 rpm.
• Throttle modification signal (sent from RCM): This is a Pulse Width Modulation (PWM) type signal between 0 and 100%. The RCM also requests the PMC to reduce engine speed if the RCM detects wheel slip. The RCM requests the PMC to reduce engine speed until traction is restored.
AISS Operation
If a signal loss occurs and the accelerator pedal is released, the PMC sends a 150 Hz signal to Quantum to maintain engine speed at 650 rpm. If the loss of throttle signal occurs between the PMC and the Quantum control system, Quantum will control engine speed as described above. Auto-Idle Setting System (AISS): When the accelerator pedal is not depressed, the PMC sends two types of throttle signals to Quantum as low idle speed: low-low idle and high-low idle. Engine speed is then determined based upon coolant temperature, parking brake status, rear brake status, and AISS switch status. NOTE: Low-low idle is the basic low idle; 650 rpm. High-low idle is an intermediate speed; 1000 rpm. High-low idle is used for quick warm-up of the engine when coolant temperature is low, and also is used for good acceleration from standstill.
D23-4
PMC Controller
When the AISS switch is in the OFF position and coolant temperature is 30°C (47° F) or less, the PMC selects high-low idle (1000 rpm) regardless of other conditions. When coolant temperature is warmed, high-low idle is returned to low-low idle (650 rpm) automatically. When the AISS switch is in the OFF position and both the parking brake and rear brakes are released, the PMC selects high-low idle regardless of other conditions. When either of these brakes is applied, high-low idle is returned to low-low idle automatically. When the AISS switch is in the ON position, the PMC selects low-low idle regardless of other conditions. This mode is available when the truck must be moved slowly (in the shop area) even if coolant temperature is low.
5/04 D23002
Retarder Control
CENSE
The RCM controls the retarder system by input from the position of the retarder lever mounted on the steering column.
The PMC communicates with CENSE through an RS422 serial interface. The baud rate is 19200 bps.
The PMC requests the RCM to apply or release the retarder in the following cases. The retarder signal (sent from the Transmission Controller): This is a Pulse Width Modulation type signal between 0 and 100%. The Transmission Controller requests the PMC to apply brakes if the operator attempts to shift from Drive to Reverse or Reverse to Drive too quickly when truck speed is more than 4 km/h (2.5 mph) or engine speed is more than 1500 rpm. Auto retarder control (Optional): If the auto retarder control feature is selected (DIP switch ON) and turned on, the PMC starts applying or releasing the retarder to maintain vehicle speed by means of the retarder signal to RCM.Under the above conditions, the PMC sends a brake command to the RCM, that is a Pulse Width Modulation type signal between 0 and 100%. The PMC sends the absolute value of brake apply to the RCM, not a modification signal.
COMMUNICATION The information below describes the various methods of communication between the PMC and other controllers on the truck as well as external communication with a personal computer (DAD).
If a fault occurs in the engine system, CENSE informs the operator of the fault through the PMC by indicating the problem on the “MOM” display. Real-time data of inputs and outputs from CENSE can be obtained by “MOM” or “DAD” through the PMC. RCM The PMC communicates with the RCM through an RS422 serial interface. The baud rate is 19200 bps. If a fault occurs in the brake system, the RCM informs the operator of the fault through the PMC by indicating the problem on the “MOM” display. Real-time data of input and output signals, fault history, and snap-shot data at fault occurrence, and trend data from the RCM can be obtained by “MOM” or “DAD” through the PMC. PLM The PMC communicates with the PLM through an RS232 serial interface. The baud rate is 9600 bps. If a fault occurs in the Payload Meter system, PLM informs the operator of the fault by indicating the problem on the “MOM” display. Real-time data of input and output signals, current payload, travel time, and total payload can be obtained by “MOM” or “DAD” through the PMC. “MOM” and “DAD”
S-NET S-NET is a basic serial communication network for the truck. The Electronic Display Panel, Transmission Controller, optional Suspension Controller, and PMC are joined through S-NET. The electronic display panel is the master of S-NET and the PMC is one of slaves in S-NET.
The PMC communicates with “MOM” through RS422 and “DAD” through RS232 serial interfaces. The baud rate of both is 9600 bps. “MOM” and “DAD” send and receive commands for each controller through the PMC.
The PMC sends the following information through SNET for display to the Electronic Display Panel: • • • •
Derate mode status Auto-cruise or auto-retarder mode status ASR manual switch status ABS manual switch status
Also, fault, trend, and snap-shot data and commands for uploading to the PMC are sent through S-NET according to the request sent from “MOM” or “DAD”.
D23002 5/04
PMC Controller
D23-5
Maintenance Monitor:
Additional Functions
The PMC has additional functions as described below: Engine Power Derate: • The PMC has an engine protection function achieved by derating engine power. • Many of the possible faults that can occur in the engine are sensed by the PMC. • If one or more of these faults occur, the PMC turns on an alternate torque signal which is sent to the Quantum system. Quantum then changes the engine torque curve to a predetermined, alternate torque curve to reduce engine power and prevent damage to the engine.
The PMC monitors the maintenance items listed in the Table below. • If the PMC detects a maintenance fault, it provides a description of the fault in the “MOM” display and the Electronic Display panel turns the Maintenance Monitor lamp and the Central Warning Lamp and buzzer on. “MOM” displays the fault code, its description, and its action code. Note: This function is active only when the PMC DIP switch SW 2-7 is set to the ON position.
MAINTENANCE MONITOR DETECTION No.
• In addition, the PMC turns on the derate mode status in S-NET which turns on the indicator in the Electronic Display Panel, providing a warning to the operator.
Low retard cooling oil level
E0A2
2
Low hydraulic oil level
E0A3
3
Change front brake cooling filter
E0A4
4
Change rear brake cooling filter R
E0A5
5
Change rear brake cooling filter L
E0A6
6
Change hydraulic filter
E0A8
7
Change brake disc FR
E0A9
8
Change brake disc FL
E0b1
9
Change brake disc RR
E0b2
10
Change brake disc RL
E0b3 E0b4
ENGINE POWER DERATE FAULTS DESCRIPTION
FAULT CODE
FAULT CODE
1
The faults, that can cause engine power derate, are listed in the Table below:
FAULT No.
DESCRIPTION
1
Low Oil Pressure
143
11
Low battery liquid level
2
High Coolant Temperature
151
12
Low oil level
253
13
Change lubricating Oil
649
14
Change fuel filter
659
15
Change coolant Filter
669
16
Change coolant
679
17
Change lubricating oil filters
756
D23-6
PMC Controller
5/04 D23002
Event Recording: The PMC retains some items in its memory, even if the key switch is turned off. The recorded data is shown in “DAD”, and some of them are shown in “MOM” also. The data recorded in the PMC is as follows: • Fault History Data – The PMC logs the fault code, the service meter at first occurrence, the service meter at last occurrence, and the number of occurrences of each fault code. This data is shown in the fault condition pictures of “MOM” and “DAD”, while only the fault codes are shown in the LED display of the PMC. This data can be cleared except for any active fault. • Snap-Shot Data – If the PMC detects the occurrence of a serious fault that activates a snap-shot data log, the PMC records the input and output signals and the service meter reading five seconds before and five seconds after the fault occurs. In addition, snap-shot data can be obtained manually by “DAD”. The PMC can record a maximum of five packages of data. If one trigger fault occurs repeatedly, the PMC records the oldest data only.The data recorded by a manual trigger is always rewritten. If a new trigger fault occurs and the memory is full, then the oldest package of data is rewritten to a new one, but the package of data obtained by manual trigger is always rewritten prior to the others. The recorded data is shown and cleared in “DAD” only.
D23002 5/04
The “PMC Snap Shot Data Trigger Faults” Table lists the faults that trigger the collection of snap-shot data and the code for each trigger.
PMC SNAP SHOT DATA TRIGGER FAULTS No.
TRIGGER FAULT
FAULT CODE
1
Cense Communication Failure
E017
2
RCM communication failure
E023
3
Torque output signal lost
E031
4
Throttle modification signal (T/M) lost
E032
5
Throttle modification signal (RCM) lost
E033
6
Brake signal lost
E034
7
Idle validation invalid status
E035
8
Accel sensor failed low
E054
9
Accel sensor failed high
E055
10
Engine speed signal lost
E056
11
T/M input speed signal lost
E057
12
T/M output speed signal lost
E058
PMC Controller
D23-7
The “PMC Trigger Fault Data” Table below lists the data recorded in the PMC when a trigger fault occurs.
PMC TRIGGER FAULT DATA No.
RECORDED DATA
1
Throttle to Quantum
2
Throttle modification from T/M controller
3
Throttle modification from RCM
4
Acceleration pedal
5
Brake command to/from RCM
6
Shift wait signal to T/M controller
7
Engine speed
8
Transmission input speed
9
Transmission output speed
10
Suspension pressure LF
11
Suspension pressure RF
12
Rear brake status
13
Emergency brake status
14
Derate mode status
15
ASR mode status
16
Key sw. “C” terminal status
D23-8
• Trend Data The PMC records cumulative information which can be evaluated to determine the life of the engine or transmission.The following information is recorded in the PMC: 1. The working history maps “engine speed” vs. “engine torque”. 2. The working history maps “transmission input speed” vs. “transmission input torque” of each transmission gear position. The above maps have two maps in the PMC. One map records all operation history, while the other records specific history such as a specific time period.The specific data collection period starts when prior data stored is cleared using “DAD”.
PMC Controller
5/04 D23002
PMC CONTROLLER TROUBLESHOOTING GENERAL TROUBLESHOOTING PROCEDURES The following information is intended for use by a qualified technician to troubleshoot problems related to the Powertrain Management Controller (PMC). If a fault occurs, the technician can trace the problem using the Electronic Display Panel (EDP), the MOM “Fault Condition” screens, and the LED displays on the Controller.
Before troubleshooting a problem, be certain all harness connectors are installed and properly inserted. Always connect any disconnected connectors before proceeding to the next step.
Fault Code Tables in “Powertrain Management System” list the possible fault codes related to the PMC Controller (and other system controllers) and provide information regarding the item causing the fault for initial troubleshooting. Specific troubleshooting procedures are listed on the following pages for most of the fault codes listed in the tables. Additional information detailing the logic involved in each fault code is provided (listed by fault code). Refer to “PMC Controller Logic”. PMC harness connector charts at the end of this section list the pin number, circuit function, and signal type for each connector referenced in the troubleshooting procedures. Refer to Figure 23-2 for the location of each connector on the PMC housing. This information should be used in conjunction with the electrical schematics in Section R.
D23002 5/04
PMC Controller
D23-9
PMC FAULT CODE TROUBLESHOOTING E017: CENSE COMMUNICATION LOST E018: CENSE COMMUNICATION FAILURE
E001: NV RAM data fault 1. Turn key off and on again.
1. Verify continuity exists between each pin as follows:
2. Check whether PMC still detects E001. Yes. Change PMC No. The fault is recovered. E003: Connector mismatch 1. Verify PMC2B is connected properly. YES. Turn key switch on and verify the following voltages on the connector pin listed: PMC2B, P-16 and chassis is 1 V or less. Yes. Turn key off, return to the first step and check again.
connector
PMC4A, P-2 CN203, P-D
and
CENSE
connector
PMC4A, P-3 CN203, P-E
and
CENSE
connector
PMC4A, P-4 CN203, P-F
and
CENSE
connector
No.The fault is recovered
NO. Connect PMC2B properly.
No. Check harness
E013: MOM COMMUNICATION LOST E014: MOM COMMUNICATION FAIILURE 1. Verify continuity exists between each pin as follows:
E022: BRAKE CONTROLLER COMMUNICATION LOST E023: BRAKE CONTROLLER COMMUNICATION FAILURE 1. Verify continuity exists between each pin as follows: PMC5, P-10 and RCM connector RCM2, P10
PMC4A, P-8 and “MOM” SDA PMC4A, P-9 and “MOM” SDB
PMC5, P-11 and RCM connector RCM2, P4
Yes. Replace “MOM” and check whether PMC detects the same fault.
PMC5, P-14 and RCM connector RCM2, P3
Yes. Turn key off, return to step 1. and check again.
PMC5, P-15 and RCM connector RCM2, P12
No. The fault is recovered No. Check harness
CENSE
Yes. Turn key off, return to step 1. And check again.
NO. Check harness.
PMC4A, P-7 and “MOM” RDB
and
Yes. Change CENSE and check whether PMC still detects the same fault.
2. If the result is the same as before, replace the PMC.
PMC4A, P-6 and “MOM” RDA
PMC4A, P-1 CN203, P-C
Yes. Change RCM and check whether PMC still detects the same fault. Yes. Turn key off, return to step 1. And check again. No. The fault is recovered No. Check harness
D23-10
PMC Controller
5/04 D23002
E026 – E029, E02A: PLM COMMUNICATION FAILURE 1. Check whether detects at least one of the following faults: F071, F073, F080, F081, F091 – F099 Yes. Verify continuity exists between each pin as follows:
2. If the result is the same as before, change PMC. No. Turn key off, return to the first step, and check again. 3. If the result is the same as before, change T/M controller. No. Check harness.
PMC4B, P-3 and PLM connector PPLM3, P-4 PMC4B, P-4 and PLM connector PPLM3, P-1
E033: THROTTLE MODIFICATION SIGNAL (BR.) LOST
PMC4B, P-1 and PLM connector PPLM3, P-3
1. Check whether there is continuity between PMC3. P-10 and RCM connector RCM2, P-6.
PMC4B, P-2 and PLM connector PPLM3, P-5
Yes. Check whether the width of the high level level of PWM signal is between 5 and 90%, and the frequency is between 180 and 220 Hz.
Yes.Change PLM and check whether PMC still detects the same fault.
Yes. Turn key off, return to the first step, and check again.
Yes. Turn key off, return to step 1. And check again.
2. If the result is the same as before, change PMC.
No. The fault is recovered No. Check harness
No. Turn key off, return to the first step, and check again. 3. If the result is the same as before, change RCM.
E031: TORQUE OUTPUT SIGNAL LOST 1. Check whether there is continuity between PMC3, P-8 and Quantum C6, P-F. Yes. Check whether the width of high level of PWM signal is between 5 and 95%, and the frequency is between 14 and 18 Hz. Yes. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC. No. Turn key off, return to the first step, and check again. 3. If the result is the same as before, change Quantum.
No. Check harness. E034: BRAKE SIGNAL (T/M) LOST 1. Check whether there is continuity between PMC3, P-2 and T/M controller ATC3A, P-15. Yes. Check whether the width of high level of PWM signal is between 5 and 90%, and the frequency is between 180 and 220 Hz. Yes. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC. No. Turn key off, return to the first step, and check again.
No. Check harness.
3. If the result is the same as before, change RCM. E032: THROTTLE MODIFICATION SIGNAL (T/M) LOST
No. Check harness.
1. Check whether there is continuity between PMC3, P-1 and T/M controller ATC3A, P-5. Yes. Check whether the frequency of FM signal is between 150 and 400 Hz. Yes. Turn key off, return to the first step, and check again.
D23002 5/04
PMC Controller
D23-11
E035: IVS INVALID STATUS 1. Turn key on and check whether the voltage level between PMC1, P-2 and PMC1, P- 5 is 0. 5 V or less with the accelerator pedal released. Yes. Check whether the voltage level between PMC1, P-3 and PMC1, P-5 is 4.0 V or more. Yes. Check whether the voltage level between PMC1, P-2 and PMC1, P-5 is 4.5 V or more with accelerator pedal fully depressed. Yes. Check whether the voltage level between PMC1, P-3 and PMC1, P-5 is 0.5 V or less.
E054: ACCELERATOR SENSOR FAILED LOW E055: ACCELERATOR SENSOR FAILED HIGH 1. Check whether the voltage level between PMC1, P-4 and P-5 is between 4.6 and 5.6 V. Yes. While measuring voltage between PMC1, P-1 and PMC1, P-5, verify voltage increases smoothly as the pedal is depressed to full throttle. Yes. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC. No. Turn key off and disconnect the connector near sensor.
Yes. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC. No. Check harness No. Check harness No. Check harness No. Check harness
3. Check whether the resistance between signal line (sensor side) of sensor and ground line (sensor side) of sensor is between 1.0 and 5.6 kW, and the resistance between power source line (sensor side) of sensor and ground line (sensor side) of sensor is between 4.4 and 5.6kΩ. Yes. Check harness. No. Change sensor. No. Turn key off and disconnect PMC1 from PMC. 4. Check whether the resistance between PMC1, P-4 and P-5 is between 4.6 and 5.6kΩ and the resistance between PMC1, P - 4 and chassis is 1 MΩ or more. Yes. Return to the first step, and check again. 5. If the result is the same as before, change PMC. No. Disconnect the connector near sensor. 6. Check whether the resistance between power source line (sensor side) of sensor and ground line (sensor side) of sensor is between 4.6 and 5.6 kΩ. Yes. Check harness. No. Change sensor.
D23-12
PMC Controller
5/04 D23002
E057: T/M INPUT SPEED SIGNAL LOST
E056: ENGINE SPEED SIGNAL LOST 1. Turn key off and disconnect PMC2A from PMC.
1. Turn key off and disconnect PMC2A from PMC.
2. Check whether the resistance between PMC2A, P-5 (harness side) and P-6 (harness side) is between 750 and 1500Ω.
2. Check whether the resistance between PMC2A, P-1 (harness side) and P-2 (harness side) is between 500 and 1000Ω, and the resistance between PMC2A, P- 1 (harness side) and chassis is 1 MΩ, or more.
Yes. Check whether the resistance between PMC2A, P-5 (harness side) and chassis is 1 MΩ, or more. Yes. Connect PMC2A to PMC and start engine. 3. Check whether PMC still detects the same fault with engine running. Yes. Turn key off, return to the first step, and check again. 4. If the result is the same as before, change PMC.
Yes. Connect PMC2A to PMC and start engine. 3. Check whether PMC still detects the same fault with engine running. Yes. Turn key off, return to the first step, and check again. 4. If the result is the same as before, change PMC. No. The fault is recovered. No. Disconnect the connector near sensor.
No. The fault is recovered. No. Disconnect the connector near sensor. 5. Check whether the resistance between signal line of sensor (sensor side) and chassis is 1 MΩ, or more. Yes. Check harness.
5. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor sides) is between 500 and 1000Ω, and the resistance between signal line of sensor (sensor side) and chassis is 1 MΩ or more.
No. Change speed sensor.
Yes. Check harness.
No. Disconnect the connector near sensor.
No. Change speed sensor.
6. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 750 and 1500Ω. Yes. Check harness. No. Change speed sensor.
D23002 5/04
PMC Controller
D23-13
E058: T/M OUTPUT SPEED SIGINAL LOST 1. Turn key off and disconnect PMC2A from PMC controller. 2. Check whether the resistance between PMC2A, P-3 (harness side) and P-4 (harness side) is between 500 and 1000 Ω, and the resistance between PMC3, P-3 (harness side) and chassis is I MΩ or more.
E0A4: CHANGE FRONT BRAKE COOLING FILTER 1. Check whether front brake cooling filter is restricted. Yes. Change filter. No. Turn key on and check whether the voltage level between PMC2A, P-17 and chassis is 20 V or more.
Yes. Connect PMC2A to PMC and start engine.
Yes. Check whether there is continuity between PMC2A, P-17 and filter restriction switch.
3. Check whether PMC still detects the same fault under truck running.
Yes. Change switch.
Yes. Turn key off, return to the first step, and check again.
No. Check harness. No.Turn key off, return to the first step, and check again.
4. If the result is the same as before, change PMC.
2. If the result is the same as before, change PMC.
No. The fault is recovered. No. Disconnect the connector near sensor. 5. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 500 and 1000Ω, and the resistance between signal line of sensor (sensor side) and chassis is 1 MΩ or more.
E0A5: CHANGE REAR BRAKE COOLING FILTER (R) 1. Check whether rear brake cooling filter (R) is restricted.
Yes. Check harness.
Yes. Change filter.
No. Change speed sensor.
No. Turn key on and check whether the voltage level between PMC2A, P-18 and chassis is 20 V or more. Yes. Check whether there is continuity between PMC2A, P-18 and filter switch.
E0A3: LOW HYDRAULIC OIL LEVEL 1. Check whether the hydraulic oil level is too low.
Yes. Change filter restriction switch.
Yes. Add hydraulic oil.
No. Check harness.
No. Turn key on and check whether the voltage level between PMC2B, P-2 and chassis is 20 V or more. Yes. Check whether there is continuity between PMC2B, P-2 and level switch.
No. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC.
Yes. Change level switch. No. Check harness. No. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC.
D23-14
PMC Controller
5/04 D23002
E0A6: CHANGE REAR BRAKE COOLING FILTER (L) 1. Check whether rear brake cooling filter (L) is restricted. Yes. Change filter. No. Turn key on and check whether the voltage level between PMC2A, P-19 and chassis is 20 V or more. Yes. Check whether there is continuity between PMC2A, P-19 and filter switch. Yes. Check indicator switch. No. Check harness.
E0A9: CHANGE BRAKE DISK (RF) 1. Check brake disk wear using brake wear tool (Refer to Section “J”). Yes. Change brake disk. No. Turn key on and check whether the voltage level between PMC2A, P-9 and chassis is 3 V or more. Yes. Turn key off and disconnect the connector near wear switch. 2. Check for continuity between PMC2A, P-9 and the signal line of wear switch, and between the ground line of wear switch and chassis. Yes. Change wear switch.
No.Turn key off, return to the first step, and check again.
No. Check harness. No. Turn key off, return to the first step, and check again.
2. If the result is the same as before, change PMC.
3. If the result is the same as before, change PMC.
E0A7: FULL FLOW FILTER CLOG 1. Ensure the transmission controller is set correctly. Refer to Transmission Controller - Rotary Switch Settings for information on proper settings. 2. Clear the machine memory by corruption. a. Turn key ON; MOM idicates engine start OK b. Prepare to disconnect the PMC1 connector c. Turn key to OFF, wait 2 seconds, unplug PMC1
E0b1: CHANGE BRAKE DISK (LF) 1. Check brake disk wear using brake wear tool (Refer to Section J). Yes. Change brake disk. No. Turn key on and check whether the voltage level between PMC2A, P-10 and chassis is 3 V or more. Yes. Turn key off and disconnect the connector near wear switch.
d. Install connector, turn key ON e. There should now be a NV RAM data fault; clear all faults
2. Check for continuity between PMC2A, P-10 and the signal line of wear switch, and between the ground line of wear switch and chassis. Yes. Change wear switch. No. Check harness.
E0A8: CHANGE HYDRAULIC FILTER
No. Turn key off, return to the first step, and check again.
1. Check whether hydraulic filter is restricted. Yes. Change filter. No. Turn key on and check whether the voltage level between PMC2A, P-16 and chassis is 20 V or more.
3. If the result is the same as before, change PMC.
Yes. Check whether there is continuity between PMC2A, P-16 and filter switch. Yes. Change filter restriction switch. No. Check harness. No. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC.
D23002 5/04
PMC Controller
D23-15
E0b4: LOW BATTERY LIQUID LEVEL
E0b2: CHANGE BRAKE DISK (RR) 1. Check brake disk wear using brake wear tool (Refer to Section “J”).
1. Check whether battery electrolyte level is too low.
Yes. Change brake disk.
Yes. Add water to battery.
No. Turn key on and check whether the voltage level between PMC2A, P-11 and chassis is 3 V or more.
No. Turn key on and check whether the voltage level between PMC2A, P- 13 and chassis is 1 V or less.
Yes. Turn key off and disconnect the connector near wear switch.
Yes. Check for continuity between PMC2A, P-13 and level switch.
2. Check for continuity between PMC2A, P-11 and the signal line of wear switch, and between the ground line of wear switch and chassis.
Yes. Change level switch. No. Check harness. No. Turn key off, return to the first step, and check again.
Yes. Change wear switch. No. Check harness.
2. If the result is the same as before, change PMC.
No. Turn key off, return to the first step, and check again. 3. If the result is the same as before, change PMC.
E0C1: S-NET SIGNAL LOST 1. Check whether Electronic display panel detects A013, A014, or A016.
E0b3: CHANGE BRAKE DISK (LR)
Yes. Check S-NET harness.
1. Check brake disk wear using brake wear tool (Refer to Section “J”). Yes. Change brake disk. No. Turn key on and check whether the voltage level between PMC2A, P-12 and chassis is 3 V or more.
No. Turn key off, return to the first step, and check again. 2. If the result is the same as before, change PMC.
Yes. Turn key off and disconnect the connector near wear switch. 2. Check for continuity between PMC2A, P-12 and the signal line of wear switch, and between the ground line of wear switch and chassis. Yes. Change wear switch. No. Check harness. No. Turn key off, return to the first step, and check again. 3. If the result is the same as before, change PMC.
D23-16
PMC Controller
5/04 D23002
E0C2: MACHINE SELECT INFORMATION FAILURE 1. Check whether PMC also detects fault E0C1. Yes. Refer to troubleshooting fault code E0C1 (PMC). No. Check whether T/M controller detects b014. Yes. Refer to b014 fault code, Transmission Controller troubleshooting.
E0C3: VEHICLE SPEED INFORMATION FAILURE 1. Check whether PMC detects E0C1 also. Yes. Refer to fault code E0C1 (PMC) troubleshooting. 2. If the optional Suspension Controller is installed on the truck: No. Check whether Suspension Controller detects d0C3. Yes. Turn key off, return to the first step, and check again.
No. Check whether Electronic display panel detects A018. Yes. Turn key off, return to the first step, and check again.
3. If the result is the same as before, replace Electronic Display Panel. No. Turn key off, return to the first step, and check again.
2. If the result is the same as before, change T/M controller. No. Turn key off, return to the first step, and check again.
4. If the result is the same as before, change PMC.
3. If the result is the same as before, change PMC.
5. If the optional Suspension Controller is not installed on the truck: No. Turn key off, return to the first step, and check again. 6. If the result is the same as before, change Electronic display panel. 7. Check whether PMC still detects E0C3. Yes. Turn key off, return to the first step, and check again. 8. If the result is the same as before, change PMC. No. The fault is recovered.
D23002 5/04
PMC Controller
D23-17
PMC CONTROLLER LOGIC point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found.If not, the fault remains at the state at which it was found during the powerup checking, which is the state that was saved at key-off preceding this cycle of keyon.
The following information describes the fault logic for the Powertrain Management Controller (PMC) when a fault is detected in the system. Each fault code is listed with a description of the logic used to determine a fault exists, the action taken by the PMC when the fault occurs, the fault recovery classification (see below), and the logic required to clear the fault for normal operation. • If the fault detecting logic is established, the fault is always indicated on the 7-segment LED in the PMC and the fault history will be logged.
c. Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This variation is for faults which can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking, which is the state that was saved at the keyoff preceding this cycle of key-on.
• If two or more faults are detected at the same time, they are alternately displayed on the LED, one at a time for 2 seconds. This information should be used in conjunction with the PMC Fault Code Troubleshooting procedures on the preceeding pages, electrical schematics in Section R, and the PMC Fault Code List in “Powertrain Management Control System”.
Fault Recovery Classifications
d. The action table is made active (buzzer, light, etc.) first, prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This variation is for faults which only can be checked upon certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking, which is the state that was saved at the key-off preceding this cycle of key-on.
The following describes PMC fault recovery characteristics and recovery under various conditions. Fault Characteristics: 1. There are two fault recovery allowable characteristics: a. Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met. b. Fault recovery logic is ignored while the key remains ON. This type of fault will not clear even though the recovery logic is met. This type requires clearing through initial powerup when the key switch is turned ON. Power-Up Variations: 2. When the key switch is turned ON, the initial power-up fault recovery logic will be one of the following variations: a. Fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
Be certain truck wheels are blocked to prevent truck movement during troubleshooting operations.
b. The action table is executed for the fault (buzzer, light etc.) immediately. Then, at this
D23-18
PMC Controller
5/04 D23002
PMC FAULT CODE LOGIC DESCRIPTION E001: NV RAM DATA FAULT
E002: BATTERY VOLTAGE LOW
Fault Detecting Logic:
Fault Detecting Logic:
A sum check is made for every byte of the table in FLASH ROM when power is turned on. If the result is different from the value logged when power was turned off the last time, this fault is detected.
Battery power supply voltage (PMC1, P-14 or P-15) is below 18 volts, AND Engine start signal (key switch terminal C, PMC1, P10) is open (= low level),
PMC Operation When Fault is Detected:
AND
Data taken from FLASH ROM is cleared. The fault history is left and normal operation is continued. When the power is turned off, check sum is calculated again and logged.
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected: • Detection of occurrence and recovery of faults other than this fault is stopped.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked when the key is turned ON. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
• Normal items remain normal, and detected faults remain. • If this fault is not recovered before the power is turned off, writing to FLASH ROM is inhibited when the power is turned off.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met. When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at key-off preceding this cycle of key-on).
Fault Recovery Logic: The sum check result must match the value logged when the power was turned Off the last time.
Fault Recovery Logic: Battery supply voltage (PMC1, P-14 or P-15) is above 19 volts for 1 second.
D23002 5/04
PMC Controller
D23-19
E003: CONNECTOR MISMATCH
E013: MOM COMMUNICATION LOST
Fault Detecting Logic:
Fault Detecting Logic:
When the power is turned on, a combination other than PMC2B, P-16 = GND, and PMC4B, P-16 = open, is present for 0.1 second.
PMC dip switch 1-6 = ON, AND Time-out in communication with MOM.
PMC Operation When Fault is Detected: • FM throttle signal is fixed to low. (Output is not set to low idling, but stopped). • Alt. torque signal output is kept turned on. (closed) • Alt. droop signal output is kept turned off. (open)
PMC Operation When Fault is Detected: • Normal operation.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
• The pulse width of brake command PWM signal is fixed to 5 to 10%. (Brake apply: 0%).
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked when the key is turned ON. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
Fault Recovery Logic: Recovered when the next normal communication starts.
Fault Recovery Logic: Combination of PMC2B, P-16 = GND, and PMC4B, P-16 = open, is present for 0.1 second.
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PMC Controller
5/04 D23002
E014: MOM COMMUNICATION FAILURE
E017: CENSE COMMUNICATION LOST
Fault Detecting Logic:
Fault Detecting Logic:
PMC dip switch 1-6 = ON,
PMC dip switch 1-2 = ON, AND
AND
Time-out error is made in communication with CENSE. (ACK is not received in 1.5 seconds, and not received after four retries.)
Error in communication with MOM. (parity, framing, overrun)
PMC Operation When Fault is Detected: PMC Operation When Fault is Detected:
• Normal operation.
• Normal operation. Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic: Recovered when the next normal communication starts.
D23002 5/04
Fault Recovery Logic: Recovered when the next normal communication starts.
PMC Controller
D23-21
E022: BRAKE CONTROLLER (RCM) COMMUNICATION LOST
E018: CENSE COMMUNICATION FAILURE Fault Detecting Logic:
Fault Detecting Logic:
PMC dip switch 1-2 = ON,
T/M controller machine selection =D (HD1500-5),
AND Framing and overrun error in communication with CENSE,
AND Time-out in communication with RCM.
OR Receiving of rpcerr_failed (secondary communication error),
PMC Operation When Fault is Detected: • Normal operation.
OR Receiving of rpcerr_norpc (there is rpc No.),
Fault Recovery Classification:
OR
Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
Receiving of rpcerr_args (argument error).
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
PMC Operation When Fault is Detected: • Normal operation.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met. When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic: Recovered when the next normal communication starts.
Fault Recovery Logic: Recovered when the next normal communication starts.
D23-22
PMC Controller
5/04 D23002
E023: BRAKE CONTROLLER (RCM) COMMUNICATION FAILURE
E026: PAYLOAD METER (PLM) COMMUNICATION FAILURE 1
Fault Detecting Logic:
Fault Detecting Logic:
T/M controller machine selection =D (HD1500-5),
PMC dip switch 1-3 = ON,
AND
AND
Error in communication with BRAKE CONTROLLER (overrun).
When PMC requests PLM to send real time monitor data, AND Correct real time data is not sent from PLM, or PLM sends nothing for 3 seconds (PMC retries twice).
PMC Operation When Fault is Detected: • Normal operation.
PMC Operation When Fault is Detected:
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met. When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
• Normal operation.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met. When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic: Recovered when the next normal communication starts.
Fault Recovery Logic: Recovered when the next normal communication starts.
D23002 5/04
PMC Controller
D23-23
E027: PLM COMMUNICATION FAILURE 2
E028: PLM COMMUNICATION FAILURE 3
Fault Detecting Logic:
Fault Detecting Logic:
PMC dip switch 1-3 = ON,
PMC dip switch 1-3 = ON,
AND
AND
When PMC receives PLM real time monitor data from PLM,
When PMC requests PLM to stop sending real time monitor data,
AND
AND
Next real time data is not sent from PLM for 3 seconds.
PMC receives NAK or PMC does not receive ACK or NAK for 3 seconds (PMC retries twice).
PMC Operation When Fault is Detected:
PMC Operation When Fault is Detected: • Normal operation.
• Normal operation.
Fault Recovery Classification:
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic:
Fault Recovery Logic:
Recovered when the next normal communication starts.
Recovered when the next normal communication starts.
D23-24
PMC Controller
5/04 D23002
E029: PLM COMMUNICATION FAILURE 4
E02A: PLM COMMUNICATION FAILURE 5
Fault Detecting Logic:
Fault Detecting Logic:
PMC dip switch 1-3 = ON,
PMC dip switch 1-3 = ON, AND
AND When PMC requests PLM to send calibration data, AND Correct calibration data is not sent from PLM, or PLM sends nothing for 3 seconds (PMC retries twice).
When PMC requests PLM to send controller information data, AND Correct controller information data not sent from PLM, or PLM sends nothing for 3 seconds (PMC retries twice).
PMC Operation When Fault is Detected: • Normal operation.
PMC Operation When Fault is Detected: • Normal operation.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic: Recovered when the next normal communication starts.
Fault Recovery Logic: Recovered when the next normal communication starts.
D23002 5/04
PMC Controller
D23-25
Fault Recovery Classification:
E031: TORQUE OUTPUT SIGNAL LOST
Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
Fault Detecting Logic: Either of the following; (1) or (2) is established:
When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at key-off preceding this cycle of key-on).
1. The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection = D (HD1500-5) AND Any of the following (a), (b), or (c) is established: a. The pulse width of the high level of the torque output signal (PMC3, P-8) is less than 2.5% of the period or more than 97.5% of the period for 1.6 seconds continuously. b. Signal frequency is outside the range 16 Hz ± 2 Hz for 1.6 seconds continuously. c. High level or low level sustained for 1.6 seconds continuously. 2. The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection = C or E (HD785-5)
Fault Recovery Logic: Either (1) or (2) below is established: 1. The recovery is detected 1.6 seconds after power is turned on. T/M controller machine selection = D (HD15005) AND Items (a), (b), and (c) in the fault detecting logic are NOT established.
AND Any of the following (a), (b), or (c) is established: a. The pulse width of high level of the torque output signal (PMC3, P-8) is less than 2.5% of the period or more than 97.5% of the period for 1.6 seconds continuously.
2. The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =C or E (HD785-5)
b. Frequency of the signal is out of the range of 64 Hz ±6.4 Hz for 1.6 seconds continuously.
AND Items (a), (b), and (c) in the fault detecting logic are NOT established.
c. High level or low level sustained for 1.6 seconds continuously.
PMC Operation When Fault is Detected: • Engine and transmission history map recording is suspended.
D23-26
PMC Controller
5/04 D23002
E032: THROTTLE MODIFICATION SIGNAL (T/M) LOST Fault Detecting Logic: The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (HD1500-5), AND
E033: THROTTLE (BRAKE)
MODIFICATION
SIGNAL
LOST
Fault Detecting Logic: The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (HD1500-5), AND
Either (a) or (b) below is established: a. Throttle modification frequency signal sent from T/M controller (PMC3, P-1) is below 150 Hz or above 400 Hz for 1.6 seconds continuously.
Any of the following (a), (b), or (c) is established: a. The pulse width of the high level of the throttle modification signal sent from RCM (PMC3, P-10) is below 5% of the period or above 95% of the period for 1.6 seconds continuously.
b. FM pulse signal is not present for 1.6 seconds continuously.
b. Frequency of the signal is out of the range of 200 Hz ±20 Hz for 1.6 seconds continuously. PMC operation When Fault is Detected:
c. High level or low level is continued for 1.6 seconds continuously.
• Corrected value is assumed to be 0.
PMC operation When Fault is Detected: • Corrected value is assumed to be 0.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at key-off preceding this cycle of key-on).
When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved a
Fault Recovery Logic: The recovery is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (HD1500-5), AND
Fault Recovery Logic: The recovery is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (HD1500-5),
Both (a) and (b) in the fault detecting logic are NOT established.
AND (a), (b), and (c) in the fault detecting logic are NOT established.
D23002 5/04
PMC Controller
D23-27
E034: BRAKE SIGNAL LOST (T/M)
E035: IDLE VALIDATION SIGNAL (IVS) INVALID STATUS
Fault Detecting Logic:
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (HD1500-5),
Transmission Controller machine selection set to 4 to 7, A to C, or E,
AND
OR T/M controller machine selection =D (HD1500-5),
Any of the following (a), (b), or (c), is established:
AND
a. The pulse width of the high level of the brake signal sent from T/M controller (PMC3, P-2) is below 5% of the period or above 95% of the period for 1.6 seconds continuously.
Either (1) or (2) below is established: 1. Either E054 or E055 is detected AND
b. Frequency of the signal is out of the range of 200 Hz ±20 Hz for 1.6 seconds continuously.
Input other than 1.1 or 1.2. below is applied for 5 seconds continuously.
c. High level or low level is continued for 1.6 seconds continuously. 1.1. IVS signal 2 (PMC1, P-2) = closed, AND
PMC Operation When Fault is Detected:
IVS signal 3 (PMC1, P-3) = open,
• Corrected value is assumed to be 0. Fault Recovery Classification:
1.2. IVS signal 2 (PMC1, P-2) = open,
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved a
AND IVS signal 3 (PMC1, P-3) = closed, 2. Neither, E054 or E055 are detected, AND The following; 2.1., 2.2., or 2.3. is continued for 5 seconds. 2.1. APS signal input voltage (PMC1, P-1) is below 0.69 V, AND IVS signal 2 = open, and IVS signal 3 = closed
Fault Recovery Logic: The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (HD1500-5),
AND Input other than 2.2.1 or 2.2.2
AND All of (a), (b), and (c) in the fault detecting logic are not established.
D23-28
2.2. APS signal input voltage is above 0.87 V,
PMC Controller
2.2.1. IVS signal 2 = closed, and IVS signal 3 = open 2.2.2. IVS signal 2 = open, and IVS signal 3 = closed
5/04 D23002
Fault Recovery Logic:
2.3. APS signal input voltage is below 0.446 V,
T/M Controller machine selection set to 5, 7, B, or E,
AND
OR
Input other than 2.3.1 or 2.3.2 2.3.1. IVS signal 2 = closed, and IVS signal 3 = open
T/M controller machine selection =D (HD1500-5),
2.3.2. IVS signal 2 = open, and IVS signal 3 = closed
Either of the following (1) or (2) is established:
AND
1. Either E054 or E055 is detected,
PMC Operation When Fault is Detected:
AND
1. When E054 or E055 is detected: • The previous throttle command is maintained for 5 seconds while logic detection is in process.
Input of 1.1 or 1.2 is applied for 5 seconds continuously.
• After 5 seconds, and the fault is confirmed, throttle output is set to low-speed. 2. When neither E054 or E055 are detected:
1.1. IVS signal 2 = closed and IVS signal 3 = open
• Throttle command is output accelerator sensor input.
according
1.2. IVS signal 2 = open and IVS signal 3 = closed
to
2. Neither E054 or E055 are detected,
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved a
D23002 5/04
PMC Controller
AND The following; 2.1 or 2.2 is continued for 5 seconds: 2.1. APS signal input voltage is below 0.69 V, AND IVS signal 2 = closed and IVS signal 3 = open 2-2. APS signal input voltage is above 0.87 V, AND IVS signal 2 = open and IVS signal 3 = closed
D23-29
Fault Recovery Logic:
E036: ALTERNATE TORQUE SIGNAL LOST
T/M controller machine selection =D (HD1500-5),
Fault Detecting Logic: Transmission (HD1500-5),
AND
Controller
machine
selection
=D
AND Either following (1) or (2) is established: 1. ALT. TORQUE SIGNAL (PMC3, P-4) output is OFF (open), AND Feedback voltage for checking the ALT. TORQUE SIGNAL output is kept below 1 volt for 1 second.
Both (1) and (2) below are established: 1. 0.5 seconds after the power is turned on again, ALT. TORQUE SIGNAL output is turned OFF (open) for 0.5 seconds, and feedback voltage for checking the ALT. TORQUE SIGNAL output is kept above 1 volt during this period. 2. After (1) above, ALT. TORQUE SIGNAL output is turned ON (closed) for 0.1 second, and feedback voltage for checking the ALT. TORQUE SIGNAL output is kept below 1 volt during that period.
2. ALT. TORQUE SIGNAL output is ON (closed), AND Feedback voltage for checking the ALT. TORQUE SIGNAL output is kept above 1 volt for 50 milliseconds.
PMC Operation When Fault is Detected: • ALT. TORQUE SIGNAL output is turned OFF (open).
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at the last keyswitch OFF, power down cycle of the PMC controller.
D23-30
PMC Controller
5/04 D23002
Fault Recovery Classification:
E037: ALTERNATE DROOP SIGNAL LOST
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault Detecting Logic: T/M controller machine selection =D (HD1500-5), AND
When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved a
Either of following (1) and (2) is established. 1. ALT. DROOP SIGNAL (PMC3, P-5) output is turned OFF (open), AND Feedback voltage for checking the ALT. TORQUE SIGNAL output is kept below 1 volt for 1 second. 2. ALT. DROOP SIGNAL output is turned ON (closed),
Fault Recovery Logic:
AND Feedback voltage for checking the ALT. DROOP SIGNAL output is kept above 1 volt for 50 milliseconds.
T/M controller machine selection =D (HD1500-5), AND Both of following (1) and (2) are established:
PMC Operation When Fault is Detected: • ALT. DROOP SIGNAL output is turned OFF (open) and isochronous engine control is not accepted.
1. 0.5 seconds after the power is turned on again, ALT. DROOP SIGNAL output is turned OFF (open) for 0.5 seconds, and feedback voltage for checking the ALT. DROOP SIGNAL output is above 1 volt during this period. 2. After (1) above, ALT. DROOP SIGNAL output is turned ON (closed) for 0.1 second, and feedback voltage for checking the ALT. DROOP SIGNAL output is kept below 1 volt during that period.
D23002 5/04
PMC Controller
D23-31
E055:ACCELERATOR SENSOR FAILED HIGH
E054: ACCELERATOR SENSOR FAILED LOW
Fault Detecting Logic:
Fault Detecting Logic: Transmission Controller machine selection set to 4 to 7, A to C, or E, OR
Transmission Controller machine selection set to 4 to 7, A to C, or E, OR T/M controller machine selection =D (HD1500-5),
T/M controller machine selection =D (HD1500-5),
AND
AND
Either (1) or (2) below is established.
APS SIGNAL (PMC2A, P-1) input voltage is below 6% of VPOT (5V) voltage for 1 second.
1. APS SIGNAL input voltage is kept above 91% of VPOT (5V) voltage for 1 second.
PMC Operation When Fault is Detected:
2. APS SIGNAL input voltage is kept at between 17.4 to 91% of VPOT (5V) voltage
• When IVS SIG. 2 is not open
AND
AND
IVS SIG. 2 is closed and SIG. 3 is open for 1 second.
• SIG. 3 is not closed, throttle command is lowspeed, low idle. (650 rpm) • When IVS SIG. 2 is open
PMC Operation When Fault is Detected:
AND • SIG. 3 is closed, throttle command sent from PMC to Quantum is high-speed, low idle. (1400 rpm)
• When IVS SIG. 2 is not open AND • SIG. 3 is not closed, the throttle command is lowspeed low idle (650 rpm)
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at key-off preceding this cycle of key-on).
• When IVS SIG. 2 is open AND • SIG. 3 is closed, throttle command sent from PMC to Quantum is high-speed low idle. (1400 rpm)
Fault Recovery Classification:
Fault Recovery Logic: Transmission Controller machine selection set to 4 to 7, A to C, or E, OR T/M controller machine selection = D (HD1500-5), AND APS SIGNAL input voltage is kept above 6% of VPOT (5V) voltage for 1 second.
D23-32
PMC Controller
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at key-off preceding this cycle of key-on).
5/04 D23002
Fault Recovery Logic: Transmission Controller machine selection set to 4 to 7, A to C, or E,
E056: ENGINE SPEED SIGNAL LOST Fault Detecting Logic: Alternator “R” terminal information sent from S-NET is ON,
OR T/M controller machine selection =D (HD1500-5),
AND
AND APS SIGNAL input voltage is maintained at between 17.4 to 91% of VPOT (5V) voltage,
The engine speed signal pulse (PMC2A, P-5) is not received for 5 seconds.
AND IVS SIG. 2 is open and SIG. 3 is closed for 1 second.
PMC Operation When Fault is Detected: • Engine and transmission working history maps are not recorded.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic: Alternator “R” terminal information sent from S-NET is ON, AND Engine speed signal pulse is received for 5 seconds.
D23002 5/04
PMC Controller
D23-33
Fault Recovery Logic:
E057: T/M INPUT SPEED SIGNAL LOST
Shift indicator information sent from S-NET is not N,
Fault Detecting Logic:
AND
Shift indicator information sent from S-NET is not N,
Shift indicator information sent from S-NET is not E,
AND
AND
Shift indicator information sent from S-NET is not E,
The transmission output pulse signal is detected,
AND
AND
The transmission output pulse signal (PMC2A, P-3)is detected,
The transmission input pulse signal is detected, AND
AND The transmission input pulse signal (PMC2A, P-1)is not detected,
The above conditions continue for 5 seconds.
AND The above conditions continue for 5 seconds.
PMC Operation When Fault is Detected: • Transmission working history map is suspended.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. When the key is turned ON, the action table is made active prior to attempt for recovery. Fault recovery is checked at first opportunity for checking from initial key-on. This fault can only be checked upon certain unique truck operational conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
D23-34
PMC Controller
5/04 D23002
Fault Recovery Classification:
E058: T/M OUTPUT SPEED SIGNAL LOST
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault Detecting Logic: Either of following (1) and (2) is established. 1. T/M controller machine selection is not D,
Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
AND Shift indicator information sent from S-NET is not N, AND Shift indicator information sent from S-NET is not E, AND Transmission input speed is above 2000 rpm, AND The transmission output pulse signal is not detected,
Fault Recovery Logic:
AND The above conditions continue for 5 seconds.
Shift indicator information sent from S-NET is not N,
2. T/M controller machine selection is D (HD15005),
AND Shift indicator information sent from S-NET is not E,
AND Shift indicator information sent from S-NET is not N,
AND The transmission output pulse signal is detected,
AND
AND
Shift indicator information sent from S-NET is not E,
The transmission input pulse signal is detected,
AND
AND
Transmission input speed is above 1300 rpm,
The above conditions continue for 5 seconds.
AND The transmission output pulse signal is not detected, AND The above conditions continue for 5 seconds.
PMC Operation When Fault is Detected: • Normal operation
D23002 5/04
PMC Controller
D23-35
E0A3: LOW HYDRAULIC OIL LEVEL
E0A4: CHANGE FRONT BRAKE COOLING FILTER
Fault Detecting Logic:
Fault Detecting Logic:
PMC dip switch 2-7 = ON
T/M controller machine selection =D (HD1500-5), AND
AND Alternator “R” terminal information sent from S-NET is OFF,
PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON,
AND Start signal (key switch terminal C) is open (= low level), AND Hydraulic oil level signal (PMC2B, P-2) is open(= high level), AND
AND Brake cooling oil temperature level sent from S-NET is 3 or more, AND Front brake cooling filter signal (PMC2A, P-17) is open (= high level), AND
The above condition continues for 2 seconds.
The above conditions continue for 30 seconds. PMC Operation When Fault is Detected:
PMC Operation When Fault is Detected:
• Normal operation
• Normal operation Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met. Fault recovery is checked when the key is turned ON. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, the fault remains at the state saved at the key-off preceding this cycle of key-on.
Fault Recovery Logic:
Fault Recovery Logic:
PMC dip switch 2-7 = ON,
T/M controller machine selection =D (HD1500-5),
AND
AND
Any of following; (1), (2), or (3) is established: 1. Hydraulic oil level signal is closed (= low level) for 2 seconds 2. Alternator “R” information sent from S-NET is ON 3. Start signal (key switch terminal C) is closed (= high level)
PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON, AND Front brake cooling filter signal is closed (= low level), AND The above conditions continue for 2 seconds.
D23-36
PMC Controller
5/04 D23002
E0A5: CHANGE REAR BRAKE COOLING FILTER (Right)
Fault Recovery Logic: T/M controller machine selection =D (HD1500-5),
Fault Detecting Logic:
AND
T/M controller machine selection =D (HD1500-5),
PMC dip switch 2-7 = ON,
AND
AND
PMC dip switch 2-7 = ON,
Alternator “R” information sent from S-NET is ON,
AND
AND
Alternator “R” information sent from S-NET is ON, AND Brake cooling oil temperature level sent from S-NET is 3 or more,
Rear brake cooling filter R signal is closed (= low level), AND The above condition continues for 2 seconds.
AND Rear brake cooling filter R signal (PMC2A, P-18) is open (= high level), AND The above conditions continue for 30 seconds.
PMC Operation When Fault is Detected: • Normal operation
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
D23002 5/04
PMC Controller
D23-37
E0A6: CHANGE REAR BRAKE COOLING FILTER (Left)
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault Detecting Logic: Either (1) or (2) is established: 1. T/M controller machine selection = 2 to C or E,
Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
AND PMC dip switch 2-7 = ON, AND Alternator “R” terminal information sent from SNET is ON, AND Brake cooling oil temperature level sent from SNET is 2 or more, AND Rear brake cooling filter signal (PMC2A, P-19) is open (= high level), AND The above conditions continue for 30 seconds.
Fault Recovery Logic: PMC dip switch 2-7 = ON, AND
2. T/M controller machine selection =D (HD15005), AND
Alternator “R” information sent from S-NET is ON, AND Rear brake cooling filter L signal is closed (= low level),
PMC dip switch 2-7 = ON,
AND
AND Alternator “R” terminal information sent from SNET is ON,
The above conditions continue for 2 seconds.
AND Brake cooling oil temperature level sent from SNET is 3 or more, E0A7: FULL FLOW FILTER CLOG
AND Rear brake cooling filter L signal is open (= high level), AND The above conditions continue for 30 seconds.
PMC Operation When Fault is Detected: • Normal operation
D23-38
NOTE: This code should never occur, in theory. However, if for instance the transmission controller is set incorrectly, the PMC controller may think it is operating a different machine. This may result in errors from another machine being generated. The transmission controller settings must be properly set as specified in Transmission Controller - Rotary Switch Settings.
PMC Controller
5/04 D23002
E0A9: CHANGE BRAKE DISK (FR) E0b1: CHANGE BRAKE DISK (FL) Fault Detecting Logic:
E0A8: CHANGE HYDRAULIC FILTER Fault Detecting Logic:
T/M controller machine selection = D (HD1500-5),
PMC dip switch 2-7 = ON,
AND
AND Alternator “R” terminal information sent from S-NET is ON,
PMC dip switch 2-7 = ON, AND Shift indicator information sent from S-NET is N,
AND Brake cooling oil temperature level sent from S-NET is 2 or more, AND Hydraulic filter signal (PMC2A, P-16) is open (= high level), AND
AND Brake disk wear FR (PMC2A, P-9), FL (PMC2A, P10) input voltage is above 2 volts, AND The above conditions continue for 5 seconds. PMC Operation When Fault is Detected:
The above conditions continue for 2 seconds.
• Normal operation
PMC Operation When Fault is Detected:
Fault Recovery Classification:
• Normal operation
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault recovery is checked from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on). Fault Recovery Logic: T/M controller machine selection =D (HD1500-5) AND
Fault Recovery Logic:
PMC dip switch 2-7 = ON
PMC dip switch 2-7 = ON,
AND
AND Alternator “R” information sent from S-NET is ON,
Shift indicator information sent from S-NET is N AND
AND Hydraulic filter signal is closed (= low level),
Brake disk wear FR (FL) input voltage is below2 volts AND
AND The above conditions continue for 2 seconds.
D23002 5/04
The above conditions continue for 5 seconds.
PMC Controller
D23-39
E0b2: CHANGE BRAKE DISK (RR) E0b3: CHANGE BRAKE DISK (RL)
E0b4: LOW BATTERY LIQUID LEVEL
Fault Detecting Logic:
Fault Detecting Logic:
PMC dip switch 2-7 = ON,
PMC dip switch 2-7 = ON, AND
AND
Alternator “R” terminal information sent from S-NET is OFF,
Shift indicator information sent from S-NET is N, AND Brake disk wear RR (PMC2A, P-11) RL (PMC2A, P12) input voltage is above 2 volts, AND
AND Start signal (key switch terminal C) is open (= low level), AND
The above conditions continue for 5 seconds.
Battery liquid level (PMC2A, P-13) input voltage is below 0.7 volts, PMC Operation When Fault is Detected:
AND
• Normal operation
The above conditions continue for 2 seconds.
Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
PMC Operation When Fault is Detected: • Normal operation Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault recovery is checked when the key is turned ON. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
Fault Recovery Logic:
Fault Recovery Logic:
T/M controller machine selection =D (HD1500-5),
PMC dip switch 2-7 = ON,
AND
AND
PMC dip switch 2-7 = ON,
Any of the following; (1), (2), or (3) is established. 1. Battery liquid level input voltage is above 0.7 volts for 2 seconds
AND Shift indicator information sent from S-NET is N,
2. Alternator “R” information sent from S-NET is ON
AND Brake disk wear RR (RL) input voltage is below 2 volts,
3. Start signal (key switch terminal C) is closed (= high level)
AND The above conditions continue for 5 seconds.
D23-40
PMC Controller
5/04 D23002
E0C1: S-NET SIGNAL LOST
E0b6: CHANGE AIR FILTER Fault Detecting Logic:
PMC Operation When Fault is Detected:
T/M controller machine selection = 2 to C or E,
When key switch is turned on again while FLASH is being written, error code is not sent out from pcb1 or saved.
AND PMC dip switch 2-7 = ON, AND Alternator “R” terminal information sent from S-NET is ON,
Fault Recovery Classification: Fault recovery logic is actively allowed while the key switch remains ON. The fault will be cleared if the recovery logic is met.
AND Air cleaner signal is open (= high level),
When the key is turned ON, the action table is immediately executed for the fault. Then, at this point, fault recovery is checked. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned, usually within a set time after the key switch is turned ON, if recovery as such was found. If not, the fault remains at the state found during the power-up checking (the state saved at key-off preceding this cycle of key-on).
AND The above conditions continue for 2 seconds. PMC Operation When Fault is Detected: • Normal operation Fault Recovery Classification: Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked at first opportunity for checking from initial key switch turn-on. This fault can only be checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is then assigned if recovery as such was found. If not, then the fault remains at the state at which it was found during the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic: Reset when the next normal communication starts.
Fault Recovery Logic: T/M controller machine selection = 2 to C or E, AND PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON, AND Air cleaner signal is close (= low level), AND The above conditions continue for 2 seconds.
D23002 5/04
PMC Controller
D23-41
E0C2: MACHINE SELECT INFORMATION FAILURE
E0C3: VEHICLE SPEED INFORMATIONFAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Either (1) or (2) below is established.
The vehicle speed (tire size) information is not received from the monitor panel through S-NET.
1. The machine selection information is not received from T/M controller through S-NET. 2. The machine selection information is received from T/M controller through S-NET and is unauthorized.
PMC Operation When Fault is Detected: • FM throttle signal is fixed to low. (Output is not set to low idling but stopped). • Alt. torque signal output is kept turned on. (closed)
PMC Operation When Fault is Detected: • FM throttle signal is fixed to low. (Output is not set to low idling but stopped). • Alt. torque signal output is kept turned on. (closed)
• Alt. droop signal output is kept turned off. (open) • The pulse width of brake command PWM signal is fixed to 5 to 10% (Brake apply: 0%). Fault Recovery Classification:
• Alt. droop signal output is kept turned off. (open)
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON.
• The pulse width of brake command PWM signal is fixed to 5 to 10%. (Brake apply: 0%).
Fault Recovery Classification:
Fault recovery is checked when the key is turned ON. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the recovery logic is met. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault recovery is checked when the key is turned ON. If the recovery logic is met, then the recovery logic is activated. The new state of the fault is assigned usually within about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault remains at the state at which it was found during the power-up checking.
Fault Recovery Logic: When the power is turned on, the vehicle speed (tire size) information is received from the monitor panel through S-NET.
Fault Recovery Logic: When the power is turned on, the machine selection information is received from the T/M controller through S-NET.
D23-42
PMC Controller
5/04 D23002
PMC WIRING HARNESS CONNECTORS The PMC harness connectors are shown in Figure 23-2. If a wiring circuit is broken (open) or the cable assembly has not been wired correctly, the PMC detects an appropriate fault, displays the fault in “MOM”, and will not operate. The following Tables list the harness connector pin numbers, the signal carried by the circuit, and the type of signal for each of the PMC wiring harnesses. Figure 23-2 shows the location of each connector on the PMC and the pin number location. FIGURE 23-2. PMC CONNECTORS
PMC HARNESS CONNECTOR CIRCUITS CONNECTOR - PMC1 Pin No.
D23002 5/04
Function
Circuit No.
Type
1
Accelerator pedal
54A
Analog input
2
Idle validation 2
54C
Digital input
3
Idle validation 3
54B
Digital input
4
Potentiometer power source
54D
Analog input
5
Ground
54E
6
Reserved
Digital output
7
Reserved
Digital output
8
Reserved
Digital output
9
Reserved
10
Battery “C” terminal
Ground
Digital output 21S
Analog input
11
Reserved
Analog input
12
Reserved
Analog input
13
Power source (switched)
91A
DC voltage input
14
Power source (Battery direct)
91B1
DC voltage input
15
Power source (Battery direct)
91B2
DC voltage input
16
Ground
50
Ground
17
Ground
50
Ground
PMC Controller
D23-43
PMC HARNESS CONNECTOR CIRCUITS CONNECTOR - PMC2A Pin No. 1
Function T/M input speed (+)
Circuit No.
Type
32S1
Pulse input
2
T/M input speed (-)
3
T/M output speed (+)
30
Pulse input
32S3
Pulse input
4
T/M output speed (-)
5
Engine speed (+)
6
Engine speed (-)
7
Suspension pressure (RF)
8
Suspension pressure (LF)
39FD
Analog input
9
Brake disc wear (RF)
33RF
Analog input
30
Pulse input
31S1
Pulse input
30
Pulse input
39FC
Analog input
10
Brake disc wear (LF)
33LF
Analog input
11
Brake disc wear (RR)
33RR
Analog input
12
Brake disc wear (LR)
33LR
Analog input
13
Battery liquid level
34L
Analog input
14
Reserved
Analog input
15
Reserved
Digital input
16
Hydraulic filter restriction
37F2
Digital input
17
Front brake oil filter restriction
37F1
Digital input
18
Rear brake oil filter restriction
37F4
Digital input
19
Rear brake oil filter restriction
37F5
Digital input
20
Air cleaner restriction
0
Digital input
1
Reserved
2
Hydraulic oil level
37H
Digital input
3
Retarder oil level
0
Digital input
4
Reserved
5
Max. Speed Set, UP
6 7 8
Max. Speed Set, EMPTY
35E4
Digital input
9
Max. Speed Set, SET
35E5
Digital input
10
Acc CANCEL
35C1
Digital input
11
Acc SET/DOWN
35C2
Digital input
CONNECTOR - PMC2B
D23-44
Digital input
Digital input 35E1
Digital input
Max. Speed Set, DOWN
35E2
Digital input
Max. Speed Set, LOADED
35E3
Digital input
12
Acc RESUME/UP
35C3
Digital input
13
ACC ON/OFF
35C4
Digital input
14
Sensor power source (+15V)
Analog output
15
Ground
Ground
16
Connector mismatch detection
PMC Controller
0
Digital input
5/04 D23002
PMC HARNESS CONNECTOR CIRCUITS CONNECTOR - PMC3 Pin No.
D23002 5/04
Function
Circuit No.
Type
1
Accelerator pedal
31M
Frequency input
2
Brake command
52BC
PWM input
3
Shift wait
25W
PWM output
4
Alternate torque
24E1
Digital output
5
Alternate droop
24D1
Digital output
6
Throttle
7
Throttle sensor power (+5V)
8
Engine output torque
9
Brake command
52AR
PWM output
10
Throttle modification
35TM
PWM input
11
Emergency brake/Auto Apply Sense
52EP
Digital input
12
Reserved
556
Frequency output
916M
DC voltage input
31TRQ
PWM input
Digital input
PMC Controller
D23-45
PMC HARNESS CONNECTOR CIRCUITS CONNECTOR - PMC4A Pin No.
Function
Circuit No.
Type
1
CENSE (RS422) TXD (+)
920
Serial output
2
CENSE (RS422) TXD (-)
921
Serial output
3
CENSE (RS422) RXD (+)
922
Serial input
4
CENSE (RS422) RXD (-)
923
Serial input
5
Ground
s11
Ground
6
“MOM” (RS422) TXD (+)
930
Serial output
7
“MOM” (RS422) TXD (-)
931
Serial output
8
“MOM” (RS422) RXD (+)
932
Serial input
9
“MOM” (RS422) RXD (-)
933
Serial input
10
Ground
93G
Ground
11
—
Serial output
12
—
Serial output
13
—
Serial input
14
—
Serial input
15
—
16
“DAD” (RS232) TXD
Ground 950
Serial output
17
“DAD” (RS232) RTS
951
Serial output
18
“DAD” (RS232) RXD
952
Serial input
19
“DAD” (RS232) CTS
953
Serial input
20
Ground
95G
Ground
CONNECTOR - PMC4B
D23-46
1
PLM (RS232) Signal Ground
960
Ground
2
PLM (RS232) CTS
961
Serial output
3
PLM (RS232) TXD
962
Serial input
4
PLM (RS232) RTS
963
Serial input
5
PLM (RS232) RXD
96G
6
—
7
—
Serial output
8
—
Serial input
Serial output Serial output
9
—
Serial input
10
—
Ground
11
—
Serial output
12
—
Serial output
13
—
Serial input
14
—
Serial input
15
—
Ground
16
—
Digital input
PMC Controller
5/04 D23002
PMC HARNESS CONNECTOR CIRCUITS CONNECTOR - PMC5 Pin No. 1
D23002 5/04
Function
Circuit No.
Type
SNET +A
SNET +A
2
SNET +B
SNET +B
3
Ground
4
Reserved (S-NET)
Serial in/output
5
Reserved (S-NET)
Serial in/output
6
Reserved
Ground
7
Reserved (RS485)
Serial in/output
8
Reserved (RS485)
Serial in/output
9
Ground
Ground
10
RCM (RS422) TXD (+)
990
Serial output
11
RCM (RS422) RXD (-)
991
Serial output
12
Reserved (RS422)
Serial output
13
Reserved (RS422)
Serial output
SNET0
Serial in/output Serial in/output Ground
14
RCM (RS422) RXD (+)
992
Serial input
15
RCM (RS422) RXD (-)
993
Serial input
16
Reserved (RS422)
Serial input
17
Reserved (RS422)
Serial input
18
Ground
19
Reserved (ISO)
Serial in/output
20
Reserved (ISO)
Serial output
21
Reserved
Ground
996
PMC Controller
Ground
D23-47
NOTES
D23-48
PMC Controller
5/04 D23002
SECTION D24 AUTOMATIC TRANSMISSION CONTROLLER INDEX
AUTOMATIC TRANSMISSION CONTROLLER (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3 ATC CONTROLLER FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3 LED Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3 Rotary Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3 Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-4 Range Selector Positions And Automatic Gear Shifting Ranges . . . . . . . . . . . . . . . . . . . . . . D24-4 Transmission Operation Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5 Braking Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5 Normal Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5 Automatic Gear Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5 Automatic Shifting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6 Gearshifting time lag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6 Shift Skip Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6 Safety Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7 TROUBLESHOOTING – ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8 ATC FAULT CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-9 ATC FAULT CODE LOGIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-24 TRANSMISSION CONTROLLER HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . D24-55
D24002 5/04
Automatic Transmission Controller
D24-1
NOTES
D24-2
Automatic Transmission Controller
5/04 D24002
AUTOMATIC TRANSMISSION CONTROLLER (ATC) ATC CONTROLLER FEATURES LED Display The transmission controller contains two 7 segment LED's (2, Figure 24-1). If faults occur, they are displayed on the LED's as follows: When the controller is powered up, the first set of codes that will be displayed are the history codes. After the history codes have been displayed, if any are present, the active codes are then shown. In between each active code that is displayed, “E” or “EC” is displayed in the LEDs. The “E” indicates that the oil flowing into the ECMV's is at normal operating temperature. If the indication is “EC” the oil is below normal operating temperature. The modulation of the ECMV's is different if the oil is cold versus normal operating temperature. If there are no active codes present, the display will indicate “00”. Rotary Switch Settings
FIGURE 24-1. TRANSMISSION CONTROLLER 1. Transmission Controller 2. LED Display
3. Rotary Switch Plugs 4. Harness Connectors
The transmission controller has two 16-position rotary switches in its surface. They inform the controller of the truck model the system is installed on and which controller has to be joined in S-NET. The transmission controller is also informed what model the controller is installed on by a four harness input and can compare these two types of input. If the two inputs do not agree, the transmission controller detects a fault and will not operate properly.
The transmission controller informs other controllers of the two rotary switches input through S-NET, therefore other controllers do not have to have any input for machine select information. Table 1. lists the assignment of each switch.
ROTARY SWITCH SETTINGS SWITCH NO.
POSITION
FUNCTION SELECTED
1
D
Truck Model - HD1500-5
2
PMC
Suspension Controller
0
Yes
Yes
1
No
Yes
2
Yes
No
3
No
No
Note: When changing the rotary switch settings, turn the key switch off and remove the rubber plugs (3, Figure 24-1) on the face of the T/M controller. Rotary switch status is monitored by “MOM” or “DAD”. If a rotary switch is changed, their status must be confirmed with “MOM” or “DAD”.
TABLE 1.
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Automatic Transmission Controller
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Shift Control The transmission controller receives a shift lever position signal, accelerator pedal acceleration signal, transmission speed signals, and signals from other switches and sensors, and automatically controls the shift schedule of the transmission including the torque converter lock-up clutch to provide the optimum range. Each clutch in the transmission and lock-up clutch in torque converter are equipped with an electronically controlled modulation valve, and each clutch is controlled independently. This contributes to the reduction of shock at each transmission gear change, the prevention of shift hunting, and improvement of durability of each clutch by controlling the initial engaging pressure, built up ratio, and torque off time for each clutch to match the conditions, the each acceleration, each shift up and down, of the machine. The transmission shift controller provides control of the transmission based on various inputs from truck controls and systems. It provides the following functions and features: Normal (Power) Mode: In the normal mode, an acceleration sensing shift point function changes the shift-up point according to the acceleration of the truck when the accelerator is fully depressed. Braking Mode: In the braking mode, (when the retarder is applied) the gear shift point is raised and the speed of the retarder cooling pump is increased to increase the cooling effect on the retarder. At the same time, it also improves the effect of using the engine as a brake. Lock-up and Engine Overspeed: It drives and controls the torque converter lock-up ECMV and engine overspeed prevention control circuit. Transmission Speeds Monitoring: Speed sensors are installed at three places (on the transmission input shaft, intermediate shaft, and output shaft). These sensors are used to detect if a transmission clutch is slipping, and also act to protect the transmission when there is some abnormality in the hydraulic system. Self Diagnostics: A self-diagnostic function monitors both the input and output systems.
• Fault codes of the self-diagnostic test are displayed on a seven-segment LED display on the face of the controller and will illuminate a flashing lamp on the instrument panel to indicate a fault has occurred and has been stored. • Fault codes are stored in memory and may be retrieved even after the start switch is turned off. Range Selector Positions And Automatic Gear Shifting Ranges The automatic gear shifting ranges for each position of the range selector lever are shown in Table 8. Note that when the operator selects “D”, the recommended range for normal operation, the Transmission Controller will engage 2nd range and automatically shift through the 3rd through 7th gear ranges as required. This will result in the most economical operation. If the operator selects “3”, “4”, or “5”, the transmission will initially select 1st range and then upshift only as far as the range selected. These positions provide more effective retarding on grades. The shift limiter switch, located on the center console in the cab can be used to limit the shift ranges in the “D” and “L” shift lever positions.
Selector Position
Shift Limiter
OFF R ON OFF N ON D
Speed Range R N 1 2 3 4 5 6 7
• • • •
OFF
*
ON
*
OFF
5
ON OFF
4
ON OFF
3
ON OFF
L
ON
•
*Initial range when F1 switch is activated.
TABLE 2.SHIFT RANGE/SHIFT LEVER POSITIONS
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If the operator has selected the “D” range, the shift limiter switch, when turned on, will prevent the transmission from shifting into 7th range to limit top speed. The shift limiter switch can also be used to hold the transmission in 1st range when the operator has selected the “L” position on the shift lever.
Automatic Gear Shifting
The automatic shift-up/shift-down points, torque converter lock-up on/off points and auto brake on/off points are shown in Figure 24-2 below.
In addition to the shift limit switch, there is an “F1 switch”. If this switch is activated, the transmission will always start in F1 even though the shift lever is in the DRIVE position. This switch is used for inhibition of driving under torque converter range, for example, torque converter lock-up clutch off if in F2 and available for prevention of torque converter overheat. Transmission Operation Modes Transmission upshifts or downshifts are determined by two types of “shift maps” programmed into the transmission controller. The table below shows the conditions that must be satisfied for the transmission controller to select either the braking mode or the normal mode. MODE
CONDITIONS
Braking Mode
When either of the following conditions are satisfied: 1. Rear brake signal ON (service brake, retarder, or emergency brake applied) 2. Accelerator pedal released.
Normal Mode
All other conditions
FIGURE 24-2. GEAR SHIFTING DIAGRAM
TABLE 3. OPERATION MODES NOTE: Braking Mode: In the braking mode of operation, the shift-down point and shift-up point are both raised, and the engine rpm speed is increased to provide additional oil flow for retarder cooling, and to increase the effect of using the engine as a brake. Normal Mode:
In normal mode, the shift-up point from F5 to F6 is 1960 rpm.In normal mode, the shiftdown point from F6 to F5, is 1300 rpm and from F4 to F3 is 1390 rpm. Lock-up: Lock-up is not actuated in reverse. When coasting and decelerating (accelerator pedal released, and brake not applied), the lock-up clutch is kept on for F3, F4, F5, F6 and F7 gear positions.
The normal mode is programmed to provide maximum performance by using the trucks' power to its utmost limit by optimizing the shift points according to the rate of acceleration determined by the load, grade etc. These variable performance features improve fuel economy, reduce noise and reduce shift shock to improve transmission and driveline component life.
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Conditions: Range selector position: R
Automatic Shifting Sequence Conditions: Range selector position: D Shifting up in normal mode 1. If the range selector lever is placed in the “D” position, the transmission will enter F2, torque converter range. If the F1 start switch is turned on, the gear position is changed to F1 instead of F2. 2. When the throttle pedal is depressed, the engine speed will rise. When the transmission input shaft speed reaches 1400 rpm, the lockup clutch is engaged and the torque converter range changes to direct drive range. 3. When the input shaft rpm increases to 1950 rpm, the transmission is shifted up to F3. At the shift-up point, the lockup clutch is automatically disengaged momentarily to reduce shock during the gear change. 4. Immediately after shift up, the engine speed drops, but if the load is small, the engine speed rises again. The situation in step 2. is repeated and the transmission is shifted up sequentially from F4 to F7.
1. This is the position for traveling in reverse.The lockup is not actuated.The safety functions when traveling in reverse include the FORWARD/REVERSE inhibit and REVERSE safety. If the operation is not correct, the transmission is held in neutral.
Conditions: Range selector position: N 1. This is the neutral position. Only the middle clutch in the transmission is actuated.
Gearshifting time lag A time lag is incorporated to prevent excessive speed changes in the transmission during automatic gear changes. This time lag prevents a misoperation of the controller caused by excessive rotating speed change at shift change. The length of the gearshifting time lag is controlled by the individual electronically controlled modulation system, which controls each gearshifting pattern.
Conditions: Range selector position: D Shifting down in normal mode 1. When the load is increased and engine speed drops below 1310 rpm, the transmission downshifts one gear. (For example, when traveling in F6, the transmission will shift down to F5) 2. If the load increases further, the transmission downshifts sequentially to F2. If the input shaft speed drops to 1000 rpm when the transmission is in F2, the torque converter lockup clutch is disengaged and the transmission changes to torque converter drive. NOTE: The above explanation gives a general outline of gear shifting. However, the set speed and actuation may differ according to the travel conditions.
Shift Skip Logic "Shift skip" logic (only availble with ATC 7818-581000) allows the transmission controller to skip a gear range (when downshifting) when the truck is climbing a steep grade. This allows the controller to select more suitable gear ranges for the corresponding vehicle speed and rimpull requirements. When travelling up a steep grade, accelerator pedal depressed, the controller will use input signals such as vehicle speed to determine whether intermediate gear ranges should be skipped. This logic results in a decrease in the frequency of shifting and provides an opportunity for the vehicle’s inertia to help carry the truck up the grade. The following shift sequences have been added to the truck:
Conditions: Range selector position: 5, 4, 3, or L Shifting up in power mode 1. These positions give an automatic shift range from F1 to F5 (F4, F3, or F2). The method for automatic shifting is the same as when the shift lever is at the D position.
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F7 to F5
F6 to F4
F5 to F3
F4 to F2
F4 to F1
F3 to F1
NOTE: If vehicle deceleration is unsubstantial, or the accelerator pedal is not fully depressed, the transmission will downshift one gear range at a time, just as the previous controller.
Automatic Transmission Controller
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Safety Functions Down-shift inhibitor function: • When the gear shift lever is operated during travel from D to 5 - L, from 5 to 3 - L, from 4 to L, or from 3 to L: For example, when traveling at position D (F7), and the shift lever is moved to position 5, the transmission is not shifted directly from F7 to F5. It is shifted down F7 - F6 - F5 sequentially according to the engine speed. The engine overspeed prevention circuit prevents the transmission from shifting down two gears at a time if the operator shifts down too far. Neutral safety function: • If the shift lever is in any position other than N, this circuit prevents the engine from starting when the key switch is turned to the START position. The neutral safety circuit prevents the truck from moving when the engine is started.
Both of these inhibitors are effective in improving the life of the transmission. The number of abnormal uses are logged in the transmission controller and can be shown with “MOM” or “DAD”.
Engine overrun protection: • When the engine speed exceeds 2350 rpm, the transmission controller automatically sends a brake command to the RCM through the PMC, applying the brakes. The brakes will remain applied until the engine speed drops to 2000 rpm or less. Maximum shift inhibitor: • Normally the maximum transmission gear is F7. With the use of “MOM” or “DAD” the maximum gear can be selected anywhere between F4 and F7.
Body-up shift inhibitor: Abnormal use inhibitor: • If the shift lever is changed from NEUTRAL to DRIVE or from NEUTRAL to REVERSE while the engine speed is over 1500 rpm, the transmission controller will keep the transmission in neutral and reduce engine speed. The controller sends a throttle modification signal to the PMC, even if the throttle is depressed to the floor. The appropriate clutches will then be engaged, once it has been confirmed that the engine speed is 1500 rpm or less. If the REVERSE position is selected, the threshold speed is 1400 rpm. Directional shift inhibitor:
• Normally there is no inhibit in a forward range when the body is up. Using “MOM” or “DAD” this inhibit can be selected between F1, F2, F3, and F7.
Body-up reverse interlock: • The transmission controller will not allow the truck to shift into reverse when the dump body is up. This feature prevents the truck from inadvertently reversing when the body is raised. The feature can be turned on or off by the “MOM” or “DAD”.
• When the shift lever is changed quickly from DRIVE to REVERSE or REVERSE to DRIVE and the vehicle speed is over approximately 4 km/h (2.5 mph) or if the engine speed is over 1500 rpm, the transmission controller keeps the transmission in neutral. At the same time, vehicle speed is reduced by a brake command signal to the RCM (Retard Control Monitor), and engine speed is reduced by a throttle modification signal to the PMC. After confirming that vehicle speed and engine speed have been reduced to a safe level the appropriate clutches will be engaged. If the REVERSE position is selected, the threshold speed is 1400 rpm.
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TROUBLESHOOTING – ATC GENERAL TROUBLESHOOTING PROCEDURES The following pages list fault codes and troubleshooting procedures for diagnosing Automatic Transmission Controller (ATC) problems. If a fault occurs, the technician can trace the problem using the Electronic Display Panel (EDP), the MOM “Fault Condition” screens, and the LED displays on the transmission controller.
Before troubleshooting a problem, be certain all harness connectors are installed and properly inserted.Always connect any disconnected connectors before proceeding to the next step.
The Fault Code Tables (see “Powertrain Management Control System”), provide additional information regarding the fault when the fault codes are determined. Specific troubleshooting procedures are listed on the following pages for most of the fault codes listed in the tables. Harness connector charts at the end of this section list the pin number, circuit function, and signal type for each connector. Refer to Figure 24-5 for the location of each connector on the controller housing. This information should be used in conjunction with the electrical schematics in Section R.
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ATC FAULT CODE TROUBLESHOOTING b001 : BATTERY VOLTAGE LOW
b006 : T/M CUT RELAY FAILURE
Check whether the voltage level between the starter switch “BR” terminal and chassis is 20 V or more.
Turn key off and replace the T/M cut relay.
Yes. Check harness. No. Check alternator. b002 : SOLENOID VOLTAGE FAILURE Turn key on and check whether voltage level between ATC2, P-12 and ATC2, P-21 is between 20 and 30 V. Yes.Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. Check harness.
Check whether T/M controller still detects b006. Yes. Turn key off and disconnect ATC1 and ATC2A from T/M controller.Check whether the resistance between ATC1, P-9 and ATC2, P-1, and ATC1, P-9 and ATC2, P-12 is between 100 and 500W. Yes. Change T/M controller. No. Check harness. No. The fault is recovered.
b007 : BATTERY VOLTAGE LOW (12 V)
b003 : NEUTRAL SAFETY ON Check whether shift lever position is Neutral. Yes. Turn key on check whether voltage level between ATC5B, P-3 and chassis is 1 V or less.
Turn key off and disconnect ATC2 from T/M controller.Check whether the resistance between ATC2, P14 (harness side) and chassis is 1 Megohm or more. Yes. Connect ATC2, and turn key on. Check whether T/M controller still detects b007. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Change T/M controller. No. Check harness. No. Change shift lever to Neutral position.
No. The fault is recovered. No. Disconnect connector at transmission range selector lever. Check whether resistance above returns to normal.
b005 : CLUTCH ENGAGED DOUBLE
Yes. Change transmission range selector.
Check whether T/M controller also still detects b03x (x = 1 through 9).
No. Check harness.
Yes. Carry out the b03x troubleshooting. No. Change T/M controller.
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b010 : ENGINE SPEED SIGNAL LOST or b060 : ENGINE SPEED SENSOR FAILURE Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between ATC3A, P-13 (harness side) and P-14 (harness side) is between 750 and 1500Ω .
b012 : T/M MIDDLE SHAFT SPEED SIGNAL LOST or b062 : T/M MIDDLE SHAFT SPEED SENSOR FAILURE Turn key off and disconnect ATC3A from T/M controller.
Yes. Connect ATC3A to T/M controller and start engine. Check whether T/M controller still detects the same fault with engine running.
Check whether the resistance between ATC3A, P-12 (harness side) and P-14 (harness side) is between 500 and 1000Ω.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Connect ATC3A to T/M controller and start engine. Check whether T/M controller still detects the same fault with truck running.
No. The fault is recovered. No. Disconnect the connector near sensor. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 750 and 1500Ω . Yes. Check harness. No. Change speed sensor.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. No. Disconnect the connector near sensor. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 500 and 1000Ω . Yes. Check harness.
b011 : T/M INPUT SPEED SIGNAL LOST or b061 : T/M INPUT SPEED SENSOR FAILURE
No. Change speed sensor.
1. Check whether PMC also detects E057 fault. Yes. Perform E057 (PMC) troubleshooting. No. Turn key off and disconnect ATC3A and PMC2A from controllers. Check whether the resistance between ATC3A, P-2 (harness side) and P-14 (harness side) is between 500 and 1000Ω . Yes. Connect ATC3A, and PMC2A to controllers and start engine. Check whether T/M controller still detects the same fault with truck running. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. No. Disconnect the connector near sensor. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 500 and 1000Ω . Yes. Check harness. No. Change speed sensor.
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b013 : T/M OUTPUT SPEED SIGNAL LOST or b063 : T/M OUTPUT SPEED SENSOR FAILURE Check whether PMC also detects E058 fault. Yes. Perform E058 (PMC) troubleshooting. No. Turn key off and disconnect ATC3A and PMC2A from controllers. Check whether the resistance between ATC3A, P-3 (harness side) and P-14 (harness side) is between 500 and 1000Ω .
b015 : LEVER SIGNAL FAILURE TYPE A Turn key off, disconnect ATC5B from T/M controller, and turn key on. Check whether the resistance between each pin is as follows:
ATC5B, P-3 and chassis is 1Ω or less with shift lever @ N.
ATC5B, P-4 and chassis is 1Ω or less with shift lever @ D.
ATC5B, P-5 and chassis is 1Ω or less with shift lever @ 5.
Yes. Turn key off, return to the first step, and check again. If result is the same as before, change T/M controller.
ATC5B, P-6 and chassis is 1Ω or less with shift lever @ 4.
ATC5B, P-7 and chassis is 1Ω or less with shift lever @ 3.
No. The fault is recovered.
ATC5B, P-8 and chassis is 1Ω or less with shift lever @ L.
ATC5B, P-2 and chassis is 1Ω or less with shift lever @ R.
Yes. Connect ATC3A and PMC2A to controllers and start engine. Check whether T/M controller still detects the same fault with truck running.
No. Disconnect the connector near sensor. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 500 and 1000Ω . Yes. Check harness.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. Check harness for the circuit that does not agree with above.
No. Change speed sensor.
b014 : MACHINE SELECT SIGNAL FAILURE Turn key on and check whether the voltage level of each pin is as follows: ATC5B, P-10 and chassis is 1V or less. ATC5B, P-11 and chassis is 1V or less. ATC5B, P-12 and chassis is 15V or more. ATC5B, P-13 and chassis is 1V or less. Yes. Turn key on and check whether T/M controller still detects b014. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. No. Check harness.
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Automatic Transmission Controller
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b016 : LEVER SIGNAL FAILURE TYPE B Check whether T/M controller also detects fault code b007. Yes. Perform the b007 code troubleshooting for the T/M controller. No. Turn key on and verify the voltage level of the pins, under the conditions listed in the table below are correct: SHIFT POSITION
ATC5B, Pin #
N
23
R
22
D
24
5
25
4
26
3
27
L
28
Range Selected
Range NOT Selected
1 volt or less
15 volts or more
Yes. Turn key off and on again.Check whether T/M controller still detects b016. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. No. Check harness. b017 : ACCELERATOR SENSOR FAILURE Turn key on and check whether the voltage level between ATC3B, P-11 and ATC3A, P-16 is between 4.6 and 5.4 V.
FIGURE 24-3. ACCELERATOR VOLTAGE OUTPUT No. Turn key off and disconnect the connector near sensor. Verify the resistance between power source line (sensor side) and ground line (sensor side) of sensor is between 4.6 and 5.4kΩ. Yes. Verify the relation between the resistance between the signal line (sensor side) of sensor and ground line (sensor side) of sensor, and accelerator pedal travel is as shown in Figure 244. Yes. Check harness. No. Change accelerator sensor. No. Change accelerator. No. Check harness.
Yes. Verify the relation between the voltage level (between ATC3B, P-11 and ATC3A, P-16) and accelerator pedal travel is as shown in Figure 24-3. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No.
Verify the voltage level between power source line and ground line of connector near sensor is between 4.6 and 5.6V.
Yes. Verify the relation between the voltage level (between signal line and ground line of connector near sensor) and accelerator pedal travel is as shown in Figure 24-3. Yes. Check harness. FIGURE 24-4. ACCELERATOR RESISTANCE VALUES
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No. Turn key off and disconnect ATC3A from T/M controller. Verify the resistance between P-6 (harness side) and P-16 (harness side) is between 4.6 and 5.4 kΩ, and the resistance between P-6 (harness side) and chassis is 1 MΩ or more. Yes. Return to the first step, and check again. If the result is the same as before, change T/M controller. No. Disconnect the connector near sensor. Verify the resistance between power source line (sensor side) and ground line (sensor side) of sensor is between 4.6 and 5.6kΩ, and the resistance between power source line (sensor side) and chassis is 1MΩ or more. Yes. Check harness. No. Change accelerator sensor.
Turn key off and disconnect ATC3A and ATC3B from T/M controller. Verify resistance between ATC3B, P3 (harness side) and ATC3A, P-16 (harness side) is between 1 and 500 kΩ. Yes. Turn key off and on again. Check whether T/M controller still detects b019. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. No. Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500kΩ. No. Change temperature sensor.
D24002 5/04
Check whether T/M controller also detects b00x, b01x, b02x, b03x, or b06x. Yes. Refer to the b010 - b013 or b060 - b063 fault code for T/M controller troubleshooting. No. Refer to Section “F” and check hydraulic pressure.
b022 : HIGH CLUTCH FAILURE, b023 : LOW CLUTCH FAILURE, or b029 : MIDDLE CLUTCH FAILURE Check whether T/M controller also detects b00x, b01x, b02x, b03x, or b06x. Yes. Refer to the b010 - b013 or b060 - b063 fault code for T/M controller troubleshooting. No. Refer to Section “F” and check hydraulic pressure.
b019: ECMV OIL TEMPERATURE SENSOR FAILURE
Yes. Check harness.
b021 : LOCK-UP CLUTCH FAILURE
b024 : 1ST CLUTCH FAILURE, b025 : 2ND CLUTCH FAILURE, b026 : 3RD CLUTCH FAILURE, or b028 : REVERSE CLUTCH FAILURE Turn key off and verify the resistance between ATC3A, P-3 (harness side) and P-14 (harness side), and the resistance between ATC3A, P-3 (harness side) and chassis is between 500 and 1000Ω . Yes. Refer to Section “F” and check hydraulic pressure. No. Disconnect the connector near sensor. Check whether the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 500 and 1000Ω , and the resistance between signal line (sensor side) of sensor and chassis is 1ΩM or more. Yes. Check harness. No. Change speed sensor.
Automatic Transmission Controller
D24-13
FILL SWITCH Connected
Disconnected
Resistance (to Ground) @ Switch
FAULT CODE
CLUTCH
ATC5A Pin #
Volts
Ohms
Volts
Ohms
Ohms
b031
Lockup
17
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b032
High
12
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b033
Low
10
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b034
1st
13
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b035
2nd
14
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b036
3rd
15
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b038
Reverse
16
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b039
Middle
11
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b041 - b046, b048, b049: CLUTCH ECMV FAILURE 2
b031 - b036, b038, b039: CLUTCH ECMV FAILURE 1
Case 1: Check fill signal.
1. Turn key ON and measure the voltage level between the ATC5A pins listed in the chart above and chassis.
1. Turn key on and measure the voltage level between the ATC5A pins listed in the chart below and chassis.
2. Turn key OFF, disconnect ATC5A from T/M controller, and measure the resistance between the pins (harness side) and chassis as listed in the chart above.
2. Turn key off, disconnect ATC5A from T/M controller, and measure the resistance between the pins (harness side) and chassis as listed below.
Yes. Refer to Section F and check hydraulic pressure.
Yes. Check hydraulic pressure. No. Turn key off and disconnect the connector near the fill switch. Verify the resistance between the disconnected point (switch side) and chassis are as shown below.
No. Disconnect the connector near fill switch. Verify the resistance between the switch pins and chassis is as shown in the Table above. Yes. Check harness.
Yes. Change fill switch.
No. Change fill switch.
No. Check harness.
FILL SWITCH Connected
Disconnected
Resistance (to Ground) @ Switch
FAULT CODE
CLUTCH
ATC5A Pin #
Volts
Ohms
Volts
Ohms
Ohms
b041
Lockup
17
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b042
High
12
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b043
Low
10
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b044
1st
13
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b045
2nd
14
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b046
3rd
15
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b048
Reverse
16
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b049
Middle
11
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
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FILL SWITCH Connected FAULT CODE
CLUTCH
ATC5A Pin #
Resistance (to Ground) @ Switch
Disconnected
Volts
Ohms
Volts
Ohms
Ohms
b051
Lockup
17
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b052
High
12
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b053
Low
10
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b054
1st
13
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b055
2nd
14
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b056
3rd
15
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b058
Reverse
16
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
b059
Middle
11
1 volt or less
1Ω or less
15 - 25V
1MΩ or more
1MΩ or more
Case 2 : Check transmission input speed signal and H, M, or L clutch. If the T/M controller detects b042, b043, or b049, perform the b022, b023, or b029 code troubleshooting. Case 3 : Check transmission output speed signal and 1st, 2nd, 3rd, and R clutch. If the T/M controller detects b044, b045, b046, or b048, fault code, perform the b024, b025, b026, and b028 code troubleshooting.
b071 - b076, b078, b079: CLUTCH SOLENOID FAILED HIGH b091 - b096, b098, b099: CLUTCH SOLENOID FAILED LOW Turn key off, disconnect ATC2 from T/M controller, and verify the resistance between each pin of ATC2 shown in the chart below (harness side) and the resistance between the ATC2 pins (harness side) and chassis is as shown below. RESISTANCE
b051 - b056, b058, b059: CLUTCH ECMV FAILURE 3 Perform troubleshooting steps described previously for b041 - b046, b048, b049 codes. Refer to the Table below for the b05xx fault codes and corresponding codes listed in the Tables on the previous page. FAULT CODE
REFER TO TROUBLESHOOTING PROCEDURES FOR THE CODES BELOW
b051
b041
b052
b042
b053
b043
b054
b044
b055
b045
b056
b046
b058
b048
b059
b049
D24002 5/04
FAULT CODE
ATC2Pin #
Pin to Pin
Pin to Chassis
b071, 91
10, 20
5 – 25Ω
1MΩ or more
b072, 92
9, 19
5 – 25Ω
1MΩ or more
b073, 93
7, 17
5 – 25Ω
1MΩ or more
bo74, 94
2, 13
5 – 25Ω
1MΩ or more
b075, 95
4, 15
5 – 25Ω
1MΩ or more
b076, 96
3, 13
5 – 25Ω
1MΩ or more1MΩ
b078, 98
5, 15
5 – 25Ω
1MΩ or more
b079, 99
8,18
5 – 25Ω
1MΩ or more
Yes. Connect ATC2 and turn key on. Check whether T/M controller still detects the same fault. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. No. Disconnect the connector near solenoid, measure the resistance between plus line (solenoid side) and minus line (solenoid side) of solenoid, and the resistance between plus line (solenoid side) and minus line (solenoid side) of solenoid and chassis. Verify resistance agrees with Table.
Automatic Transmission Controller
D24-15
No. Check harness.
Yes. Check harness.
No. Turn key off and set the T/M Controller rotary switch 1 to “D”.
No. Change solenoid. b081 : TORQUE CONVERTER INLET PRESSURE SIGNAL FAILURE or b083 : TORQUE CONVERTER INLET PRESSURE SENSOR FAILURE Turn key on and check whether the voltage level between ATC1, P-3 and ATC3A, P-16 is between 20 and 30 V. Yes. Turn key off, change pressure sensor, and turn key on. Check whether T/M controller still detects the same fault.
b0A2 : T/C OIL TEMPERATURE SENSOR FAILURE Turn key off and disconnect ATC3B from T/M controller. Verify the resistance between ATC3B, P-7 and ATC3A P-16 is between 1 and 500 kΩ. Yes. Turn key off and on again. Check whether T/ M controller still detects b0A2. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Change T/M controller. No. The fault is recovered. No. Check harness.
No. The fault is recovered.
b082 : TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE or b084 : TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE Turn key on and verify the voltage level between ATC1, P-3 and ATC3A, P-16 is between 20 and 30 V. Yes. Turn key off, change pressure sensor, and turn key on. Check whether T/M controller still detects the same fault. Yes. Change T/M controller. No. The fault is recovered.
No. Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500 kΩ. Yes. Check harness. No. Change temperature sensor.
b0A3 : FUEL LEVEL SENSOR FAILURE Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-4 (harness side) and chassis is 3W or less, or 100Ω or more. Yes. Disconnect the connector near sensor. Measure whether the resistance between signal line (sensor side) of sensor and chassis is 3Ω or less, or 100Ω or more.
No. Check harness.
b0A1 : MACHINE SELECT FAILURE
Yes. Change level sensor.
Remove the plug on face of T/M controller and check whether rotary switch 1 is set to “D”. Yes. Turn key on and verify the voltage level of each pin is as follows:
No. Check harness. No. Connect ATC3B and turn key on. Check whether T/M controller still detects b0A3.
ATC5B, P-11 and chassis is 1 V or less.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
ATC5B, P-12 and chassis is 20 V or more.
No. The fault is recovered.
ATC5B, P-10 and chassis is 1 V or less.
ATC5B, P-13 and chassis is 1 V or less. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
D24-16
Automatic Transmission Controller
5/04 D24002
b0A4 : LEFT REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
b0b4 : RIGHT REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-6 and ATC3A, P-16 is between 1 and 500 kΩ.
Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-8 and ATC3A, P-16 is between 1 and 500 kΩ.
Yes. Turn key off and on again.Check whether T/ M controller still detects b0A4.
Yes. Turn key off and on again. Check whether T/ M controller still detects b0b4.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
No. The fault is recovered.
No. The fault is recovered.
No. Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500 kΩ.
No. Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500 kΩ.
Yes. Check harness.
Yes. Check harness.
No. Change temperature sensor.
No. Change temperature sensor.
b0b1 : T/M OIL TEMPERATURE SENSOR FAILURE
b0b5 : FRONT BRAKE OIL TEMPERATURE SENSOR FAILURE
Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-3 and ATC3A, P-16 is between 1 and 500 kΩ.
Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-10 and ATC3A, P-16 is between 1 and 500 kΩ.
Yes. Turn key off and on again.Check whether T/ M controller still detects b0b1.
Yes. Turn key off and on again.Check whether T/ M controller still detects b0b5.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
No. The fault is recovered.
No. The fault is recovered.
No. Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500 kΩ.
No. Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500 kΩ.
Yes. Check harness.
Yes. Check harness.
No. Change temperature sensor.
No. Change temperature sensor.
D24002 5/04
Automatic Transmission Controller
D24-17
b0C1 : CONNECTOR MISMATCH
b0d2 : TORQUE CONVERTER OIL OVERHEAT
Verify ATC5A is properly connected.
Check whether T/M controller still detects fault code b0d2 by using the MOM screen (s2231).
Yes. Turn key on and verify the voltage levels on the pins are as follows: ATC5A, P-1 and chassis is 1 V or less. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. Check harness. No. Connect ATC5A to the proper connector.
Yes. Check whether the torque converter outlet oil temperature is 120°C (248° F) or more. Yes. Start engine, keep low idle speed for a few minutes to cool oil, and check whether the torque converter outlet oil temperature is 120°C (248° F) or more again. Yes. Check whether T/M controller still detects b0d2 on MOM screen s2231 again. Yes. Check hydraulic system. No. The fault is recovered. No. Check whether T/M controller still detects fault code b0d2 by using the MOM screen (s2231) again. Yes. Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-7 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more.
b0d1 : CHANGE T/M FILTER Check transmission filter for restriction. Yes. Change filter. No. Turn key on and verify voltage level between ATC5A, P-6 and chassis is 20 V or more.
Yes. Return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Check whether there is the continuity between ATC5A, P-6 and filter restriction switch.
No. Disconnect the connector near sensor. Check whether the resistance between signal line is 2.25 kΩ or more.
Yes. Change switch.
Yes. Change temperature sensor.
No. Check harness.
No. Check harness.
No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered.
D24-18
Automatic Transmission Controller
5/04 D24002
b0d3 : ENGINE COOLANT OVERHEAT
b0d5 : LARGE LATERAL INCLINATION
The T/M controller does not monitor engine coolant overheat directly. It logs the occurrence when Cense detects L151(High Coolant Temp) .
Check whether T/M controller still detects b0d5 on MOM screen s2231 with truck parked on a level surface.
If fault code b0d3 is active on MOM screen s2231, refer to engine coolant system or Cummins service publications for troubleshooting.
Yes. Turn key off and disconnect ATC5A from T/M controller. Check whether the resistance between ATC5A, P-5 and chassis is 1MΩ or more.
b0d4 : REAR BRAKE (L) COOLING OIL OVERHEAT
Yes. Disconnect the connectors near lateral inclination switch and body down switch. Check whether resistance between both signal lines (switch side) and chassis is 1 MΩ or more.
Check whether T/M controller still detects b0d4 on the MOM screen, s2231. Yes. Check whether the left rear brake oil temperature is 120°C (248° F) or more. Yes. Start engine, keep low idle speed for a few minutes to cool oil, and check whether the left rear brake oil temperature is 120°C (248° F) or more again. Yes. Check whether T/M controller still detects b0d4 on the MOM screen s2231 again.
Yes. Replace the switch if its resistance is 1 MΩ or more. No. Check harness. No.
Return to the first step, and check again. If the result is the same as before, change T/M controller.
No. The fault is recovered.
Yes. Check hydraulic and cooling systems. No. The fault is recovered. No. Check whether T/M controller still detects b0d4 on MOM screen s2231 again. Yes. Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-6 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more. Yes. Return to the first step, and check again. If the result is the same as before, change T/M controller. No.
Disconnect the connector near sensor. Check whether the resistance between signal line (sensor side) and ground line (sensor side) of sensor is 2.25 kΩ or more.
Yes. Change temperature sensor. No. Check harness. No.
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
b0d7 : BATTERY CHARGE CIRCUIT FAILURE Turn key on and verify the voltage between ATC3B, P-1 and chassis is 20 V or more with engine running. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller No. Check for continuity between ATC3B, P-1 and alternator terminal “R”. Yes. Replace alternator No. Check harness
b0d8 : OVERRUN Check whether T/M controller still detects b0d8 on “MOM” screen s2231 with engine running at proper speed. Yes. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered.
No. The fault is recovered.
D24002 5/04
Automatic Transmission Controller
D24-19
b0dA : BATTERY DIRECT VOLTAGE FAILURE Turn key on and check whether the voltage level between each pin is as follows:
b0E2 : LOW STEERING SYSTEM PRESSURE Check whether the steering pressure is too low with engine running. Yes. Refer to Section L and check hydraulic circuit.
ATC1, P-8 and P-7 is 5 V or more. Yes. Check harness. No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
b0db : SWITCHED VOLTAGE FAILURE Turn key on and check whether the voltage level of between each pin is as follows:
No. Check whether T/M controller still detects b0E2 with engine running. Yes. Check whether the voltage level between ATC5B, P-16 and chassis is 20 V or more with engine running. Yes. Turn key off and disconnect ATC5B from T/M controller. Check for continuity between ATC5B, P-16 and pressure switch.
ATC1, P-8 and P-9 is 5 V or more.
Yes. Change pressure switch.
ATC1, P-8 and P-17 is 5 V or more.
No. Check harness.
Yes. Check harness. No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered.
b0E3 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (1) Check steering accumulator 1 for low nitrogen pressure. Yes. Charge nitrogen gas or change accumulator. No. Turn key on and check whether the voltage level between ATC3A, P-19 and chassis is 4 V or more. Yes. Check whether there is the continuity between ATC3A, P-19 and pressure switch. Yes. Change pressure switch. No. Check harness. No.
D24-20
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Automatic Transmission Controller
5/04 D24002
b0E4 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (2)
b0E7 : LOW REAR BRAKE ACCUMULATOR PRECHARGE PRESSURE
Check steering accumulator 2 for low nitrogen pressure (See Section L).
Check whether rear brake accumulator nitrogen pressure is too low (See Section J).
Yes. Charge nitrogen gas or change accumulator.
Yes. Charge nitrogen gas or change accumulator.
No. Turn key on and check whether the voltage level between ATC3A, P-20 and chassis is 4 V or more.
No. Turn key on and check whether the voltage level between ATC5A, P-7 and chassis is 20 V or more.
Yes. Check whether there is the continuity between ATC3A, P-20 and pressure switch. Yes. Change pressure switch.
No.
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
b0E6 : LOW FRONT BRAKE ACCUMULATOR PRECHARGE PRESSURE Check whether the pressure of nitrogen gas in front brake accumulator is too low (See Section J). Yes. Charge nitrogen gas or change accumulator. No. Turn key on and check whether the voltage level between ATC5A, P-9 and chassis is 20 V or more. Yes. Check whether there is the continuity between ATC5A, P-9 and pressure switch. Yes. Change pressure switch. No. Check harness. No.
Yes. Change pressure switch. No. Check harness.
No. Check harness. No.
Yes. Check whether there is the continuity between ATC5A, P-7 and pressure switch.
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
b0F1 : LOW BRAKE OIL PRESSURE Check whether the brake pressure is too low with engine running. Yes. Check hydraulic circuit (See Section J). No. Check whether T/M controller still detects b0F1 with engine running. Yes. Check whether the voltage level between ATC3A, P-11 and chassis is 20 V or more with engine running. Yes. Turn key off and disconnect ATC3A from T/M controller. Check whether there is the continuity between ATC3A, P-11 and pressure switch. Yes. Change pressure switch. No. Check harness. No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered. Yes. Check hydraulic circuit (See Section “J”).
D24002 5/04
Automatic Transmission Controller
D24-21
b0F2 : FRONT BRAKE COOLING OIL OVERHEAT
b0F3 : REAR BRAKE COOLING OIL OVERHEAT
Check whether T/M controller still detects b0F2 on MOM screen s2231.°
Check whether T/M controller still detects b0F3 on MOM screen s2231.
Yes. Check whether the front brake oil temperature is 120°C (248° F) or more.
Yes. Check whether the rear brake oil temperature is 120°C (248° F) or more.
Yes. Start engine, keep low idle speed for a few minutes to cool oil, and check whether the front brake oil temperature is 120°C (248° F) or more again.
Yes. Start engine, keep low idle speed for a few minutes to cool oil, and check whether the rear brake oil temperature is 120°C (248° F) or more again.
Yes. Check whether T/M controller still detects b0F2 on MOM screen s2231 again.
Yes. Check whether T/M controller still detects b0F3 on MOM screen s2231 again.
Yes. Check hydraulic system (See Section “J”).
Yes. Check hydraulic system (See Section “J”).
No. The fault is recovered.
No. The fault is recovered.
No. Check whether T/M controller still detects b0F2 on MOM screen s2231 again. Yes. Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between ATC3B, P-10 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more.
No. Check whether T/M controller still detects b0F3 on MOM screen s2231 again. Yes. Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-8 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more.
Yes. Return to the first step, and check again. If the result is the same as before, change T/M controller.
Yes. Return to the first step, and check again. If the result is the same as before, change T/M controller.
No. Disconnect the connector near sensor. Check whether the resistance between signal line (sensor side) and ground line (sensor side) of sensor is 2.25 kΩ or more.
No.
No.
Yes. Change temperature sensor.
Yes. Change temperature sensor.
No. Check harness.
No. Check harness.
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
No. The fault is recovered.
D24-22
Disconnect the connector near sensor. Check whether the resistance between signal line (sensor side) and ground line (sensor side) of sensor is 2.25 kΩ or more.
No.
Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.
No. The fault is recovered.
Automatic Transmission Controller
5/04 D24002
b0F4 : HIGH T/M LUBRICANT OIL TEMPERATURE Check whether T/M controller still detects b0F4 on MOM screen s2231. Yes. Check whether the transmission lubricant oil temperature is 120°C (248° F) or more. Yes. Start engine, keep low idle speed for a few minutes to cool oil, and check whether the transmission lubricant oil temperature is 120°C (248° F) or more again. Yes. Check whether T/M controller still detects b0F4 by MOM screen of s2231 again. Yes. Check hydraulic system. No. The fault is recovered. No. Check whether T/M controller still detects b0F4 by MOM screen of s2231 again. Yes. Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-3 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more. Yes. Return to the first step, and check again. If the result is the same as before, change T/M controller. No.
Disconnect the connector near sensor. Check whether the resistance between signal line (sensor side) and ground line (sensor side) of sensor is 2.25 kΩ or more.
Yes. Change temperature sensor. No. Check harness. No. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. No. The fault is recovered.
D24002 5/04
Automatic Transmission Controller
D24-23
ATC FAULT CODE LOGIC DESCRIPTION b001: BATTERY VOLTAGE LOW
b002: SOLENOID VOLTAGE FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Engine speed is 500 rpm or more, switched power source is 19 volts or less, battery supply is 19 volts or less
Engine speed is 500 rpm or more, switched power supply is 20 volts or more
AND
AND Either (a) or (b) below occurs:
The above conditions continue for 0.2 seconds.
a. Solenoid 1 power supply is 18 volts or less b. Solenoid 2 power supply is 18 volts or less
ATC Operation When Fault is Detected: • Transmission is shifted to NEUTRAL
AND The above conditions remain for 0.5 seconds. ATC Operation When Fault is Detected:
Fault Recovery Logic:
• Transmission is shifted to NEUTRAL
Switched power source is 20 volts or more, or battery supply voltage is 20 volts or more AND The above conditions exist for 0.1 seconds.
• Transmission Cut Relay is turned OFF Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must exist during restarting for recovery from the fault: Solenoid 1 power supply is more than 18 volts, Solenoid 2 power supply is more than 18 volts AND The above conditions exist for 0.5 seconds.
D24-24
Automatic Transmission Controller
5/04 D24002
b003: NEUTRAL SAFETY ON
b006 TRANSMISSION CUT RELAY FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Fault will occur if operator attempts to start the truck when the range selector lever is in any position other than N.
Protection circuit detects a short to ground OR Protection circuit detects an open circuit and condition exists for 1.0 second.
Note: Fault is not recorded. ATC Operation When Fault is Detected: • Transmission remains in NEUTRAL
ATC Operation When Fault is Detected: • Transmission cut relay is turned OFF
Fault Recovery Logic:
Fault Recovery Logic:
Fault will be recovered if the range selector is placed in N position.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
b005: CLUTCH ENGAGED DOUBLE
The following conditions must exist during restarting for recovery from the fault:
Fault Detecting Logic:
Protection circuit does not detect a short circuit and condition exists for 0.5 seconds.
Two or more fill signals received from low, middle, or high clutch, and condition remains for 2.0 seconds.
AND
OR
Protection circuit does not detect an open circuit and condition exists for 0.5 seconds.
Two or more fill signals received from 1st, 2nd, 3rd, or REV clutch and condition remains for 2.0 seconds. ATC Operation When Fault is Detected: • Transmission is shifted to NEUTRAL • Transmission Cut Relay is turned OFF Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must exist during restarting for recovery from the fault:
All fill signals from low, middle, or high clutch are off and condition remains for 0.5 seconds. AND Fill signals received from 1st, 2nd, 3rd, or REV clutch are off and condition remains for 0.5 seconds.
D24002 5/04
Automatic Transmission Controller
D24-25
b007: BATTERY VOLTAGE LOW (12V)
b011: TRANSMISSION INPUT SPEED SIGNAL LOST
Fault Detecting Logic:
Fault Detecting Logic:
Sensor power (12V) is 6 volts or less for 0.1 seconds.
Protection circuit detects disconnection in speed signal circuit.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• All outputs are turned off. • Transmission is shifted to NEUTRAL
• Transmission holds current range position. • Remains in NEUTRAL when range selector is returned to N.
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must exist during restarting for recovery from the fault: Sensor power supply must be 10 volts or more for 0.5 seconds.
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R, or After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
b010: ENGINE SPEED SIGNAL LOST
The following conditions must exist during restarting for recovery from the fault:
Fault Detecting Logic: Protection circuit detects disconnection in speed signal circuit.
• Protection circuit does not detect disconnection and condition exists for 1.5 seconds.
ATC Operation When Fault is Detected: • Transmission holds current range position. • Remains in NEUTRAL when range selector is returned to N. “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R, or After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
B012: TRANSMISSION MID SPEED SIGNAL LOST Fault Detecting Logic: Protection circuit detects disconnection in speed signal circuit. ATC Operation When Fault is Detected: • Transmission holds current range position. • Remains in NEUTRAL when range selector is returned to N.
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must exist during restarting for recovery from the fault:
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R, or After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
• Protection circuit does not detect disconnection and condition exists for 1.5 seconds.
D24-26
Automatic Transmission Controller
5/04 D24002
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must exist during restarting for recovery from the fault: • Protection circuit does not detect disconnection and condition exists for 1.5 seconds.
b014: MACHINE SELECT SIGNAL FAILURE Note: Fault detection only occurs at truck start-up. Fault Detecting Logic: Rotary switch setting agrees with software for truck model , harness model selection does not agree with software for truck model, and conditions exist for 0.1 seconds ATC Operation When Fault is Detected:
B013: TRANSMISSION OUTPUT SPEED SIGNAL LOST
• Transmission shifts to NEUTRAL • Transmission cut relay is turned OFF
Fault Detecting Logic:
Fault Recovery Logic:
Protection circuit detects disconnection in speed signal circuit.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
ATC Operation When Fault is Detected: • Transmission holds current range position. • Remains in NEUTRAL when range selector is returned to N. “Limp Home” Procedure:
The following conditions must exist during restarting for recovery from the fault: Rotary switch setting agrees with software for truck model and harness model selection agrees with software for truck model
After stopping the truck, set (REV, low) by shifting the range selector from N to R, or After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must exist during restarting for recovery from the fault: • Protection circuit does not detect disconnection and condition exists for 1.5 seconds.
D24002 5/04
Automatic Transmission Controller
D24-27
b015: LEVER SIGNAL FAILURE A
b017: ACCEL SENSOR FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Two or more lever signals are on and condition exists for 3.0 seconds.
Throttle pedal voltage is less than 0.6 volts or throttle pedal voltage is more than 4.7 volts AND
ATC Operation When Fault is Detected: • Transmission controlled by highest priority lever signal as follows: N>D>5>4>3>L. • Transmission will shift to NEUTRAL whenever R signal and another signal are received simultaneously. Fault Recovery Logic: Controller receives one signal and signal continues for 0.1 seconds.
The conditions exist for 1 second. ATC Operation When Fault is Detected: • Controls ECMV assuming full throttle. Fault Recovery Logic: Throttle pedal voltage is 0.6 volts or more and 4.7 volts or less for 0.1 seconds.
b019: ECMV OIL TEMPERATURE SENSOR FAILURE
b016: LEVER SIGNAL FAILURE B
Fault Detecting Logic:
Fault Detecting Logic: All lever signals are off and condition exists for 3.0 seconds. ATC Operation When Fault is Detected: • Transmission control continues based on signal received before it was lost. • Transmission will shift to NEUTRAL when the truck is stopped.
Oil temperature is 150° C (302° F) or more and continues for 2 seconds. ATC Operation When Fault is Detected: Transmission control based on oil temperature signal received before failure. Fault Recovery Logic: • During truck operation: Oil temperature is less than 150° C (302° F) for 2 seconds.
Fault Recovery Logic: A lever signal exists and remains for 0.1 seconds.
• When key switch is turned OFF and then turned ON again: Oil temperature is less than 150° C (302° F) for 0.5 seconds.
D24-28
Automatic Transmission Controller
5/04 D24002
Fault Recovery Logic:
b021: LOCKUP CLUTCH FAILURE Fault Detecting Logic: Lockup clutch command on, lockup clutch in sliding, lockup fill signal is on.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
AND Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected: Transmission shifts to NEUTRAL “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
b023: L CLUTCH FAILURE Fault Detecting Logic:
OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
L clutch command on, L clutch in sliding, L fill signal is on AND
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
b022: H CLUTCH FAILURE
OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
Fault Detecting Logic: H clutch command ON, H clutch in sliding, H fill signal is ON AND Conditions exist for 0.5 seconds.
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
D24002 5/04
Automatic Transmission Controller
D24-29
After limp home switch is turned ON, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
b024: 1st CLUTCH FAILURE Fault Detecting Logic: 1st clutch command ON, 1st clutch in sliding, OR transmission output speed sensor failure, and 1st fill signal is ON AND
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL
b026: 3rd CLUTCH FAILURE
“Limp Home” Procedure: After limp home switch is turned ON, set (REV, low) by shifting the range selector from N to R OR After limp home switch is turned ON, set (2nd, low) by shifting the lever from N to D, 5, 4, 3 or L.
Fault Detecting Logic: 3rd clutch command on, 3rd clutch in sliding, or transmission output speed sensor failure, and 3rd fill signal is on AND Conditions exist for 0.5 seconds.
Fault Recovery Logic:
ATC Operation When Fault is Detected:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
Transmission shifts to NEUTRAL “Limp Home” Procedure: After limp home switch is turned ON, set (REV, low) by shifting the range selector from N to R OR After limp home switch is turned ON, set (1st, MID) by shifting the lever from N to D, 5, 4, 3 or L.
b025: 2nd CLUTCH FAILURE
Fault Recovery Logic:
Fault Detecting Logic: 2nd clutch command ON, 2nd clutch in sliding, or transmission output speed sensor failure and 2nd fill signal is ON
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
AND Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL “Limp Home” Procedure: After limp home switch is turned ON, set (REV, LOW) by shifting the range selector from N to R OR
D24-30
Automatic Transmission Controller
5/04 D24002
b028: R CLUTCH FAILURE
b031: LOCKUP CLUTCH ECMV FAILURE I
Fault Detecting Logic:
Fault Detecting Logic:
R clutch command on, R clutch in sliding, or transmission output speed sensor failure and R fill signal is on
Lockup clutch command = 0, lockup fill signal ON AND Conditions exist for 0.8 seconds.
AND
ATC Operation When Fault is Detected:
Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL. “Limp Home” Procedure:
Transmission shifts to NEUTRAL
After stopping the truck, set (REV, low) by shifting the range selector from N to R , or
“Limp Home” Procedure: Cannot shift to REVERSE After limp home switch is turned ON, set (1st, mid) by shifting the lever from N to D. Fault Recovery Logic:
After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fill signal = off and remains off for 0.5 seconds.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
b032: H CLUTCH ECMV FAILURE I Fault Detecting Logic:
b029: M CLUTCH FAILURE
H clutch command = 0, H fill signal on
Fault Detecting Logic
Conditions exist for 0.8 seconds.
M clutch command on, M clutch in sliding, R fill signal is on
ATC Operation When Fault is Detected:
AND
• Transmission shifts to NEUTRAL.
AND
“Limp Home” Procedure:
Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL “Limp Home” Procedure:
Cannot shift to REVERSE After stopping the truck, set (1st, high) by shifting the lever from N to D, 5, 4, 3, or L . Fault Recovery Logic:
After stopping the truck, set (REV, low) by shifting the range selector from N to R , or
Fill signal = off and remains off for 0.5 s
After stopping the truck, set (2nd, low) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
D24002 5/04
Automatic Transmission Controller
D24-31
b033: L CLUTCH ECMV FAILURE I
b035: 2nd CLUTCH ECMV FAILURE I
Fault Detecting Logic:
Fault Detecting Logic:
L clutch command = 0, L fill signal on
2nd clutch command = 0, 2nd fill signal on AND
AND Conditions exist for 0.8 seconds.
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.
• Transmission shifts to NEUTRAL.
“Limp Home” Procedure:
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R OR After stopping the truck, set (2nd, low) by shifting the lever from N to D, 5, 4, 3 or L.
Cannot shift to REVERSE After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3, or L . Fault Recovery Logic: Fill signal = off and remains off for 0.5 seconds.
Fault Recovery Logic: Fill signal = off and remains off for 0.5 seconds. b036: 3rd CLUTCH ECMV FAILURE I b034: 1st CLUTCH ECMV FAILURE I
Fault Detecting Logic: 3rd clutch command = 0, 3rd fill signal on
Fault Detecting Logic:
AND
1st clutch command = 0, 1st fill signal on AND
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected:
Conditions exist for 0.8 seconds.
• Transmission shifts to NEUTRAL.
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.
“Limp Home” Procedure: Cannot shift to REVERSE
“Limp Home” Procedure:
After stopping the truck, set (3rd, low) by shifting the lever from N to D, 5, 4, 3, or L .
Cannot shift to REVERSE After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3, or L .
Fault Recovery Logic: Fill signal = off and remains off for 0.5 seconds.
Fault Recovery Logic: Fill signal = off and remains off for 0.5 seconds.
D24-32
Automatic Transmission Controller
5/04 D24002
b038: R CLUTCH ECMV FAILURE I
b041: LOCKUP CLUTCH ECMV FAILURE II
Fault Detecting Logic:
Fault Detecting Logic:
R clutch command = 0, R fill signal on
Lockup clutch command on, lockup clutch in sliding, lockup fill signal off
AND
AND
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected:
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
• Transmission shifts to NEUTRAL.
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R. Cannot shift to FORWARD.
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R OR
Fault Recovery Logic: Fill signal = off and remains off for 0.5 seconds.
After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
b039: M CLUTCH ECMV FAILURE I Fault Detecting Logic:
b042: H CLUTCH ECMV FAILURE II
M clutch command = 0, M fill signal on AND
Fault Detecting Logic:
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected:
H clutch command on, H clutch in sliding, H fill signal off AND
• Transmission shifts to NEUTRAL.
Conditions exist for 0.8 seconds.
“Limp Home” Procedure: After stopping the truck, set (REV, mid) by shifting the range selector from N to R OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL. “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
Fault Recovery Logic:
OR
Fill signal = off and remains off for 0.5 seconds.
After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
D24002 5/04
Automatic Transmission Controller
D24-33
Fault Recovery Logic:
b043: L CLUTCH ECMV FAILURE II Fault Detecting Logic: L clutch command on, L clutch in sliding, L fill signal off
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
AND Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.
b045: 2nd CLUTCH ECMV FAILURE II Fault Detecting Logic:
“Limp Home” Procedure: After stopping the truck, set (REV, mid) by shifting the range selector from N to R
2nd clutch command on, 2nd clutch in sliding, 2nd fill signal off AND
OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic:
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic:
b044: 1st CLUTCH ECMV FAILURE II Fault Detecting Logic: 1st clutch command on, 1st clutch in sliding, 1st fill signal off
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
AND Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R OR After stopping the truck, set (2nd, low) by shifting the lever from N to D, 5, 4, 3 or L.
D24-34
Automatic Transmission Controller
5/04 D24002
b046: 3rd CLUTCH ECMV FAILURE II
b049: M CLUTCH ECMV FAILURE II
Fault Detecting Logic:
Fault Detecting Logic:
3rd clutch command on, 3rd clutch in sliding, 3rd fill signal off
M clutch command on, M clutch in sliding, M fill signal off.
AND
AND
Conditions exist for 0.8 seconds.
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.
• Transmission shifts to NEUTRAL.
“Limp Home” Procedure:
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
After stopping the truck, set (REV, low) by shifting the range selector from N to R OR
OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L.
After stopping the truck, set (2nd, low) by shifting the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
b048: R CLUTCH ECMV FAILURE II Fault Detecting Logic: R clutch command on, R clutch in sliding, R fill signal off. AND Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL. “Limp Home” Procedure: Cannot shift to REVERSE After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
D24002 5/04
Automatic Transmission Controller
D24-35
Fault Recovery Logic:
b051: LOCKUP CLUTCH ECMV FAILURE III
H clutch command on, H clutch not in sliding, H fill signal on
Fault Detecting Logic: Lockup clutch command on, lockup clutch not in sliding, lockup fill signal off AND
AND Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Hold current shift range.
b053: L CLUTCH ECMV FAILURE III
• Hold NEUTRAL when range selector is placed in N.
Fault Detecting Logic:
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
L clutch command on, L clutch not in sliding, L fill signal off AND Conditions exist for 0.8 seconds.
OR After stopping the truck, set (1st, mid) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: Lockup clutch command on, lockup clutch not in sliding, lockup fill signal on AND
ATC Operation When Fault is Detected: • Hold current shift range. • Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R or
Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
After stopping the truck, set (2nd, low) by shifting the lever from N to D, 5, 4, 3 or L. Fault Recovery Logic: L clutch command on, L clutch not in sliding, L fill signal on
b052: H CLUTCH ECMV FAILURE III
AND
Fault Detecting Logic: H clutch command on, H clutch not in sliding, H fill signal off
Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
AND Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Hold current shift range. • Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure: Cannot shift to REVERSE After stopping the truck, set (1st, high) by shifting the range selector from N to R
D24-36
Automatic Transmission Controller
5/04 D24002
b054: 1st CLUTCH ECMV FAILURE III
b055: 2nd CLUTCH ECMV FAILURE III
Fault Detecting Logic:
Fault Detecting Logic:
1st clutch command on, 1st clutch not in sliding, 1st fill signal off
2nd clutch command on, 2nd clutch not in sliding, 2nd fill signal off
AND
AND
Conditions exist for 0.8 seconds.
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• Hold current shift range.
• Hold current shift range.
• Hold NEUTRAL when range selector is placed in N.
• Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure:
“Limp Home” Procedure: Cannot shift to REVERSE
Cannot shift to REVERSE
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L.
After stopping the truck, set (2nd, low) by shifting the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic: 1st clutch command on, 1st clutch not in sliding, 1st fill signal on AND
Fault Recovery Logic: 2nd clutch command on, 2nd clutch not in sliding, 2nd fill signal on AND
Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
b056: 3rd CLUTCH ECMV FAILURE III Fault Detecting Logic: 3rd clutch command on, 3rd clutch not in sliding, 3rd fill signal off AND Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Hold current shift range. • Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure: Cannot shift to REVERSE
D24002 5/04
Automatic Transmission Controller
D24-37
After stopping the truck, set (3rd, low) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic: 3rd clutch command on, 3rd clutch not in sliding, 3rd fill signal on AND
b059: M CLUTCH ECMV FAILURE III Fault Detecting Logic: M clutch command on, M clutch not in sliding, M fill signal off AND Conditions exist for 0.8 seconds.
Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
ATC Operation When Fault is Detected: • Hold current shift range. • Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure:
b058: R CLUTCH ECMV FAILURE III
After stopping the truck, set (REV, mid) by shifting the range selector from N to R
Fault Detecting Logic: R clutch command on, R clutch not in sliding, R fill signal off AND
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic:
Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected:
M clutch command on, M clutch not in sliding, M fill signal on AND
• Hold current shift range. • Hold NEUTRAL when range selector is placed in N.
Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R. Cannot shift to FORWARD. Fault Recovery Logic: R clutch command on, R clutch not in sliding, R fill signal on AND Conditions remain for 0.5 seconds. Fault will be recovered when truck is restarted.
D24-38
Automatic Transmission Controller
5/04 D24002
b061: TRANSMISSION INPUT SPEED SENSOR FAILURE
b060: ENGINE SPEED SENSOR FAILURE Fault Detecting Logic: Engine speed is less than 100 rpm, torque converter inlet pressure is 2 kg/cm2 or more, torque converter outlet pressure is 2 Kg/cm2 or more
Fault Detecting Logic: Engine speed more than 500 rpm, H/L clutch on, speed clutch on, lockup clutch on AND
AND The above conditions exist for 10 seconds.
Transmission input speed signal out of range AND
ATC Operation When Fault is Detected:
The above conditions exist for 0.5 seconds. ATC Operation When Fault is Detected:
• Hold current shift range. • Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted:
• Hold current shift range. • Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
Engine speed must be less than 100 rpm AND Torque converter inlet pressure less than 2 kg/cm2, OR Torque converter outlet pressure less than 2 Kg/cm2, AND The above conditions exist for 0.5 seconds
D24002 5/04
Automatic Transmission Controller
D24-39
b062: TRANSMISSION MIDDLE SPEED SENSOR FAILURE
b063: TRANSMISSION OUTPUT SPEED SENSOR FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Engine speed more than 500 rpm, H/L clutch on, speed clutch on, lockup clutch on
Engine speed more than 500 rpm, H/L clutch on, speed clutch on, lockup clutch on
AND
AND
Transmission middle speed signal out of range
Transmission output speed signal out of range AND
AND The above conditions exist for 0.5 seconds.
The above conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• Hold current shift range.
• Hold current shift range.
• Hold NEUTRAL when range selector is placed in N.
• Hold NEUTRAL when range selector is placed in N. “Limp Home” Procedure:
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
After stopping the truck, set (REV, low) by shifting the range selector from N to R
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L.
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault will be recovered when truck is restarted.
D24-40
Automatic Transmission Controller
5/04 D24002
b071: LOCKUP CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic: Protection circuit detects short to ground OR Protection circuit detects hot short and hot short exists for 0.5 seconds. ATC Operation When Fault is Detected:
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: The protection circuit does not detect a short to ground for 0.5 seconds
• Transmission shifts to NEUTRAL “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L.
AND The protection circuit does not detect a hot short for 0.5 seconds.
b073: LOW CLUTCH SOLENOID FAILED HIGH
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: The protection circuit does not detect a short to ground for 0.5 seconds AND
Fault Detecting Logic: Protection circuit detects short to ground OR Protection circuit detects hot short and hot short exists for 0.5 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL
The protection circuit does not detect a hot short for 0.5 seconds.
“Limp Home” Procedure: After stopping the truck, set (REV, mid) by shifting the range selector from N to R
b072: HIGH CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic:
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic:
OR
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
Protection circuit detects hot short and hot short exists for 0.5 seconds.
The following conditions must be present to allow recovery when truck is restarted:
ATC Operation When Fault is Detected:
The protection circuit does not detect a short to ground for 0.5 seconds
Protection circuit detects short to ground
• Transmission shifts to NEUTRAL
AND
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
D24002 5/04
The protection circuit does not detect a hot short for 0.5 seconds.
Automatic Transmission Controller
D24-41
b074: 1st CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic: Protection circuit detects short to ground OR Protection circuit detects hot short and hot short exists for 0.5 seconds. ATC Operation When Fault is Detected:
After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: The protection circuit does not detect a short to ground for 0.5 seconds
Transmission shifts to NEUTRAL “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R After stopping the truck, set (2nd, low) by shifting the range selector from N to D, 5, 4, 3 or L.
AND The protection circuit does not detect a hot short for 0.5 seconds.
b076: 3rd CLUTCH SOLENOID FAILED HIGH
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: The protection circuit does not detect a short to ground for 0.5 seconds AND
Fault Detecting Logic: Protection circuit detects short to ground OR Protection circuit detects hot short and hot short exists for 0.5 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL
The protection circuit does not detect a hot short for 0.5 seconds.
b075: 2nd CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic:
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic:
OR
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
Protection circuit detects hot short and hot short exists for 0.5 seconds.
The following conditions must be present to allow recovery when truck is restarted:
ATC Operation When Fault is Detected:
The protection circuit does not detect a short to ground for 0.5 seconds
Protection circuit detects short to ground
• Transmission shifts to NEUTRAL
AND
“Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R
D24-42
The protection circuit does not detect a hot short for 0.5 seconds.
Automatic Transmission Controller
5/04 D24002
b078: REVERSE CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic: Protection circuit detects short to ground
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted:
OR Protection circuit detects hot short and hot short exists for 0.5 seconds.
The protection circuit does not detect a short to ground for 0.5 seconds
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL
AND The protection circuit does not detect a hot short for 0.5 seconds
“Limp Home” Procedure: Cannot shift to REVERSE After stopping the truck, set (1st, mid) by shifting the range selector from N to D, 5, 4, 3 or L. Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: The protection circuit does not detect a short to ground for 0.5 seconds AND
b081: TORQUE CONVERTER INLET PRESSURE SIGNAL FAILURE Fault Detecting Logic: Torque converter inlet pressure sensor output 0.5 volts or less, or torque converter inlet pressure sensor output 4.5 volts or more. AND Either of the above conditions exist for 1 second. ATC Operation When Fault is Detected: • No change in operation
The protection circuit does not detect a hot short for 0.5 seconds
b079: MIDDLE CLUTCH SOLENOID FAILED HIGH
Fault Recovery Logic: The following conditions are required for recovery during operation: Torque converter inlet pressure sensor output more than 0.5 volts, and less than 4.5 volts, AND
Fault Detecting Logic:
The above condition exists for 2.0 seconds.
Protection circuit detects short to ground
The following conditions are required for recovery when the truck is restarted:
OR Protection circuit detects hot short and hot short exists for 0.5 seconds.
Torque converter inlet pressure sensor output more than 0.5 volts, and less than 4.5 volts, AND
ATC Operation When Fault is Detected:
The above condition exists for 0.5 seconds.
• Transmission shifts to NEUTRAL “Limp Home” Procedure: After stopping the truck, set (REV, low) by shifting the range selector from N to R After stopping the truck, set (2nd, low) by shifting the range selector from N to D, 5, 4, 3 or L.
D24002 5/04
Automatic Transmission Controller
D24-43
b082: TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE
b083: TORQUE CONVERTER INLET PRESSURE SENSOR FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Torque converter outlet pressure sensor output 0.5 volts or less, or torque converter outlet pressure sensor output 4.5 volts or more.
Engine speed is less than 100 rpm, torque converter inlet pressure is 2 Kg/cm2 or more and torque converter outlet pressure is less than 2 Kg/cm2
AND
AND
Either of the above conditions exist for 1 second. ATC Operation When Fault is Detected: • No change in operation
The above conditions exist for 10 seconds ATC Operation When Fault is Detected: • No change in operation
Fault Recovery Logic:
Fault Recovery Logic:
The following conditions are required for recovery during operation:
Conditions required for recovery during operation:
Torque converter outlet pressure sensor output more than 0.5 volts, and less than 4.5 volts,
Engine speed is less than 100 rpm, torque converter inlet pressure is less than 2 Kg/cm2,
AND
AND
The above condition exists for 2.0 seconds. The following conditions are required for recovery when the truck is restarted: Torque converter outlet pressure sensor output more than 0.5 volts, and less than 4.5 volts, AND
The above conditions exist for 2 seconds
The following conditions are required for recovery when the truck is restarted: Engine speed is less than 100 rpm, torque converter inlet pressure is less than 2 Kg/cm2, AND
The above condition exists for 0.5 seconds.
The above conditions exist for 0.5 seconds
D24-44
Automatic Transmission Controller
5/04 D24002
b084: TORQUE CONVERTER SENSOR FAILURE
OUTLET
PRESSURE
b091: LOCKUP CLUTCH SOLENOID FAILED LOW Fault Detecting Logic:
Fault Detecting Logic: Engine speed is less than 100 rpm, torque converter inlet pressure is less than 2 Kg/cm2, and torque converter outlet pressure is 2 Kg/cm2 or more, AND
Solenoid output ON and protection circuit detects a disconnection, AND The conditions exist for 0.5 seconds ATC Operation When Fault is Detected:
The above conditions exist for 10 seconds ATC Operation When Fault is Detected: • No change in operation
• No change in operation Fault Recovery Logic: Conditions required for recovery during operation
Fault Recovery Logic: Conditions required for recovery during operation:
Protection circuit does not detect disconnection for 1.0 second.
Engine speed is less than 100 rpm, torque converter outlet pressure is less than 2 Kg/cm2,
Conditions required for recovery when the truck is restarted:
AND
Protection circuit does not detect disconnection for 0.5 seconds.
The above conditions exist for 2 seconds Conditions required for recovery when the truck is restarted: Engine speed is less than 100 rpm, torque converter outlet pressure is less than 2 Kg/cm2, AND The above conditions exist for 0.5 seconds
b092: H CLUTCH SOLENOID FAILED LOW Fault Detecting Logic: Solenoid output ON and protection circuit detects a disconnection, AND The conditions exist for 0.5 seconds ATC Operation When Fault is Detected: • No change in operation Fault Recovery Logic: Conditions required for recovery during operation Protection circuit does not detect disconnection for 1.0 second. Conditions required for recovery when the truck is restarted: Protection circuit does not detect disconnection for 0.5 seconds.
D24002 5/04
Automatic Transmission Controller
D24-45
b093: L CLUTCH SOLENOID FAILED LOW
b095: 2nd CLUTCH SOLENOID FAILED LOW
Fault Detecting Logic:
Fault Detecting Logic:
Solenoid output on and protection circuit detects a disconnection,
Solenoid output on and protection circuit detects a disconnection,
AND
AND
The conditions exist for 0.5 seconds
The conditions exist for 0.5 seconds
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • No change in operation
• No change in operation Fault Recovery Logic:
Fault Recovery Logic:
Conditions required for recovery during operation
Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0 second.
Protection circuit does not detect disconnection for 1.0 second.
Conditions required for recovery when the truck is restarted:
Conditions required for recovery when the truck is restarted:
Protection circuit does not detect disconnection for 0.5 seconds.
Protection circuit does not detect disconnection for 0.5 seconds.
b094: 1st CLUTCH SOLENOID FAILED LOW
b096: 3rd CLUTCH SOLENOID FAILED LOW
Fault Detecting Logic:
Fault Detecting Logic:
Solenoid output on and protection circuit detects a disconnection,
Solenoid output on and protection circuit detects a disconnection,
AND
AND
The conditions exist for 0.5 seconds
The conditions exist for 0.5 seconds
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • No change in operation
• No change in operation Fault Recovery Logic:
Fault Recovery Logic:
Conditions required for recovery during operation
Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0 second.
Protection circuit does not detect disconnection for 1.0 second.
Conditions required for recovery when the truck is restarted:
Conditions required for recovery when the truck is restarted:
Protection circuit does not detect disconnection for 0.5 seconds.
Protection circuit does not detect disconnection for 0.5 seconds.
D24-46
Automatic Transmission Controller
5/04 D24002
b098: R CLUTCH SOLENOID FAILED LOW
b0A1: MACHINE SELECT FAILURE
Fault Detecting Logic:
Note: Fault detection only occurs at truck start-up.
Solenoid output on and protection circuit detects a disconnection,
Fault Detecting Logic:
AND
Rotary switch setting does not agree with software for truck model, and condition exists for 0.1 seconds ATC Operation When Fault is Detected:
The conditions exist for 0.5 seconds ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL • Transmission cut relay is turned OFF
• No change in operation Fault Recovery Logic:
Fault Recovery Logic:
Conditions required for recovery during operation
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
Protection circuit does not detect disconnection for 1.0 second. Conditions required for recovery when the truck is restarted: Protection circuit does not detect disconnection for 0.5 seconds.
The following conditions must exist during restarting for recovery from the fault: Rotary switch setting agrees with software for truck model AND Harness model selection agrees with software for truck model
b099: M CLUTCH SOLENOID FAILED LOW Fault Detecting Logic: Solenoid output on and protection circuit detects a disconnection, AND
b0A2: TORQUE CONVERTER OIL TEMPERATURE SENSOR FAILURE Fault Detecting Logic:
The conditions exist for 0.5 seconds ATC Operation When Fault is Detected:
Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds. ATC Operation When Fault is Detected:
• No change in operation
• No change in operation
Fault Recovery Logic: Conditions required for recovery during operation
Fault Recovery Logic:
Protection circuit does not detect disconnection for 1.0 second.
Conditions required for recovery during operation
Conditions required for recovery when the truck is restarted: Protection circuit does not detect disconnection for 0.5 seconds.
D24002 5/04
Oil temperature less than 150°C (302°F) for 2 seconds. Conditions required for recovery when the truck is restarted: Oil temperature less than 150°C (302°F) for 0.1 seconds.
Automatic Transmission Controller
D24-47
b0b1: TRANSMISSION OIL TEMPERATURE SENSOR FAILURE
b0A3: FUEL LEVEL SENSOR FAILURE Fault Detecting Logic: Input voltage 4 volts or more and key switch is not in the START position AND
Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds. ATC Operation When Fault is Detected:
Conditions exist for 2 seconds. ATC Operation When Fault is Detected:
• No change in operation Fault Recovery Logic:
• No change in operation
Conditions required for recovery during operation
Fault Recovery Logic: Conditions required for recovery during operation Input voltage less than 4 volts for 2 seconds. Conditions required for recovery when the truck is restarted: Input voltage less than 4 volts for 0.1 seconds.
b0A4: REAR BRAKE OIL TEMPERATURE SENSOR FAILURE Fault Detecting Logic:
Oil temperature less than 150°C (302°F) for 2 seconds. Conditions required for recovery when the truck is restarted: Oil temperature less than 150°C (302°F) for 0.1 seconds.
b0b2: COOLANT TEMPERATURE SENSOR Fault Detecting Logic:
Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds. ATC Operation When Fault is Detected: • No change in operation
Input resistance is greater than 170Ω and continues for 2 seconds. ATC Operation When Fault is Detected: • No change in operation
Fault Recovery Logic:
Fault Recovery Logic:
Conditions required for recovery during operation Oil temperature less than 150°C (302°F) for 2 seconds. Conditions required for recovery when the truck is restarted: Oil temperature less than 150°C (302°F) for 0.1 seconds.
D24-48
Fault Detecting Logic:
Conditions required for recovery during operation Input resistance is 170Ω or less for 2 seconds. Conditions required for recovery when the truck is restarted: Input resistance is 170Ω or less for 0.1 seconds.
Automatic Transmission Controller
5/04 D24002
b0b4: RIGHT REAR BRAKE OIL TEMPERATURE SENSOR FAILURE Fault Detecting Logic: Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds. ATC Operation When Fault is Detected:
b0C1: CONNECTOR MISMATCH Note: Failure detection occurs only when truck is started. Fault Detecting Logic: ATC3A pin 1 is not open or ATC3A pin 1 is not grounded AND
• No change in operation Fault Recovery Logic:
The condition exists for 0.1 seconds.
Conditions required for recovery during operation
ATC Operation When Fault is Detected:
Oil temperature less than 150°C (302°F) for 2 seconds.
• Transmission shifts to NEUTRAL • Transmission cut relay is turned OFF
Conditions required for recovery when the truck is restarted:
Fault Recovery Logic:
Oil temperature less than 150°C (302°F) for 0.1 seconds.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
b0b5: FRONT BRAKE OIL TEMPERATURE SENSOR FAILURE
The following conditions must be present to allow recovery when truck is restarted: ATC3A pin 1 open or ATC3A pin 1 grounded and the condition exists for 0.5 seconds.
Fault Detecting Logic: Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds.
b0C3: BCV FRONT SOLENOID HOT SHORT
ATC Operation When Fault is Detected:
Fault Detecting Logic:
• No change in operation
Protection circuit detects hot short and protection circuit does not detect short circuit
Fault Recovery Logic:
AND
Conditions required for recovery during operation Oil temperature less than 150°C (302°F) for 2 seconds. Conditions required for recovery when the truck is restarted: Oil temperature less than 150°C (302°F) for 0.1 seconds.
Condition exists for 0.5 seconds. ATC Operation When Fault is Detected: • No change in operation Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: Protection circuit does not detect hot short and condition exists for 0.5 seconds.
D24002 5/04
Automatic Transmission Controller
D24-49
b0C4: BCV REAR SOLENOID HOT SHORT
b0C6: BCV REAR SOLENOID DISCONNECT
Fault Detecting Logic:
Fault Detecting Logic:
Protection circuit detects hot short and protection circuit does not detect short circuit
Protection circuit detects disconnection and protection circuit does not detect short circuit
AND
AND
Condition exists for 0.5 seconds.
Condition exists for 0.5 seconds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • No change in operation
• No change in operation Fault Recovery Logic:
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
The following conditions must be present to allow recovery when truck is restarted:
The following conditions must be present to allow recovery when truck is restarted:
Protection circuit does not detect hot short and condition exists for 0.5 seconds
Protection circuit does not detect disconnection for 0.5 seconds
b0C5: BCV FRONT SOLENOID DISCONNECT
b0C7: BCV FRONT SOLENOID SHORT TO GROUND
Fault Detecting Logic:
Fault Detecting Logic:
Protection circuit detects disconnection and protection circuit does not detect short circuit
Protection circuit detects short to ground.
AND
ATC Operation When Fault is Detected: • Solenoid output is turned OFF.
Condition exists for 0.5 seconds.
Fault Recovery Logic:
ATC Operation When Fault is Detected:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
• No change in operation Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted:
The following conditions must be present to allow recovery when truck is restarted: Protection circuit does not detect short to ground and condition exists for 0.5 seconds.
Protection circuit does not detect disconnection and condition exists for 0.5 seconds.
D24-50
Automatic Transmission Controller
5/04 D24002
b0C8: BCV REAR SOLENOID SHORT TO GROUND
b0d2: TORQUE CONVERTER OVERHEAT
Fault Detecting Logic:
Fault Detecting Logic:
Protection circuit detects short to ground.
Temperature gauge (Electronic Display Panel) goes into red zone.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• Solenoid output is turned off.
• No change in operation
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: Protection circuit does not detect short to ground and condition exists for 0.5 seconds
Fault Recovery Logic: Temperature gauge drops down from red zone.
b0d3: COOLANT TEMPERATURE OVERHEAT Fault Detecting Logic: Temperature gauge (Electronic Display Panel) goes into red zone.
b0d1: CHANGE TRANSMISSION FILTER
ATC Operation When Fault is Detected: • No change in operation
Fault Detecting Logic: Torque converter outlet temperature 50°C (122°F) or more, and input signal is open (high)
Fault Recovery Logic: Temperature gauge drops down from red zone.
AND Conditions exist for 2 seconds. ATC Operation When Fault is Detected: • No change in operation
b0d4: LEFT REAR BRAKE OIL TEMPERATURE OVERHEAT Fault Detecting Logic:
Fault Recovery Logic: Conditions required for recovery during operation
Temperature gauge (Electronic Display Panel) goes into red zone.
Input signal not open and condition exists for 2 seconds.
ATC Operation When Fault is Detected:
Conditions required for recovery when the truck is restarted: Input signal not open and condition exists for 0.5 seconds.
D24002 5/04
• No change in operation Fault Recovery Logic: Temperature gauge drops down from red zone.
Automatic Transmission Controller
D24-51
b0d5: LARGE LATERAL INCLINATION
b0d8: OVERRUN
Fault Detecting Logic:
Fault Detecting Logic:
Input signal is open (high) and condition exists for 1 second.
Transmission input speed is more than 2250 rpm and the transmission is not shifting.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • No change in operation
• No change in operation Fault Recovery Logic:
Fault Recovery Logic:
Conditions required for recovery during operation
Transmission speed must be 2000 rpm or less.
Input signal not open and condition exists for 1 second. Conditions required for recovery when the truck is restarted: Input signal not open and condition exists for 0.1 seconds.
b0dA: BATTERY DIRECT VOLTAGE FAILURE Fault Detecting Logic: Power (switched) - battery direct is 5 volts or more and condition exists for 2 seconds. ATC Operation When Fault is Detected:
b0d7: BATTERY CHARGE CIRCUIT FAILURE
• No change in operation Fault Recovery Logic:
Fault Detecting Logic: Engine speed is 500 rpm or more and input signal is OPEN (Low)
Switched power - battery direct is 4 volts or less and condition exists for 0.1 seconds.
AND Conditions exist for 2 seconds. ATC Operation When Fault is Detected: • No change in operation
b0db: SWITCHED VOLTAGE FAILURE Fault Detecting Logic:
Fault Recovery Logic:
Battery direct - switched power is 5 volts or more and condition exists for 2 seconds.
Conditions required for recovery during operation
ATC Operation When Fault is Detected:
Engine speed is 500 rpm or more and Input signal not open AND
• No change in operation Fault Recovery Logic: Battery direct power (switched) is 4 volts or less and condition exists for 0.1 seconds.
Condition exists for 1 second. Conditions required for recovery when the truck is restarted: Fault will be recovered when truck is restarted.
D24-52
Automatic Transmission Controller
5/04 D24002
b0E2: LOW STEERING SYSTEM PRESSURE
b0E4: LOW STEERING PRECHARGE PRESSURE 2
Fault Detecting Logic:
Fault Detecting Logic:
Engine speed more than 600 rpm and input signal = OPEN (high)
Engine speed is less than 600 rpm, input signal = OPEN (high)
AND
AND
Conditions exist for 40 seconds.
Condition exists for 2 seconds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • No change in operation
• No change in operation Fault Recovery Logic:
Fault Recovery Logic:
Engine speed more than 600 rpm and input signal is not OPEN
Conditions required for recovery during operation
AND
Input signal not open and condition exists for 2 seconds. Conditions required for recovery when the truck is restarted:
Conditions exist for 2 seconds.
b0E3: LOW STEERING PRECHARGE PRESSURE 1
Input signal not open and condition exists for 0.1 seconds.
Fault Detecting Logic: Engine speed is less than 600 rpm, input signal = OPEN (high)
b0E6: LOW FRONT BRAKE PRECHARGE PRESSURE Fault Detecting Logic:
AND
Engine speed is less than 600 rpm, Input signal = OPEN (high)
Condition exists for 2 seconds. ATC Operation When Fault is Detected: • No change in operation
AND Conditions exist for 2 seconds.
Fault Recovery Logic:
ATC Operation When Fault is Detected:
Conditions required for recovery during operation Input signal not open and condition exists for 2 seconds. Conditions required for recovery when the truck is restarted: Input signal not open and condition exists for 0.1 seconds.
• No change in operation Fault Recovery Logic: Conditions required for recovery during operation Input signal not open and condition exists for 2 seconds. Conditions required for recovery when the truck is restarted: Input signal not open and condition exists for 0.1 seconds.
D24002 5/04
Automatic Transmission Controller
D24-53
b0E7: LOW REAR BRAKE PRECHARGE PRESSURE
b0F2: FRONT BRAKE OIL TEMPERATURE OVERHEAT
Fault Detecting Logic:
Fault Detecting Logic:
Engine speed is less than 600 rpm, Input signal = open (high)
Temperature gauge (Electronic Display Panel) goes into red zone. ATC Operation When Fault is Detected:
AND
• No change in operation
Conditions exist for 2 seconds. ATC Operation When Fault is Detected:
Fault Recovery Logic: Temperature gauge drops down from red zone.
• No change in operation Fault Recovery Logic: Conditions required for recovery during operation Input signal not open and condition exists for 2 seconds.
b0F3: REAR BRAKE OIL TEMPERATURE RIGHT OVERHEAT Fault Detecting Logic:
Conditions required for recovery when the truck is restarted:
Temperature gauge (Electronic Display Panel) goes into red zone.
Input signal not open and condition exists for 0.1 seconds.
ATC Operation When Fault is Detected: • No change in operation Fault Recovery Logic:
b0F1: LOW FR°ONT BRAKE OIL PRESSURE Fault Detecting Logic: Engine speed more than 600 rpm and input signal = open (high) AND
Temperature gauge drops down from red zone. b0F4: HIGH TRANSMISSION LUBRICANT OIL TEMP. Fault Detecting Logic: Oil temperature is between 120°C (248°F) and 150°C (302°F) AND
Conditions exist for 40 seconds. ATC Operation When Fault is Detected:
Condition exists for 2 seconds. ATC Operation When Fault is Detected:
• No change in operation
• No change in operation
Fault Recovery Logic: Conditions required for recovery during operation
Fault Recovery Logic:
Engine speed more than 600 rpm and input signal is not open
Conditions required for recovery during operation
AND Conditions exist for 2 seconds.
Oil temp. is less than 120°C (248°F) and continues for 2 seconds. Conditions required for recovery when the truck is restarted: Oil temp. is less than 120°C (248°F) and continues for 0.1 seconds.
D24-54
Automatic Transmission Controller
5/04 D24002
TRANSMISSION CONTROLLER HARNESS CONNECTORS Figure 24-5 shows the location of the harness connectors on the controller housing and the pin number designation. If a cable is improperly assembled or has an open circuit, the transmission controller detects an appropriate fault and displays the fault on the controller LED and the MOM screen. The following tables list each connector and individual pins with the function and signal type for each circuit.
FIGURE 24-5. ATC CONNECTORS
CONTROLLER HARNESS CIRCUITS CONNECTOR ATC1 Pin No.
D24002 5/04
Function
Circuit No.
Type
1
Reserved
Digital output
2
Front brake cooling
52C1
Digital output
3
+24V Sensor power supply
32SP
Digital output
4
Reserved
Digital output
5
Reserved
Digital output
6
Reserved
7
Power source (Battery direct)
8
Ground
9
+24V Power source (Switched)
Digital output 25
DC voltage input
30
Ground
25C1
DC voltage input
10
Reserved
11
Rear brake cooling
Digital output
12
Reserved
Digital output
13
Reserved
Digital output
14
Reserved
15
Transmission solenoid cut relay
52C7
Digital output
Digital output
16
Ground
17
+24V Power source (Switched)
25TC 30 25C2
Digital output Ground DC voltage input
Automatic Transmission Controller
D24-55
CONTROLLER HARNESS CIRCUITS CONNECTOR ATC2 Pin No.
Function
Circuit No. 25P
Type
1
+24V Solenoid power source
2
Solenoid (+), 1st clutch
3
Solenoid (+), 3rd clutch
TM4-01
Analog output
4
Solenoid (+), 2nd clutch
TM4-07
Analog output
5
Solenoid (+), reverse clutch
TM4-04
6
Reserved
7
Solenoid (+), low clutch
TM4-10
Analog output
8
Solenoid (+), intermediate clutch
TM3-01
Analog output
TM3-07
DC voltage input Analog output
Analog output Analog output
9
Solenoid (+), high clutch
TM3-04
Analog output
10
Solenoid (+), lock-up clutch
TM3-13
Analog output
11
Reserved
12
+24V Solenoid power source
25P
13
Solenoid (-), 1st & 3rd clutch
TM3-08
Analog output
14
Sensor power source (+12V)
25SP
Analog output
15
Solenoid (-), 2nd & reverse clutch
16
Reserved
17
Solenoid (-), low clutch
TM4-11
Analog output
18
Solenoid (-), intermediate clutch
TM3-02
Analog output
TM4-05
DC voltage input
Analog output Analog output
19
Solenoid (-), high clutch
TM3-05
Analog output
20
Solenoid (-), lock-up clutch
TM3-14
Analog output
21
Power ground
30
Ground
CONTROLLER HARNESS CIRCUITS CONNECTOR ATC4 Pin No.
D24-56
Function
Circuit No.
Type
1
Reserved (RS422)
Serial output
2
Reserved (RS422)
Serial input
3
RS422, TX
TX
Serial output
4
RS422, RX
RX
Serial input
5
Reserved (RS485)
6
S-NET (+)
7
Reserved (RS422)
8
FLASH
Serial in/output SNET +A
Serial output FLASH
9
Reserved (RS422)
10
Ground
11
Reserved (RS422)
12
S-NET (+)
Serial in/output
Digital input Serial input
SNET 0
Ground Serial in/output
SNET +B
Serial in/output
Automatic Transmission Controller
5/04 D24002
CONTROLLER HARNESS CIRCUITS CONNECTOR ATC3A Pin No.
Function
Circuit No.
Type
1
Connector check
2
Transmission input speed (+)
32S1
Pulse input
Digital input
3
Transmission output speed (+)
32S3
Pulse input
4
Shift wait
25W
PWM input
5
Throttle modification
31M
Pulse output
6
Pot. power source
54F
Analog output
7
Torque converter input pressure (+)
32P1
Analog input
8
Torque converter output pressure (+)
32P2
Analog input
9
Transmission oil level
32L
Analog input
10
Limp home switch
25LH
Analog input
11
Brake pressure
52BP
Digital input
12
Transmission intermed. shaft speed (+)
32S2
Pulse input
13
Engine speed (+)
31S2
Pulse input
14
Ground
30 52BC
Ground
15
Brake command
16
Ground
320
PWM output Ground
17
Torque converter input pressure (-)
320
Analog input
18
Torque converter output pressure (-)
320
Analog input
19
Steering accumulator precharge pressure 1
51A1
Analog input
20
Steering accumulator precharge pressure 2
51A2
Analog input
CONNECTOR ATC3B
D24002 5/04
1
Alternator “R” terminal
14R
Analog input
2
Brake air pressure
52AB
Analog input
3
Transmission lube oil temperature
32T1
Analog input
4
Fuel level
31F
Analog input
5
Coolant temperature
31C
Analog input
6
Retarder cooling oil temperature (left)
33T2
Analog input
7
Torque converter oil temperature
33T3
Analog input
8
Retarder cooling oil temperature (right)
33T1
Analog input
9
ECMV oil temperature
32T2
Analog input
10
Front brake cooling oil temperature
33T4
Analog input
54H
11
Throttle pedal
12
Reserved
Analog input
13
Reserved
Analog input
14
Reserved
Analog input
15
Reserved
Analog input
16
Reserved
Analog input
Automatic Transmission Controller
Analog input
D24-57
CONTROLLER HARNESS CIRCUITS CONNECTOR ATC5A Pin No.
Function
Circuit No.
Type
1
Connector check
30
Digital input
2
Brake signal
52BS
Digital input
3
Brake signal
35B
Digital input
4
Body seating
71F
Digital input
5
Lateral inclination
6
Transmission filter restriction
7 8
38L
Digital input
37F3
Digital input
Brake accumulator precharge pressure #1
33AP1
Digital input
Brake accumulator precharge pressure #1
33AP1
Digital input
9
Brake accumulator precharge pressure #2
33AP2
Digital input
10
Fill signal, low clutch
24FL
Digital input
11
Fill signal, intermediate clutch
24FM
Digital input
12
Fill signal, high clutch
24FH
Digital input
13
Fill signal, 1st clutch
24F1
Digital input
14
Fill signal, 2nd clutch
24F2
Digital input
15
Fill signal, 3rd clutch
24F3
Digital input
16
Fill signal, reverse clutch
24FR
Digital input
17
Fill signal, lock-up clutch
24FLU
Digital input
18
Key switch “C” terminal
21S
Digital input
19
F1 start switch
25F1
Digital input
20
Highest gear select switch 1(optional)
25H1
Digital input
CONNECTOR ATC5B
D24-58
1
Highest gear select switch 2 (optional)
25H2
Digital input
2
Shift lever position R
25R
Digital input
3
Shift lever position N
25N
Digital input
4
Shift lever position D
25D
Digital input
5
Shift lever position 5
255
Digital input
6
Shift lever position 4
245
Digital input
7
Shift lever position 3
253
Digital input
8
Shift lever position L
25L
Digital input
9
Shift limit switch
25LMT
Digital input
10
Machine select 1
30
Digital input
11
Machine select 2
30
Digital input
12
Machine select 3
13
Machine select 4
14
Parking brake
15
Reserved
16
Steering system pressure
Digital input Digital input 52PBS
Digital input
33F
Digital input
Digital input
Automatic Transmission Controller
5/04 D24002
SECTION D25 ELECTRONIC DISPLAY PANEL INDEX
ELECTRONIC DISPLAY PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-3 Rotary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-3 Gauges and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-4 External Indicator Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-6 Display Self-Check Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-8 Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-8 Action Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-9 Cancellation of Action Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-9 ELECTRONIC DISPLAY PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10 GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10 Harness Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10 Table 1: Continuity checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10 Table 2: Short Circuit to Ground Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-11 Table 3: Circuit Isolation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-11 EDP WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-29
D25002
Electronic Display Panel
D25-1
NOTES
D25-2
Electronic Display Panel
D25002
ELECTRONIC DISPLAY PANEL The Electronic Display Panel (EDP or EDM), located in the center of the instrument panel, contains the primary display of information for the operator. The EDP also drives the indicator lamps located to the left of the EDP. The Electronic Display Panel provides a warning to the operator if a fault occurs in the PMC System and can also be used by the technician to locate and diagnose the cause of the fault.
Rotary switch 1, under grommet “2” (3, Figure 25-1) is set to inform the Electronic Display Panel of the size of the tires installed on the truck. If, at some time, different size tires are installed on the truck, switch 1 must be reset to assure correct vehicle speed calculations. The Electronic Display Panel provides the rotary switch setting information to the other controllers in the PMC system through S-NET.
Rotary Switch The Electronic Display Panel (Figure 25-1) has two 16 position rotary switches located under the protective grommets labeled “2” and “3”. (There are no switches located under grommet “1”.) The rotary switch under grommet “3” is reserved for future use.
Set the rotary switch 1, for the model HD1500-5 truck equipped with 33.00 R51 tires, to position 3.
FIGURE 25-1. ELECTRONIC DISPLAY PANEL 1. Electronic Display Panel Assembly 2. Grommet #1 3. Grommet #2 (Switch 1)
D25002
4. Grommet #3 (Switch Not Used) 5. Odometer 6. Gauge Module
Electronic Display Panel
7. Center Module 8. Gauge Module 9. Service Meter
D25-3
Gauges and Indicators Figure 25-2 illustrates the gauges and indicators on the Electronic Display Panel. The following information describes the display gauges and monitor indicators under normal and abnormal operating conditions. (Note that some items on the display are not used.)
The Central Warning Lamp, located on the left side pod and an alarm buzzer may also operate in conjunction with an indicator displaying an abnormal condition. Refer to Figure 25-2 for the reference number of each item described.
1. Air Pressure Monitor (not used). 2. Air Pressure Gauge (not used)
FIGURE 25-2. ELECTRONIC DISPLAY PANEL 1. Air Pressure Monitor (Not Used) 2. Air Pressure Gauge (Not Used) 3. Coolant Temperature Monitor 4. Coolant Temperature Gauge 5. Torque Converter Oil Temperature Monitor 6. Torque Converter Oil Temperature Gauge 7. Retarder Oil Temperature Monitor 8. Retarder Oil Temperature Gauge 9. Left Turn Signal Pilot Lamp 10. High Beam Pilot Lamp 11. Right Turn Signal Pilot Lamp 12. Speedometer 13. Tachometer 14. Lock-up Pilot Lamp 15. Shift Limiter Pilot Lamp
D25-4
16. Shift Indicator 17. Transmission Shift Position Pilot Lamp 18. Engine Controller Monitor 19. Automatic Transmission Mechatronics Monitor 20. Other Controllers 21. Fuel Level Monitor 22. Fuel Gauge 23. Engine Power Derate Monitor 24. F1 Start Monitor 25. Auto Cruise Control Monitor (Not Used) 26. ASR Monitor 27. ABS Monitor 28. Service Meter & Indicator 29. Odometer
Electronic Display Panel
D25002
3. Coolant Temperature Monitor
11. Right Turn Signal Pilot Lamp
> When temperature exceeds a pre-determined value, lamp flashes, Central Warning Lamp flashes, and buzzer sounds intermittently.
4. Coolant Temperature Gauge: > 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).
> Lit when right turn signal is activated.
12. Speedometer > Digital display indicates 0 - 99 km/h or 0 - 99 mph (selectable) truck speed. (Note: Jumper J01 at connector P11, pin 9 closed to ground selects miles per hour (mph). Open selects kilometers per hour (kp/h.))
5. Torque Converter Oil Temperature Monitor > When temperature exceeds 120°C, lamp flashes, Central Warning Lamp flashes, and buzzer sounds intermittently.
13. Tachometer > 25 segment display indicates 0 - 2350 rpm engine speed. Each segment represents 100 rpm.
6. Torque Converter Oil Temperature Gauge > 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).
7. Retarder Oil Temperature Monitor
14. Lock-up Pilot Lamp > Lit when lockup is activated.
15. Shift Limiter Pilot Lamp
> When temperature exceeds 120°C, lamp flashes, Central Warning Lamp flashes, and buzzer sounds intermittently.
8. Retarder (Brake Cooling) Oil Temperature Gauge > 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).
9. Left Turn Signal Pilot Lamp
> Lit when shift limiter switch is activated.
16. Shift Indicator > Display lights to correspond to position of range selector lever.
17. Transmission Shift Position Pilot Lamp > Digital display indicates actual range transmission is currently operating in.
18. Engine Controller Monitor
> Lit when left turn signal is activated.
10. High Beam Pilot Lamp > Lit when headlight high beam is selected.
> Flashes if a problem occurs in any engine control system. Also, Central Warning Lamp and buzzer actuate intermittently.
FIGURE 25-3. GAUGE INDICATION VALUES
D25002
Electronic Display Panel
D25-5
19. Automatic Transmission Mechatronics Monitor > Lit when a problem occurs in the automatic shift control mechatronics system. Also, Central Warning Lamp and buzzer actuate intermittently.
20. Other Controllers
External Indicator Lamps The Electronic Display Panel drives external indicator lamps located on the control/indicator panel on the left side of the Display. Refer to Figure 25-4 for the reference number of each item described.
2. Engine Oil Temp.
> Lit when a problem occurs in the mechatronics related parts of the PMC, RCM, PLM and the suspension controller. Also, Central Warning Lamp and buzzer actuate intermittently.
21. Fuel Level Monitor
> Lamp lights (also, Central Warning lamp flashes and buzzer sounds) if engine oil temperature exceeds 121°C (250°F) for a continuous period of 5 seconds. 3. Engine Coolant Level
> Flashes when remaining fuel supply is less than 150 liters (40 gal.) Central Warning Lamp flashes.
> Lamp lights (also, Central Warning lamp flashes and buzzer sounds) if the coolant level remains below the sensor level for 5 seconds or more.
22. Fuel Gauge > 14 level display - all segments below appropriate level will light.
23. Engine Power Derate Monitor > Flashes if the PMC detects an engine fault and is signaling Quantum system to reduce power.
24. F1 Start Monitor > Lit when F1, shift limit switch is activated.
25. Auto Cruise Control Monitor (Not Used) 26. ASR Monitor > Lit when the optional traction control system (if installed) is activated.
27. ABS Monitor > Lit when the optional anti-slip brake control system (if installed) is activated. FIGURE 25-4. L.H. CONTROL/INDICATOR PANEL
28. Service Meter & Indicator > Operates when battery charging system is operating normally. Advances 1 digit each hour.
29. Odometer > Operates when speedometer is operating. Display is miles or kilometers.
D25-6
1. L.H. Panel (Pod Assy) 2. Engine Oil Temp. 3. Engine Coolant Level 4. Low Steering Press. 5. Accumulator PreCharge Pressure 6. Battery Charge (Amps) 7. Check Engine 8. Parking Brake 9. Body Float 10. Trans. Oil Temp.
Electronic Display Panel
11. Service Brakes Applied 12. Maintenance Monitor 13. Transmission Oil Filters 14. Lamp Test Switch 15. Low Brake Pressure 16. Lateral Slope Warning 17. Crankcase Pressure 18. Panel Dimmer Switch 19. Engine Oil Pressure 20. Central Warning Lamp 21. A/C & Heater Vent
D25002
4. Low Steering Press.
12. Maintenance Monitor
> Illuminates when steering system pressure falls below 1850 psi (12 755 kPa). The Central Warning lamp flashes and buzzer sounds.
5. Accumulator Pre-Charge Pressure > Illuminates if the steering system accumulator pressure falls below 850 psi (5 860 kPa). The Central Warning lamp flashes and buzzer sounds.
6. Battery Charge (Amps) > Illuminates if battery charging current is low. The Central Warning lamp flashes and buzzer sounds.
7. Check Engine > Illuminates if a problem occurs in the Cummins Quantum system. Lamp is also used to display the Quantum trouble code.
13. Transmission Oil Filters > Illuminates if a transmission oil filter is restricted. The Central Warning lamp flashes.
14. Lamp Test Switch > See “Display Self-Check Function”
15. Low Brake Pressure
8. Parking Brake > Illuminates when the parking brake is applied. If the parking brake is applied and the range selector is not in NEUTRAL, the Central Warning lamp flashes and buzzer sounds.
9. Body Float > Illuminates when the body is not seated on the frame and when the hoist control is any position other than FLOAT. If the range selector is not in NEUTRAL, the Central Warning lamp flashes and buzzer sounds.
10. Trans. Oil Temp. > Illuminates if the transmission oil temperature exceeds 120°C (248°F). The Central Warning lamp flashes and buzzer sounds.
11. Service Brakes Applied > Illuminates when the rear brakes are applied or the retarder lever is applied.
D25002
> Illuminates when any of the following faults occur: Low brake cooling oil level Low hydraulic oil level Low battery liquid level Rear brake cooling oil filter restricted - right side Rear brake cooling oil filter restricted - left side Hydraulic oil filters restricted Brake disk wear excessive - right front Brake disk wear excessive - left front Brake disk wear excessive - right rear Brake disk wear excessive - left rear
> Illuminates if the brake system oil pressure falls below 1850 psi (12 755 kPa). The Central Warning lamp flashes and buzzer sounds.
16. Lateral Slope Warning > Illuminates if the lateral slope of the truck is 15° or greater. The Central Warning lamp flashes and buzzer sounds.
17. Crankcase Pressure > Illuminates if the engine crankcase pressure exceeds 368 mm (14.5 in) H2O for more than 5 seconds. The Central Warning lamp flashes and buzzer sounds.
19. Engine Oil Pressure > Illuminates if the engine oil pressure falls below a certain value (determined by engine RPM) for a 5 second period of time.
Electronic Display Panel
D25-7
20. Central Warning Lamp (Red convex lens) > The Central Warning Lamp Monitor lamp will illuminate if any of the above monitor lamps in the L.H. pod are activated. This lamp is also activated if a fault is registered on the “MOM” display. This lamp flashes, and at the same time the alarm buzzer sounds intermittently, if an abnormality has occurred in any one of the following systems: Coolant Temperature Monitor; Torque Converter Oil Temperature Monitor; Retarder Oil Temperature Monitor; Engine Oil Pressure Monitor; High Engine Oil Temperature; High Engine Blowby Pressure; High Transmission Lube Oil Pressure; Battery Charging Monitor; Parking Brake Monitor; Body Float Monitor; Automatic Transmission Monitor (Mechatronics); Other Mechatronics Monitor; or Fuel Level Monitor.
Note: For Action Code 01, the warning lamp will not turn on.
This lamp will also flash and the alarm buzzer will sound, if the parking brake is applied and the range selector lever is not at Neutral.
D25-8
Display Self-Check Function When the key switch is turned to the ON position, before the engine is started, all the electronic panel displays (gauges, lamps and meter displays), the Central Warning Lamp and lamps in the left pod will light up for approx. 3 seconds, and the buzzer will sound for approx. 1 second, and then all will display correctly. If the key switch is turned to the START position before this 3 seconds passes, all will display correctly except the gauges. Note: In this situation, no gauges will illuminate for approximately 3 seconds after the key switch is turned to the ON position. After 3 seconds, the gauges will display correctly. Lamp Test The Lamp Test switch (14, Figure 25-4) is a three position, two function switch. The switch is spring loaded to the middle, “neutral” position. If depressed on the right side and held, it is a lamp test for all of the monitor lamps except the check engine lamp. If the left side of the rocker switch is depressed and held, the lamp test for the check engine lamp will function. When the check engine lamp is illuminated because of a fault in the Quantum™ System, depress and release the left side of the rocker switch. Wait, and the Check Engine lamp will begin flashing the fault codes. (Refer to Quantum FUEL SYSTEM DIAGNOSTICS, Section “N” for fault code information.)
Electronic Display Panel
D25002
Action Code Display The Electronic Display Panel shows the action code of any faults (cautions) communicated through SNET from each controller which detects the fault. If a fault occurs in any of the systems, a code will be displayed on the “MOM” screen. At the same time an action code will also be displayed to inform the operator of a procedure to follow because of the fault. This “action code” is also displayed on the electronic display panel. The electronic display panel will display the action code of any fault communicated through the serial communications network, S-NET, from any controller that detects a fault. When displaying an “03” action code, first the “E” will be displayed (Figure 25-5) and then the “03” code (Figure 25-6). These two will alternate every second. The other displays, gauges and lamps will function normally. If more than two codes are present at the same time, the highest priority action code will be displayed.
FIGURE 25-6. ACTION CODE DISPLAY
The table below lists the priority, code number displayed, and the action the operator should take. ACTION CODES Priority
Code
Description
1
04
STOP SAFELY NOW/SHUT OFF ENGINE
2
06
START ENGINEAND KEEP LOW IDLE
3
05
STOP WITH ENGINE AT MID SPEED
4
07
KEEP BODY DOWN
5
03
REDUCE ENGINE SPEED / MACHINE SPEED
6
02
NOTIFY MAINTENANCE RIGHT NOW
7
01
NOTIFY MAINTENANCE AT SHIFT CHANGE
Cancellation of Action Code FIGURE 25-5. INITIAL ACTION CODE DISPLAY
If either of the following requirements is satisfied then the action code will be canceled. 1. If the fault causing the action code no longer exists, the action code will be canceled automatically and the same or next priority action code will be displayed automatically if there are any other active faults. 2. Even if the fault remains, the action code can be canceled using MOM. The same or next priority action code will be displayed automatically if there are other active faults.
D25002
Electronic Display Panel
D25-9
ELECTRONIC DISPLAY PANEL TROUBLESHOOTING GENERAL TROUBLESHOOTING PROCEDURES
Table 1: Continuity checks
The following pages list fault codes and troubleshooting procedures for diagnosing the Electronic Display Panel and associated wiring and components.
Verify continuity exists between connector and pin on the left side of the chart and the connector and pin on the right side of the chart below.
The Fault Code Tables (see “Powertrain Management Control System”), provide information regarding the fault code which may be displayed. Specific troubleshooting procedures are listed on the following pages for the fault codes listed in the tables.
Step No.
EDP harness connector charts at the end of this section list the pin number, circuit function, and signal type for each connector attached to the panel. This information should be used in conjunction with the electrical schematics in Section R.
Connector No.
Pin No.
Function
A-1
1
Vb (20V)
P04
1
A-2
2
LCD Tx
P10
3
A-3
3
LCD Tx
P04
4
P10
4
P04
5
LCD LOAD
P10
5
P04
6
LCD COM
P10
6
P04
7
P10
7
P04
8
P12
4
A-4
4
A-5
A-6
5
P02
A-7
Before troubleshooting a problem, be certain all harness connectors are installed and properly inserted.Always connect any disconnected connectors before proceeding to the next step.
6
7
A-8
8
A-9 A-10
Before checking individual harness circuits, turn the key switch OFF, disconnect all the harnesses from the EDP and inspect connectors and harness wires for obvious damage. Repair any obvious damage or replace harness if necessary.
RESET
GND
Pin No.
P11
1
P10
8
P11
2
P08
16
P05
12
P12
2
1
P/S DATA
P04
3
2
SHIFT/ LOAD
P04
2
P10
Harness Circuit Tests
SCK
Connector No.
TABLE 1.
The checkout procedures on the following pages may refer to various steps for checking circuits listed in Tables 1, 2 or 3. When performing checks: • Check the harness (female connectors) between the EDP modules. • Be certain the key switch is OFF and remains OFF during checks.
D25-10
Electronic Display Panel
D25002
Table 2: Short Circuit to Ground Checks Verify the following circuits are isolated from chassis ground.
Step No.
Connector No.
Pin No.
Function
P02
1
Vb (20V)
Connector No.
Pin No.
C-12 C-13
Connector No.
Pin No.
Function
C-14
B-1
1
Vb (20V)
C-15
B-2
2
LCD Tx
B-3
3
SCK
4
LCD LOAD
B-5
5
LCD LOAD
B-6
6
LCD COM
B-7
7
RESET
1
P/S DATA
2
SHIFT/LOAD
Step No.
B-4
P02
B-8
P10
B-9
C-16
P02
C-17 C-18
P10
C-19 C-20 C-21 C-22 C-23
P02 P02
2
LCD Tx
C-24
TABLE 2.
C-25
P10
C-26 C-27 C-28 C-29 C-30
Table 3: Circuit Isolation Checks Circuits in each step below should not show continuity between the connector and pin on the left side of the chart and the connector and pin on the right side of the chart.
P02 P02
3
LCD Tx
C-31
P10
C-32 C-33 C-34 C-35
P02 P02
4
SCK
C-36
P10
C-37 Step No.
Connector No.
Pin No.
Connector No.
Pin No.
C-38
P05
12
C-39
C-2
1
C-40
C-3
2
C-41
C-4
3
C-42
Function
C-1
4
C-43
5
C-44
6
C-45
C-8
7
C-46
C-9
8
C-47
C-5 C-6 C-7
P05
6
Power Supply (+24V)
C-10
P02
P10
C-11
1
P02 P02
5
LCD LOAD P10 P02
P02
6
LCD COM
P02
7
RESET
P10
P02
8
P/S DATA
P10
P10
TABLE 3. (Cont.)
2
TABLE 3.
D25002
Electronic Display Panel
D25-11
ELECTRONIC DISPLAY WORK AT ALL:
PANEL
DOES
NOT
RH MODULE DOES NOT WORK:
1. Disconnect P05 and turn key ON.
1. Check the module harness, steps A-4, A-5, A-6 and A-7 as shown in Table 1.
2. Check whether voltage between P05 (female) pin 6 and pin 12 is between 20 and 30V.
Abnormal – If any circuit is open, repair or re-place the module harness.
Yes. Check the module harness circuit step B-1, Table 1. Verify the circuit does not show a short to ground (chassis).
Normal – Refer to: “Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally”.
Abnormal – Check and repair or replace the module harness. LH MODULE DOES NOT WORK:
Normal – Replace the center module. No. Check and clean the power supply (+24V)/ GND harness circuit or replace the harness.
1. Check the module harness A-1, A-2, A-4, A-5, A-6, A-7 and A-8 as shown in Table 1. Abnormal – Check and repair or replace the module harness.
LH, RH MODULES AND FUEL GAUGE DO NOT WORK: 1. Check the module harness circuits, steps B-3 and B-6 as shown in Table 2.
Normal – Check the module harness B-2. Abnormal – Check and repair or replace the module harness. Normal – Replace the LH module.
Abnormal – If shorted, repair or replace the module harness. Normal – Replace the center module.
ODOMETER DOES NOT WORK: 1. Turn key ON. 2. Check voltage between P05, pin 1, pin 2 and pin 12 as follows:
LH AND RH MODULES DO NOT WORK: 1. Check the module harness, steps A-1, A-3, A-4, A-5, A-6, A-7 and A-8 as shown in Table 1.
Between pin 1 and pin 12 is between 7 and 9V.
Abnormal – Repair open circuit or replace the module harness.
Between pin 2 and pin 12 is between 4 and 6V.
2. If Normal – Check the module harness, steps B3 and B-6 in Table 2. Abnormal – Repair open circuit or replace the module harness. Normal – Replace the RH module.
Yes. Disconnect pin 12 and turn key ON. 3. Check voltage between P12 (female) pin 1, pin 3 and pin 2: Between pin 1 and pin 2 is between 7 and 9V. Between pin 3 and pin 2 is between 4 and 6V. Yes. Replace the odometer module. No. Check and repair or replace the module harness between P05 pin 1, pin 2, pin 12 and pin 12 pin 1, pin 3, pin 2. No. Replace the center module.
D25-12
Electronic Display Panel
D25002
CENTRAL WARNING LAMP STAYS ON:
SERVICE METER DOES NOT WORK: 1. Start engine.
1. Disconnect P08 and turn key ON.
2. Check whether voltage between alternator terminal R and chassis ground is between 20 and 30V.
2. Check whether Central Warning lamp lights up.
Yes. Disconnect P01 and start engine. 3. Check whether voltage between P01 (female) pin 1 and pin 4 is between 20 and 30V. Yes. Replace the service meter. No.
Check and repair or replace the harness between P01, pin 1 and alternator R terminal or between P01, pin 4 and chassis ground.
Yes. Disconnect Central Warning lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of Central Warning lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 1 and Central Warning lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
No. Check and replace the alternator.
CENTRAL WARNING LAMP DOES NOT WORK: or A002: CENTRAL WARNING LAMP OUTPUT FAILED 1. Disconnect Central Warning lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 1 and chassis ground is between 20 and 30V. Yes. (Fault code A002) Check and repair or replace the harness between P08, pin 1 and Central Warning lamp connector. No. Disconnect P08, connect P08 (female) pin 1 to chassis ground. And turn key ON. 3. Check whether Central Warning lamp lights up. Yes. Replace the center module. No. Disconnect Central Warning lamp connector, connect ground side terminal of this connector to chassis ground. And turn key ON. 4. Check whether Central Warning lamp lights up. Yes. Check and repair or replace the harness between P08 pin 1 and Central Warning lamp connector. No.Disconnect Central Warning lamp connector, and turn key ON. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V.
ALARM BUZZER DOES NOT WORK: or A003: BUZZER OUTPUT FAILED: 1. Disconnect alarm buzzer connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 2 and chassis ground is between 20 and 30V. Yes. (Fault code A003) Check and repair or replace the harness between P08 pin 2 and alarm buzzer connector. No. Disconnect P08, connect P08 (female) pin 2 to chassis ground. Turn key ON. 3. Check whether buzzer sounds. Yes. Replace the center module. No. Disconnect alarm buzzer connector, connect ground side terminal of this connector to chassis ground. Turn key ON. 4. Check whether buzzer sounds. Yes. Check and repair or replace the harness between P08, pin 2 and alarm buzzer connector. No. Disconnect alarm buzzer connector, and turn key ON. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the alarm buzzer.
Yes. Replace the Central Warning lamp. No. Check and repair or replace the harness between +24V and Central Warning lamp connector.
D25002
Electronic Display Panel
D25-13
No. Check and repair or replace the harness between +24V and alarm buzzer connector. ALARM BUZZER CONTINUES TO SOUND: 1. Disconnect P08 and turn key ON.
No. (Fault code A013 or A018) 3. Check T/M controller powered ON or check b014 detected by T/M controller or replace the T/M controller. No. Refer to “Electronic display panel does not work at all”.
2. Check whether buzzer sounds. Yes. Disconnect alarm buzzer connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of alarm buzzer connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 2 and alarm buzzer connector.
DERATE MODE, AUTO CRUISE MODE, ASR MODE AND ABS MODE PILOTS DO NOT WORK NORMALLY (Do not light up or stay lit): or A014: S-NET COMMUNICATION LOST (PMC) or A019: OPTION INFORMATION FAILURE 1. Check whether high beam pilot and turn signal pilot lamps light up normally.
No. Replace alarm buzzer assembly. No. Replace the center module.
Yes. Turn Key switch OFF. Disconnect EDP connector P05, ATC connector ATC4, PMC connector PMC5 and Suspension Controller connector SSP2A.
SPEEDOMETER, TACHOMETER, SHIFT INDICATOR AND ALL INFORMATION FROM T/M CONTROLLER DO NOT WORK NORMALLY (No display given or displays do not move): or A013: S-NET COMMUNICATION LOST (T/M) or A018: MACHINE SELECT INFORMATION FAILURE
2. Verify S-NET harness circuits continuity (female connectors) as follows:
1. Check whether high beam pilot and turn signal pilot lamps light up normally.
Abnormal – (Fault code A014 or A019) repair or replace the harness that is detected abnormal.
Yes. Turn Key switch OFF. Disconnect EDP connector P05, ATC connector ATC4, PMC connector PMC5 and Suspension Controller connector SSP2A. 2. Verify S-NET harness circuit continuity (female connectors) as follows: EDP; P05, pin 3 and ATC; ATC4, pin 6 EDP; P05, pin 4 and PMC; PMC5, pin 2 EDP; P05, pin 5 and PMC; PMC5, pin 3
EDP; P05, pin 3 and ATC; ATC4, pin 6 EDP; P05, pin 4 and PMC; PMC5, pin 2 EDP; P05, pin 5 and PMC; PMC5, pin 3 EDP; P05, pin 5 and ATC; ATC4, pin 10 EDP; P05, pin 5 and SSP; SSP2A, pin 9
Normal – Replace PMC. No. Check whether speedometer and tachometer work normally. Yes. Replace the RH module. No. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”.
EDP; P05, pin 5 and ATC; ATC4, pin 10 EDP; P05, pin 5 and SSP; SSP2A, pin 9 Abnormal – (Fault code A013 or A018) repair or replace the harness that is detected abnormal. Normal – Check whether PMC detects E0C1 or E0C3. Yes. Replace the center module.
D25-14
Electronic Display Panel
D25002
NONE OF THE GAUGES WORK NORMALLY (No display given or display does not move): 1. All gauges including fuel gauge do not work normally? Yes. Check whether speedometer and tachometer work normally. Yes. Refer to: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. No.
Yes. Check and repair or replace the harness between P08, pin 3 and caution lamp connector. No.
Disconnect caution lamp connector, and turn key ON.
5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
Refer to: “LH, RH modules and fuel gauge do not work”. All gauges excluding fuel gauge do not work normally?
Yes. Refer to: “LH modules do not work”. No.
Replace the module (center or LH) with the defective gauge.
LOW COOLANT LEVEL CAUTION LAMP STAYS ON: 1. Disconnect P08 and turn key ON. 2. Check whether caution lamp lights up.
LOW COOLANT LEVEL CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether PMC detects E0C1 or E0C3.
Yes. Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground.
Yes. Refer to troubleshooting: “Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally”.
Yes. Check and repair or replace the harness between P08, pin 3 and caution lamp connector.
No. Disconnect caution lamp connector and P08. Turn key ON.
No. Check and repair or replace Central Warning lamp assembly.
2. Check whether voltage between P08 (female) pin 3 and chassis ground is between 20 and 30V.
No. Replace the center module.
Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 3 and caution lamp connector. No.
Disconnect P08, connect P08 (female) pin 3 to chassis ground, and turn key ON.
3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. And turn key ON. 4. Check whether caution lamp lights up.
D25002
Electronic Display Panel
D25-15
HIGH ENGINE OIL TEMP. CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether PMC detects E0C1 or E0C3. Yes. Carry out troubleshooting “Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 4 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 4 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 4 to chassis ground. Turn key ON.
3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08 pin 4 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module. LOW ENGINE OIL PRESSURE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether PMC detects E0C1 or E0C3. Yes. Carry out troubleshooting “Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON.
3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 4 and caution lamp connector. No. Disconnect caution lamp connector, Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
2. Check whether voltage between P08 (female) pin 5 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 5 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 5 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 5 and caution lamp connector. No. Disconnect caution lamp connector. Turn key on.
HIGH ENGINE OIL TEMP. CAUTION LAMP STAYS ON:
5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V.
1. Disconnect P08 Turn key on. 2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P08. Key switch is OFF.
D25-16
Electronic Display Panel
Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
D25002
LOW ENGINE OIL PRESSURE CAUTION LAMP STAYS ON: 1. Disconnect P08. Turn key on. 2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P08. Key switch is OFF.
No. Disconnect caution lamp connector. Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 5 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly.
HIGH BLOWBY PRESSURE CAUTION LAMP STAYS ON: 1. Disconnect P08. Turn key on. 2. Check whether caution lamp lights up.
No. Replace the center module.
Yes. Disconnect caution lamp connector and P08. Key switch is OFF. HIGH BLOWBY PRESSURE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
1. Check whether PMC detects E0C1 or E0C3. Yes. Refer to troubleshooting: “Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally”.
3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 6 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 6 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 6 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 6 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 6 and caution lamp connector.
D25002
Electronic Display Panel
D25-17
BATTERY CHARGE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller does not work normally”. No.Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 7 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 7 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 7 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 7 and caution lamp connector. No. Disconnect caution lamp connector, Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
BATTERY CHARGE CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on. 2. Check whether caution lamp lights up. Yes.Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 7 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
CHANGE T/M FILTER CAUTION LAMP DOES NOT WORK: or FAULT CODE A001: LAMP OUTPUT FAILED 1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 8 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 8 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 8 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 8 and caution lamp connector.
D25-18
Electronic Display Panel
D25002
No. Disconnect caution lamp connector, Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No.
Check and repair or replace the harness between +24V and caution lamp connector.
2. Check whether voltage between P08 (female) pin 9 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 9 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 9 to chassis ground. Turn key ON. 3. Check whether caution lamp lights up. Yes. Replace the center module.
CHANGE T/M FILTER CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on.
No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up.
2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 8 and caution lamp connector.
Yes. Check and repair or replace the harness between P08, pin 9 and caution lamp connector. No. Disconnect caution lamp connector, Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp.
No. Check and repair or replace Central Warning lamp assembly.
No.
No. Replace the center module.
HIGH T/M OIL TEMPERATURE CAUTION LAMP DOES NOT WORK or A001: LAMP OUTPUT FAILED 1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON.
Check and repair or replace the harness between +24V and caution lamp connector.
HIGH T/M OIL TEMPERATURE CAUTION LAMP STAYS ON: 1. Disconnect P08. Turn key on. 2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 9 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
D25002
Electronic Display Panel
D25-19
LOW STEERING PRECHARGE PRESSURE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 10 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 10 and caution lamp connector.
LOW STEERING PRECHARGE PRESSURE CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on. 2. Check whether caution lamp lights. Yes.Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 10 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
No. Disconnect P08, connect P08 (female) pin 10 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 10 and caution lamp connector. No. Disconnect caution lamp connector, Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No.
D25-20
Check and repair or replace the harness between +24V and caution lamp connector.
Electronic Display Panel
D25002
No. Check and repair or replace the harness between +24V and caution lamp connector.
LOW BRAKE OIL PRESSURE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 11 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 11 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 11 to chassis ground. Turn key on.
LOW BRAKE OIL PRESSURE CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on. 2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 11 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
3. Check whether caution lamp lights up. Yes. Turn key off. Disconnect T/M controller ATC3A. 4. Check whether there is continuity between T/M controller ATC3A, pin 11 and chassis ground when brake pressure is low.
LOW STEERING SYSTEM PRESSURE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
Yes. Replace brake pressure switch or harness line for this switch signal.
1. Check whether speedometer and tachometer do not work normally.
No. Turn key ON and press “lamp check switch”; check whether caution lamp lights up.
Yes. Refer to troubleshooting “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON.
Yes. Replace the T/M controller. No. Replace the center module. No.
Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground.
5. Turn key on. Check whether caution lamp lights. Yes. Check and repair or replace the harness between P08, pin 11 and caution lamp connector. No.
Disconnect caution lamp connector. Turn key on.
6. Verify voltage between +24V side of this connector and chassis ground is between 20 and 30V.
2. Check whether voltage between P08 (female) pin 12 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 12 and caution lamp connector. No. Disconnect P08, connect P08 (female) pin 12 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes. Turn key switch OFF. Disconnect T/M controller ATC5B.
Yes. Replace the caution lamp.
D25002
Electronic Display Panel
D25-21
4. Check whether there is continuity between T/M controller ATC5B, pin 16 and chassis ground when steering system pressure is low. Yes. Replace steering system pressure switch or the switch harness. No. Turn key ON and press “lamp check switch”. Check whether caution lamp lights up. Yes. Replace the T/M controller. No. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 5. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 12 and caution lamp connector. No.
Disconnect caution lamp connector, Turn key on.
6. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
LOW STEERING SYSTEM PRESSURE CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on.
LARGE LATERAL INCLINATION CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 13 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 13 and caution lamp connector. No.
Disconnect P08, connect P08 (female) pin 13 to chassis ground. Turn key on.
3. Check whether caution lamp lights up. Yes. Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up. Yes. Check and repair or replace the harness between P08, pin 13 and caution lamp connector. No. Disconnect caution lamp connector, Turn key on. 5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V.
2. Check whether caution lamp lights up.
Yes. Replace the caution lamp.
Yes. Disconnect caution lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground.
No.
Check and repair or replace the harness between +24V and caution lamp connector.
Yes. Check and repair or replace the harness between P08, pin 12 and caution lamp connector. No. Check and repair or replace Central Warning lamp assembly. No. Replace the center module.
D25-22
Electronic Display Panel
D25002
LARGE LATERAL INCLINATION CAUTION LAMP STAYS ON:
No. Turn key ON and press “lamp check switch”. 5. Check whether pilot lamp lights up.
1. Disconnect P08 Turn key on. 2. Check whether caution lamp lights up.
Yes. Replace the T/M controller.
Yes. Disconnect caution lamp connector and P08. Key switch is OFF.
No. Replace the center module.
3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground.
No. Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key ON. 6. Check whether pilot lamp lights up.
Yes. Check and repair or replace the harness between P08, pin 13 and caution lamp connector.
Yes. Check and repair or replace the harness between P08, pin 14 and pilot lamp connector.
No.
No. Disconnect pilot lamp connector, Turn key on.
Check and repair or replace Central Warning lamp assembly.
No. Replace the center module.
7. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the pilot lamp. No.
“BODY NOT IN FLOAT” PILOT LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect pilot lamp connector and P08. Turn key Off. 2. Check whether voltage between P08 (female) pin 14 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 14 and pilot lamp connector. No. Disconnect P08, connect P08 (female) pin 14 to chassis ground. Turn key on.
Check and repair or replace the harness between +24V and pilot lamp connector.
“BODY NOT IN FLOAT” PILOT LAMP STAYS ON: 1. Disconnect P08 Turn key on. 2. Check whether pilot lamp lights up. Yes. Disconnect pilot lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of pilot lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 14 and pilot lamp connector. No. Check and repair or replace central pilot lamp assembly. No. Replace the center module.
3. Check whether pilot lamp lights up. Yes. Disconnect T/M controller ATC5A and key switch is OFF. 4. Verify there is no continuity between T/M controller ATC5A, pin 3 and chassis ground when body is not in float position. Yes. Check and repair or replace body float signal switch or harness for the switch signal.
D25002
Electronic Display Panel
D25-23
REAR BRAKE ON/OFF LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do not work normally. Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”. No. Disconnect pilot lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 15 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P08, pin 15 and pilot lamp connector. No. Disconnect P08, connect P08 (female) pin 15 to chassis ground. Turn key ON. 3. Check whether pilot lamp lights up. Yes. Turn key switch OFF and disconnect T/M controller ATC5A.
No. Check and repair or replace the harness between +24V and pilot lamp connector.
REAR BRAKE ON/OFF PILOT LAMP STAYS ON 1. Disconnect P08 Turn key on. 2. Check whether pilot lamp lights up. Yes. Disconnect pilot lamp connector and P08. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of pilot lamp connector and chassis ground. Yes. Check and repair or replace the harness between P08, pin 15 and pilot lamp connector. No. Check and repair or replace central pilot lamp assembly. No. Replace the center module. PARKING BRAKE ON/OFF PILOT LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
4. Check whether there is no continuity between T/M controller ATC5A, pin 2 and chassis ground when rear brake is applied.
1. Check whether speedometer and tachometer do not work normally.
Yes. Check and repair or replace rear brake switch or harness.
Yes. Refer to troubleshooting: “Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally”.
No. Turn key ON, press “lamp check switch”. Check whether pilot lamp lights up. Yes. Replace the T/M controller. No. Replace the center module. No. Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key ON. 5. Check whether pilot lamp lights up. Yes. Check, repair or replace the harness between P08, pin 15 and lamp connector. No.Disconnect lamp connector, turn key ON. 6. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes. Replace the pilot lamp.
No. Disconnect pilot lamp connector and P05. Turn key ON. 2. Check whether voltage between P05 (female) pin 7 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P05, pin 7 and pilot lamp connector. No. Disconnect P05, connect P05 (female) pin 7 to chassis ground. Turn key on. 3. Check whether pilot lamp lights up. Yes. Turn key switch OFF. Disconnect T/M controller ATC5B. 4. Check whether there is continuity between T/M controller ATC5B, pin 34 and chassis ground when parking is applied. Yes. Check and repair or replace parking brake ON/OFF signal switch or harness line of this switch signal.
D25-24
Electronic Display Panel
D25002
Yes. Replace the T/M controller.
MAINTENANCE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED
No. Replace the center module.
1. Check whether PMC detects E0C1 or E0C3.
No. Turn key ON and press Lamp Check Switch. Check whether pilot lamp lights up.
No. Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 5. Check whether pilot lamp lights up. Yes. Check and repair or replace the harness between P05, pin 7 and pilot lamp connector. No. Disconnect pilot lamp connector, Turn key on. 6. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V. Yes.Replace the pilot lamp. No. Check and repair or replace the harness between +24V and pilot lamp connector.
Yes. Refer to troubleshooting: “Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally”. No. Disconnect caution lamp connector and P05. Turn key ON. 2. Check whether voltage between P05 (female) pin 8 and chassis ground is between 20 and 30V. Yes. (Fault code A001) Check and repair or replace the harness between P05, pin 8 and caution lamp connector. No. Disconnect P05, connect P05 (female) pin 8 to chassis ground. Turn key on. 3. Check whether caution lamp lights up. Yes.Replace the center module. No. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on. 4. Check whether caution lamp lights up.
PARKING BRAKE ON/OFF PILOT LAMP STAYS ON: 1. Disconnect P05 Turn key on.
Yes. Check and repair or replace the harness between P05, pin 8 and caution lamp connector. No. Disconnect caution lamp connector, Turn key on.
2. Check whether pilot lamp lights up. Yes. Disconnect pilot lamp connector and P05. Key switch is OFF. 3. Check whether there is continuity between ground side terminal of pilot lamp connector and chassis ground.
5. Check whether voltage between +24V side of this connector and chassis ground is between 20 and 30V.
Yes. Check and repair or replace the harness between P05, pin 7 and pilot lamp connector.
Yes. Replace the caution lamp. No. Check and repair or replace the harness between +24V and caution lamp connector.
No. Check and repair or replace central pilot lamp assembly. No. Replace the center module.
D25002
Electronic Display Panel
D25-25
MAINTENANCE CAUTION LAMP STAYS ON: 1. Disconnect P05 Turn key on.
LEFT TURN SIGNAL PILOT DOES NOT WORK NORMALLY (Does not light up or stays on):
2. Check whether caution lamp lights up.
1. Disconnect P11, turn key ON.
Yes. Disconnect caution lamp connector and P05. Key switch is OFF.
2. Check whether voltage between P11 (female) pin 16 and chassis ground is normal as follows.
3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes. Check and repair or replace the harness between P05, pin 8 and caution lamp connector. No. Check and repair or replace lamp assembly. No. Replace the center module. HIGH BEAM PILOT DOES NOT WORK NORMALLY (Does not light up or stays on): 1. Disconnect P11, turn key ON. 2. Check whether voltage between P11 (female) pin 14 and chassis ground is normal as follows.
When left turn signal is turned on, voltage is between 20 and 30V. When left turn signal is turned off, voltage is unsteady. Abnormal - Check and repair or replace turn signal switch or harness. Normal - Refer to: “All digital inputs do not work normally”.
LAMP CHECK SWITCH DOES NOT WORK NORMALLY: 1. Disconnect P11, turn key ON.
When high beam is turned on, voltage is between 20 and 30V.
2. Check whether continuity between P11 (female) pin 3 and chassis ground is normal as follows.
When high beam is turned off, voltage is unsteady.
When Lamp Check Switch is pressed there is continuity with chassis ground.
Abnormal - Check and repair or replace high beam signal switch or harness.
When Lamp Check Switch is not pressed there is no continuity with chassis ground.
Normal - Refer to: “All digital inputs do not work normally”.
RIGHT TURN SIGNAL PILOT DOES NOT WORK NORMALLY (Does not light up or stays on): 1. Disconnect P11, turn key ON.
Abnormal - Check and repair or replace lamp check switch or harness circuit. Normal - Refer to: “All digital inputs do not work normally”.
AISS SWITCH DOES NOT WORK NORMALLY:
2. Check whether voltage between P11 (female) pin 15 and chassis ground is normal as follows. When right turn signal is turned on, voltage is between 20 and 30V.
1. Disconnect P11, turn key ON. 2. Check whether continuity between P11 (female) pin 4 and chassis ground is normal as follows.
When right turn signal is turned off, voltage is unsteady.
When AISS switch is pressed there is continuity with chassis ground.
Abnormal - Check and repair or replace turn signal switch or harness.
When AISS switch is not pressed there is no continuity with chassis ground.
Normal - Carry out troubleshooting “All digital input do not work normally”.
Abnormal - Check and repair or replace AISS switch or harness. Normal - Refer to troubleshooting “All digital inputs do not work normally”.
D25-26
Electronic Display Panel
D25002
KPH/MPH UNIT CHANGE DOES NOT WORK NORMALLY: 1. Disconnect P11, turn key ON. 2. Check whether continuity between P11 (female) pin 8 and chassis ground is normal as follows: When unit setting is MPH there is continuity with chassis ground.
A016: S-NET COMMUNICATION LOST (SUS) 1. With key switch OFF, disconnect Electronic Display Panel connector P05, Transmission Controller connector ATC4, and PMC connector PMC5. 2. Verify continuity of S-NET harness circuits (female connectors) as follows:
When unit setting is km/h there is no continuity with chassis ground.
EDP; P05, pin 3 and ATC; ATC4, pin 6
Abnormal - Check and repair or replace this unit setting harness line.
EDP; P05, pin 5 and PMC; PMC5, pin 3
Normal - Refer to troubleshooting “All digital inputs do not work normally”.
ALL DIGITAL INPUTS DO NOT WORK NORMALLY: 1. Check the module harness using steps A-9, A10, in Table 1, steps B-8, B-9 in Table 2, and steps C-10, C-11, C-18, C-19, C-25, C-26, C31, C32, C-36, C-37, C-40, C-41, C-43, C-44, C-45, C46 and C-47 in Table 3.
EDP; P05, pin 4 and PMC; PMC5, pin 2 EDP; P05, pin 3 and PMC; PMC5, pin 3: no continuity. EDP; P05, pin 4 and PMC; PMC5, pin 3: no continuity. Abnormal - Repair or replace the harness. Normal - Check whether PMC detects E0C1. Yes. Replace the center module. No. Check suspension controller powered ON or replace it.
Abnormal - Check and repair or replace the module harness. Normal - Turn key ON. Check whether voltage between P10, pin 1 and chassis ground is normal as follows: When Lamp Check Switch is pressed, voltage is between 0.05 and 0.11V. When Lamp Check Switch is not pressed voltage is between 0.18 and 0.30V. Normal - Replace the center module. Abnormal - Turn key ON. Check whether voltage between P10, pin 1 and chassis ground is less than 0.1V constantly or more than 4.8V constantly regardless of Lamp Check Switch ON/OFF position. Yes. Replace the LH module. No. Disconnect P10, turn key ON. 2. Check whether voltage between P10 (female) pin 2 and chassis ground is 4.8V or more. Yes. Replace the LH module. No. Replace the center module.
D25002
Electronic Display Panel
D25-27
A012: S-NET COMMUNICATION FAILURE
A022: COOLANT TEMPERATURE OVERHEAT
With Key switch OFF, Check and if necessary, change rotary switch 2 of T/M controller. Turn key on again. For details, refer to “Transmission Controller”.
Refer to troubleshooting fault code L151 or L611 in Cummins CENSE system.
A023: TORQUE CONVERTER OVERHEAT
A011: S-NET COMMUNICATION LOST Fault codes A013, A014 and A016 are displayed in “MOM” at each fault occurrence. However, each code is stored in the fault history data log as fault code A011. To diagnose the A011 fault code, refer to “A013”, “A014” or “A016”.
Refer to troubleshooting fault code b0d2, for the Transmission Controller.
A024: BRAKE OIL OVERHEAT Refer to troubleshooting fault code b0d4, b0F2 or b0F3, for the Transmission Controller.
A001: OUTPUT CIRCUIT FAILED Fault codes A001, A002 and A003 are displayed in “MOM” at each fault occurrence. However, each code is stored in fault history data log as fault code A000. To diagnose the A000 fault code, refer to “A001”, “A002” or “A003”.
A021: LOW BRAKE AIR PRESSURE (Not applicable, HD1500-5) Refer to troubleshooting fault code b0E9, for the Transmission Controller.
D25-28
Electronic Display Panel
D25002
EDP WIRING HARNESS CONNECTORS Eight connectors (P01, P02, P04, P05, P08, P10, P11 and P12) mounted on the rear of the Electronic Display panel, connect the panel to the truck wiring harness. The following tables list the connector pin used, the circuit description and signal type for each circuit. Refer to Figure 25-1 for connector location on rear of panel.
ELECTRONIC DISPLAY PANEL Connector - P01 Pin No.
Function
ELECTRONIC DISPLAY PANEL Connector - P05 Pin No. 1
Function
—
2
Odometer drive signal OUT
—
3
S-NET (+)
—
4
S-NET (+)
—
5
S-NET (GND)
—
6
Power supply (+24V)
DC voltage input
7
Parking brake ON/OFF pilot lamp drive
Digital output 13
8
Maintenance caution lamp drive
Digital output 14
9
Reserved
Digital output 15
10
Reserved
Digital output 16
11
Reserved
Digital output 17
12
Power supply (Ground)
Ground
Type
1
Charge signal
Drive power
2
Night lighting
Light power
3
Night lighting (Ground)
Ground
4
Charge signal (Ground)
Ground
5
Reserved
—
ELECTRONIC DISPLAY PANEL Connector - P02 Pin No.
Function
Type
Vd OUT (+8V)
ELECTRONIC DISPLAY PANEL Connector - P08 Type
Pin No.
Function
Type
1
Vb IN (20V)
—
1
Central caution lamp drive
Digital output
2
LCD Tx OUT
—
2
Alarm buzzer drive
Digital output
3
LCD Tx IN
—
3
Low coolant level caution lamp drive Digital output 0
4
SCK
—
5
LCD LOAD
—
4
High engine oil temp. caution lamp drive
Digital output 1
6
LCD COM
—
5
Low engine oil press. caution lamp drive
Digital output 2
7
RESET
—
8
GND
—
6
High blowby pressure caution lamp drive
Digital output 3
7
Battery charge caution lamp drive
Digital output 4
8
Change T/M filter caution lamp drive Digital output 5
9
High T/M lube oil temp. caution lamp Digital output 6 drive
10
Low strg. precharge press. caution lamp
Digital output 7
11
Low brake oil pressure caution lamp drive
Digital output 8
12
Low steering system press. caution lamp
Digital output 9
13
Lateral inclination ≥15° caution lamp Digital output drive 10
14
Body not in FLOAT pilot lamp drive
Digital output 11
15
Rear brake ON/OFF pilot lamp drive
Digital output 12
16
GND
Drive ground
ELECTRONIC DISPLAY PANEL Connector - P04 Pin No.
Function
Type
1
Vb OUT (20V)
2
SHIFT/*LOAD
—
3
P/S DATA IN
—
4
LCD Tx OUT
—
5
SCK
—
6
LCD LOAD
—
7
LCD COM
—
8
RESET
D25002
—
Electronic Display Panel
D25-29
ELECTRONIC DISPLAY PANEL Connector - P10 Pin No.
Function
ELECTRONIC DISPLAY PANEL Connector - P12 Type
Pin No.
1
P/S DATA OUT
—
1
Vd IN (+8V)
Function
Type
2
SHIFT/*LOAD
—
2
GND
—
3
LCD Tx IN
—
3
Odometer drive signal IN
—
4
SCK
—
4
RESET
—
5
LCD LOAD
—
6
LCD COM
—
7
RESET
—
8
GND
—
—
ELECTRONIC DISPLAY PANEL Connector - P11 Pin No.
Function
Type
1
Vb IN (20V)
—
2
GND
—
3
Caution & pilot lamp check sw.
Digital input 0
4
AISS sw.
Digital input 1
5
Reserved
Digital input 2
6
Mode change sw. 1
Digital input 3
7
Mode change sw. 2
Digital input 4
8
KPH/MPH unit change input
Digital input 5
9
Brake air pressure option input
Digital input 6
10
Reserved
Digital input 7
11
Reserved
Digital input 8
12
Reserved
Digital input 9
13
Reserved
Digital input 10
14
High beam ON/OFF input
Digital input
15
Turn signal (R) ON/OFF input
Digital input
16
Turn signal (L) ON/OFF input
Digital input
D25-30
Electronic Display Panel
D25002
SECTION D26 RETARD CONTROL AND MONITOR (RCM) INDEX
RETARD CONTROL AND MONITOR (RCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3 RCM Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3 GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-4 RCM FAULT CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-6 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-6 RCM WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-53
D26002
5/04
RCM Controller
D26-1
NOTES
D26-2
RCM Controller
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D26002
RETARD CONTROL AND MONITOR (RCM) Description
RCM Calibration
The RCM Controller (1, Figure 26-1), located on the rear wall of the cab, monitors and controls the truck retarder system. Inputs such as wheel speed, brake system pressure, retard lever position, brake pedal position, etc. are processed to provide the following outputs; operator retarder control, automatic retarder application, and brake light and retard light activation.
RCM calibration must be performed after any of the following components are repaired or replaced:
When equipped with the optional ASR system, the RCM also provides traction control functions to reduce rear wheel slippage. The ASR system regulates rear wheel speeds by providing brake application to the wheel with the higher speed (slipping), provided certain programmed conditions exist. Note: Traction control is applied to the rear wheels only - front wheel speed is monitored, but not regulated. A rocker switch (ASR Cut Switch) on the right pod of the instrument panel allows the operator to manually turn the ASR system off if necessary. The RCM communicates with the Powertrain Management Controller (PMC) through an RS422 serial interface.
• PPC Valve Assembly • Rear Brake Relay Valve • Retard Control Lever Potentiometer • Brake Pressure Transducer • RCM Controller (also after re-programming)
In addition, the calibration should be performed if a problem in the system appears to be related to the PPC valve, or the retarder lever. The purpose of the calibration is to modify the output of the RCM to minimize brake application pressure differences between the left and right rear brakes initiated by the PPC valve assembly. Due to tolerances in the PPC valves, there may be occasions where the left hand and right hand valves will produce non-equal brake output pressures for a given command. The calibration procedure minimizes the unequal output pressures by adjusting the retard command to each individual valve. In addition, the procedure will calibrate the RCM controller to the retard lever. Due to tolerances and adjustment of the retard lever, there may be cases where a given retard lever cannot reach the high (100%) or low (0%) extremes of its intended travel. The calibration procedure will set the high and low points based on the physical limits of the installed lever.
Refer to Section J, Brake Circuit Checkout Procedure, for RCM calibration instructions.
FIGURE 26-1. RETARD CONTROL & MONITOR (RCM) 1. RCM Housing
D26002
5/04
2. Harness Connectors
RCM Controller
D26-3
GENERAL TROUBLESHOOTING PROCEDURES The following information is intended for use by a qualified technician to troubleshoot problems related to the Retard and Control Monitor Controller (RCM) and system components. If a fault occurs in the brake system, the RCM informs the operator of the fault through the PMC by indicating a problem on the MOM screen. Fault Code Tables in “Powertrain Management System” list the possible fault codes related to the RCM Controller (and other system controllers) and provide information regarding the item causing the fault for initial troubleshooting.
D26-4
Specific troubleshooting procedures are listed on the following pages for most of the fault codes listed in the tables. RCM harness connector charts at the end of this section list the pin number, circuit function, and signal type for each connector referenced in the troubleshooting procedures. Refer to Figure 26-2 for the location of each connector on the RCM housing. This information should be used in conjunction with the electrical schematics in Section R.
RCM Controller
5/04
D26002
• Be certain the truck wheels are blocked and the parking brake applied to prevent truck movement during troubleshooting procedures. • Be certain steering accumulators and brake accumulators are bled before removing any hydraulic connections or installing pressure gauges during troubleshooting procedures. (Refer to Section J for brake accumulator bleeddown instructions.) • Be certain RCM controller has been properly calibrated prior to troubleshooting the system.
The AMP connectors used in the harness attached to the RCM are not intended to withstand insertion of anything other than the mating pins into their pin sockets. Extreme care must be taken when probing the pin sockets on the harness connector. The only acceptable method of testing a harness connector socket is to carefully probe the outside edge of the socket. DO NOT INSERT A CLIP OR OTHER DEVICE INTO THE SOCKETS FOR TESTING! Inserting a testing device into the sockets will damage the socket and shorten the life of the harness connector. Note: When testing pins in the harness connector attached to the RCM, it is necessary to first remove the white terminal cover plate.
D26002
5/04
RCM Controller
D26-5
RCM FAULT CODE TROUBLESHOOTING Troubleshooting Suggestions for an Active Fault
J004: REAR LEFT BRAKE PRESSURE LOW Description Measured brake pressure is significantly lower than expected while retard braking is applied. Conditions to Generate an ACTIVE Fault The following conditions must be present for 3 seconds to trigger a fault:
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks. 1. Start the engine. Release brakes (including brake lock, brake pedal, and emergency brake). 2. Use the retard lever to command full retard braking for 30 seconds.
⇒ Is the fault J004 (Rear Left Brake Pressure
Retard command (from retard lever or auto retard from PMC) is greater than 30%
Low) active? No. Attempt to recreate the conditions that generated the fault.
AND Left brake pressure signal measures less than 142 psi (979 kPa)
Yes. Continue with troubleshooting items.
⇒ Is the fault J005 (Rear Right Brake Pres-
Additionally, the following normal conditions must exist:
sure Low) also active? No. Continue with troubleshooting items below.
18 volt power supply voltage greater than 12 volts AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds AND Left brake pressure sensor input in valid range (between 2 mA and 22 mA) AND J018 (Left PPC Electrical Fault) NOT active
Yes. Skip to step 9. 3. Shut off engine. Remove the harness connector to the left PPC valve. Connect the harness connector for the right PPC valve to the left valve. (Jumper harnesses are available for crossing the harnesses. Refer to Special Tools, Section M.) The left PPC valve is the closest to the brake cabinet door. 4. Start the engine, fully apply the retard lever and wait for 60 seconds.
Conditions to CLEAR a Fault The following conditions must be present for 5 seconds before a fault will clear. Left brake pressure signal measures greater than 156 psi (1075 kPa) AND No brakes applied except retarder and park brake. (i.e. brake lock, brake pedal, emergency brake and auto apply released) AND Left brake pressure sensor input in valid range (between 2 mA and 22 mA) Possible Causes • Left brake PPC valve is plugged. • Left brake pressure sensor or wiring is faulty. • Left brake PPC circuit wiring has excess resistance to ground. (Normal is below 0.1 ohms)
D26-6
RCM Controller
⇒ Is the fault J004 (Rear Left Brake Pressure Low) still active? Yes. The fault did not follow the wiring, so the command from the RCM does not seem to be affecting one side differently than the other. This indicates that the RCM and wiring connection from the RCM to the PPC valve are OK. No. ⇒ Is the fault J005 (Rear Right Brake Pressure Low) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the PPC valve and wiring has occurred. Check and/or replace the wiring connection between the left PPC valve and the RCM. If the problem persists continue with Step 9.
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D26002
Yes. The fault is affected by the wiring connections between the RCM and PPC valve. Check the wiring connection. See Step 12 for additional wiring tests. Then, if the problem persists, replace the RCM.
9. Install a calibrated, 3000 psi (21 kPa) pressure gauge to measure the brake accumulator system pressure. Normal system pressure is 2700 psi (18 615 kPa). 10. Start the engine. ⇒ Is the measured pressure below 2500 psi (17 237 kPa)?
5. Shut down the engine. Return the harness connectors to their original positions. 6. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector for the right brake pressure sensor. (The brake pressure sensors are positioned such that the right hand brake sensor is the one closest to the brake cabinet door) 7. Start the engine, fully apply the retard lever and wait for 60 seconds. ⇒ Is the fault J004 (Rear Left Brake Pressure Low) still active? Yes. Because the fault stayed with the wiring for the left side, even though the left side wiring is now connected to the right brake pressure sensor, it is likely that the problem is in the wiring connection from the RCM to the brake pressure sensor. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the left brake pressure sensor. Then, if the problem persists, replace the RCM. No. ⇒ Is the fault J005 (Rear Right Brake Pressure Low) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the brake pressure sensor and the wiring has occurred. Check and/or replace the wiring connection between the left brake pressure sensor and the RCM. If the problem persists continue with step 9.
No.
Yes. The fault may be a result of low system pressure. 11. Using a calibrated 3000 psi (21 kPa) pressure gauge, measure the left brake pressure in the brake cabinet while the engine is running and the retard lever is applied. ⇒ Do the measured brake pressure and reported brake pressure in the MOM realtime data display for the RCM correspond within 300 psi (2 068 kPa)? No. Replace the left brake pressure sensor. Yes. This indicates that the brake pressure sensor is functioning properly. 12. Using an ohmmeter, measure the resistance from harness connector RCM1, Pin 10 to ground. Note that when measuring very small resistances, it is advisable to reference the resistance measured to the short circuit reading of the ohmmeter. First short the two ohm-meter leads together and note the measured value. If the measured value is not zero, use this measured value as an offset for the actual reading. For instance, if the measured value of the shorted leads is 0.2 ohms, and the actual circuit being tested measures 0.6 ohms, then the actual measured resistance is 0.4 ohms.
Yes. The fault moved with the wiring from the left brake pressure sensor, indicating the fault is not occurring from the wiring and is being induced by the sensor or by an actual hydraulic problem. 8. Shut down the engine. Return the harness connectors to their original positions.
D26002
5/04
This indicates that the fault is not a result of low brake system pressure. Continue with troubleshooting items below.
RCM Controller
⇒ Is the resistance less than 0.3 ohms? No.
Excessive ground resistance will reduce the amount of commanded current that the RCM supplies to the brake PPC valve. This reduced current may cause the output pressure to fall below the 142 psi (979 kPa) fault threshold. Replace the ground wire.
Yes. The fault may be due to a failed brake PPC or brake relay valve. Replace the brake PPC and/or the brake relay valve.
D26-7
Troubleshooting Suggestions for an Active Fault
J005: REAR RIGHT BRAKE PRESSURE LOW Description Measured brake pressure is significantly lower than expected while retard braking is being applied. Conditions to Generate an ACTIVE Fault The following conditions must be present for 3 seconds to trigger a fault:
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks. 1. Start the engine. Release brakes (including brake lock, brake pedal, and emergency brake). 2. Use the retard lever to command full retard braking for 30 seconds. ⇒ Is the fault J005 (Rear Right Brake Pressure Low) active?
Retard command (from retard lever or auto retard from PMC) is greater than 30%
No.
AND Right brake pressure signal measures less than 142 psi (979 kPa)
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
In addition, the following normal conditions must exist:
⇒ Is the fault J004 (Rear Left Brake Pressure Low) also active?
18 volt power supply voltage (generated internally by RCM) greater than 12 volts
No. Continue troubleshooting items below. Yes. Skip to step 9.
AND
AND
3. Shut off engine. Remove the harness connector to the right PPC valve. Connect the harness connector for the left PPC valve to the right valve. (Jumper harnesses are available for crossing the harnesses. Refer to Special Tools, Section M.) The brake PPC valves are positioned with the left valve closest to the brake cabinet door.
J020 (Right PPC Electrical Fault) NOT active
4. Start the engine, fully apply retarder lever and wait for 60 seconds.
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds AND Right brake pressure sensor input in valid range (between 2 mA and 22 mA)
Conditions to CLEAR a Fault The following conditions must be present for 5 seconds before a fault will clear. Right brake pressure signal measures greater than 156 psi (1 075 kPa) AND No brakes applied besides retarder. (i.e. brake lock, brake pedal, emergency brake or auto apply released.) AND Right brake pressure sensor input in valid range (between 2 mA and 22 mA) Possible Causes • Right brake PPC valve is plugged. • Right brake pressure sensor or wiring is faulty. • Right brake PPC circuit wiring has excess resistance to ground. (Normal is below 0.1 ohms)
D26-8
RCM Controller
⇒ Is the fault J005 (Rear Right Brake Pressure Low) still active? Yes. The fault did not follow the wiring, so the command from the RCM does not seem to be affecting one side differently than the other. This indicates that the RCM and wiring connection from the RCM to the PPC valve are OK. No. ⇒ Is the fault J004 (Rear Left Brake Pressure Low) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the PPC valve and wiring has occurred. Check and/or replace the wiring connection between the right PPC valve and the RCM. If the problem persists continue with Step 9.
5/04
D26002
Yes. The fault is affected by the wiring connections between the RCM and PPC valve. Check the wiring connection. See Step 12 for additional wiring tests. Then, if the problem persists, replace the RCM. 5. Shut down the engine. Return the harness connectors to their original positions.
8. Shut down the engine. Return the harness connectors to their original positions. 9. Install a calibrated 3000 psi (21 MPa) pressure gauge to measure the brake accumulator system pressure. Normal system pressure is 2700 psi (18.6 MPa). 10. Start the engine. ⇒ Is the measured pressure below 2500 psi (17.2 MPa)?
6. Remove the harness connector to the right brake pressure sensor and exchange with the harness connector for the left brake pressure sensor. (The brake pressure sensors are positioned such that the right hand brake sensor is the one closest to the brake cabinet door)
No.
Yes. The fault may be a result of low system pressure.
7. Start the engine, apply full retard using the retard lever and wait for 60 seconds. ⇒ Is the fault J005 (Rear Right Brake Pressure Low) still active? Yes. Because the fault stayed with the wiring for the right side, even though the right side wiring is now connected to the left brake pressure sensor, it is likely that the problem is in the wiring connection from the RCM to the brake pressure sensor. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the right brake pressure sensor. Then, if the problem persists, replace the RCM. No.
⇒ Is the fault J004 (Rear Left Brake Pressure Low) now active? No. Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the brake pressure sensor and the wiring has occurred. Check and/or replace the wiring connection between the right brake pressure sensor and the RCM. If the problem persists continue with step 9.
This indicates that the fault is not a result of low brake system pressure. Continue with troubleshooting items below.
11. Using a calibrated 3000 psi (21 MPa) pressure gauge, measure the right brake pressure in the brake cabinet while the engine is running and the retard lever is applied. ⇒ Do the measured brake pressure and reported brake pressure in the MOM realtime data display for the RCM correspond within 300 psi (2 068 kPa)? No.
Replace the right brake pressure sensor.
Yes. This indicates that the brake pressure sensor is functioning properly. 12. Using an ohm-meter, measure the resistance from harness connector RCM1 Pin 6 to ground. Note that when measuring very small resistances, it is advisable to reference the resistance measured to the short circuit reading of the ohm-meter. First short the two ohm-meter leads together and note the measured value. If the measured value is not zero, use this measured value as an offset for the actual reading. For instance, if the measured value of the shorted leads is 0.2 ohms, and the actual circuit being tested measures 0.6 ohms, then the actual measured resistance is 0.4 ohms.
Yes. The fault moved with the wiring for the right brake pressure sensor, which indicates that the fault is not occurring from the wiring and is being induced by the sensor or by an actual hydraulic problem.
⇒ Is the resistance less than 0.3 ohms? No.
Excessive ground resistance will reduce the amount of commanded current that the RCM supplies to the brake PPC valve. This reduced current may cause the output pressure to fall below the 142 psi (979 kPa) fault threshold. Replace the ground wire.
Yes. The fault may be due to a failed brake PPC or brake relay valve. Replace the brake PPC and/or the brake relay valve.
D26002
5/04
RCM Controller
D26-9
Troubleshooting Suggestions for an Active Fault
J006: REAR LEFT BRAKE PRESSURE HIGH Description Measured brake pressure is above 2400 psi (16.5 MPa). Conditions to Generate an ACTIVE Fault The following condition must be present for 2 seconds to trigger a fault:
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
1. Start the engine. Release brakes (brake pedal, brake lock, emergency brake, and retard lever) and wait for 60 seconds. ⇒ Is the fault J006 (Rear Left Brake Pressure High) active?
Left brake pressure signal measures greater than 2400 psi (16.5 MPa).
No. Continue with troubleshooting items below.
In addition, the following normal conditions must exist: Left brake pressure sensor input in valid range (Between 2 mA and 22 mA) AND
Yes. Skip to step 3. 2. With the engine running, attempt to generate the fault by commanding full brake apply in each of the following ways; brake pedal, retard lever and brake lock.
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [greater than 1850 (12.8 MPa)] for 15 seconds OR
⇒ Does the fault J006 (Rear Left Brake Pressure High) become active? No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving) Conditions to CLEAR a Fault The following condition must be present for 5 seconds before a fault will clear. Left brake pressure signal measures less than 2100 psi (14.5 MPa) In addition, the following normal condition must exist: Left brake pressure sensor input in valid range (Between 2 mA and 22 mA)
Possible Causes • Failed left brake pressure sensor • Failed left brake PPC valve • Failed brake relay valve • Improper steering pump pressure setting
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RCM Controller
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3. Using a calibrated 3000 psi (21 MPa) gauge, measure the left brake pressure in the brake cabinet while maintaining the condition in step 1 or 2 that generated the fault.
5. Start the engine and recreate the conditions that caused the fault in step 1 or 2 above. Wait 60 seconds.
⇒ Is the measured brake pressure greater than 2400 psi (16.5 MPa)? No.
This indicates a failed brake pressure sensor or faulty wiring connection to the RCM.
Yes. This indicates a problem in the hydraulic system. Possible causes include the brake relay valve, the steering pump setting, relief settings, or the left brake PPC valve. (Refer to Section “J” or “L”.) 4. Shut down the engine. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector to the right brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest to the brake cabinet door)
⇒ Is the fault J006 (Rear Left Brake Pressure High) active? Yes. The fault remained with the wiring for the left side, even though it is now connected to the right brake pressure sensor. This indicates that the fault is in the wiring connection from the sensor to the RCM. Return the harness connectors to their original positions. Check the wiring connection from the left brake pressure sensor to the RCM. Then, if the problem still persists, replace the RCM. No. ⇒ Is the fault J007 (Rear Right Brake Pressure High) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the left brake pressure sensor and the wiring has occurred. Check the wiring connection from the RCM to the left brake pressure sensor and/or replace the sensor.
Yes. The fault remained with the left brake pressure sensor and is now being reported through the wiring for the right side. This indicates that the left brake pressure sensor is failed. Return the harness connectors to their original positions. Replace the left brake pressure sensor.
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RCM Controller
D26-11
Troubleshooting Suggestions for an Active Fault
J007: REAR RIGHT BRAKE PRESSURE HIGH Description Measured brake pressure is above 2400 psi (16.5 MPa). Conditions to Generate an ACTIVE Fault The following condition must be present for 2 seconds to trigger a fault:
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
1. Start the engine. Release brakes (brake pedal, brake lock, emergency brake, and retard lever) and wait for 60 seconds. ⇒ Is the fault J007 (Rear Right Brake Pressure High) active?
Right brake pressure signal measures greater than 2400 psi (16.5 MPa).
No. Continue with troubleshooting items below.
In addition, the following normal conditions must exist: Right brake pressure sensor input in valid range (Between 2 mA and 22 mA) AND
Yes. Skip to step 3. 2. With the engine running, attempt to generate the fault by commanding full brake apply in each of the following ways: brake pedal, retard lever and brake lock.
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds OR
⇒ Does the fault J007 (Rear Right Brake Pressure High) become active? No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving) Conditions to CLEAR a Fault The following condition must be present for 5 seconds before a fault will clear. Right brake pressure signal measures less than 2100 psi (14.5 MPa) In addition, the following normal condition must exist: Right brake pressure sensor input in valid range (Between 2 mA and 22 mA)
Possible Causes • Failed right brake pressure sensor • Failed right brake PPC valve • Failed brake relay valve • Improper steering pump pressure setting
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RCM Controller
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3. Using a calibrated 3000 psi (21 MPa) gauge, measure the right brake pressure in the brake cabinet while maintaining the condition in step 1 or 2 that generated the fault.
5. Start the engine and recreate the conditions that caused the fault in step 1 or 2 above. Wait 60 seconds.
⇒ Is the measured brake pressure greater than 2400 psi (16.5 MPa)? No.
This indicates a failed brake pressure sensor or faulty wiring connection to the RCM.
Yes. This indicates a problem in the hydraulic system. Possible causes include the brake relay valve, the steering pump setting, relief settings, or the brake PPC valve. (Refer to Section “J” or “L”.) 4. Shut down the engine. Remove the harness connector to the right brake pressure sensor and exchange with the harness connector to the left brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest to the brake cabinet door)
⇒ Is the fault J007 (Rear Right Brake Pressure High) active? Yes. The fault remained with the wiring for the right side, even though it is now connected to the left brake pressure sensor. This indicates that the fault is in the wiring connection from the sensor to the RCM. Return the harness connectors to their original positions. Check the wiring connection from the right brake pressure sensor to the RCM. Then, if the problem still persists, replace the RCM. No. ⇒ Is the fault J006 (Rear Left Brake Pressure High) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the right brake pressure sensor and the wiring has occurred. Check the wiring connection from the RCM to the right brake pressure sensor and/or replace the sensor
Yes. The fault remained with the right brake pressure sensor and is now being reported through the wiring for the left side. This indicates that the right brake pressure sensor is failed. Return the harness connectors to their original positions. Replace the right brake pressure sensor.
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RCM Controller
D26-13
J009: REAR LEFT PRESSURE PRESENT AND NO COMMAND
In addition, the following normal conditions must exist: Left brake pressure sensor input in valid range (Between 2 mA and 22 mA)
Description
AND
Brake pressure is present at the left brake, but there is no brake command. (i.e. the brakes are dragging)
The brake pedal, brake lock, auto apply, and emergency brake signals are not active
Conditions to Generate an ACTIVE Fault The following conditions must be present for 3 seconds to trigger a fault:
Possible Causes • Failed left brake PPC valve.
Left brake pressure signal measures greater than 127 psi (875 kPa)
• Failed brake treadle valve.
AND
• Improper brake pedal sensor adjustment
The brake pedal, brake lock, auto apply, and emergency brake inputs indicate no brake command
Troubleshooting suggestions for an Active Fault
AND Retard command (from retard lever or auto retard from PMC) is less than 3% In addition, the following normal conditions must exist: Left brake pressure sensor input in valid range (Between 2 mA and 22 mA) AND
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
1. Start the engine, ensure that all brakes (except park brake) are not applied, and wait for 60 seconds.
18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR
⇒ Is the fault J009 (Rear Left Pressure Present and No Command) active? No. Attempt to recreate the conditions that generated the fault. Yes. Continue with troubleshooting items below.
Brake low accumulator pressure switch closed [pressure greater than 1850 psi (12.8 MPa)] for 15 seconds
⇒ Is the left-hand brake pressure reported on the MOM real-time data display for the RCM greater than 127 psi (875 kPa)?
OR
No. Ensure that the retard lever is in its full upright (no retard) position. Turn the truck OFF, wait 30 seconds, and then start the engine. Wait 60 seconds. If the fault is still ACTIVE, and the reported left hand brake pressure is less than 99 psi (683 kPa), and the MOM display for both the retard lever and auto retard reports less than 3% command, then the RCM may be faulty. Replace the RCM.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving) Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear. Left brake pressure signal measures less than 99 psi (683 kPa) AND Retard command (from retard lever or auto retard from PMC) is less than 3%
D26-14
RCM Controller
Yes. This verifies that the RCM is receiving a feedback brake pressure that has exceeded the fault threshold.
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⇒ Is J049 (Rear Right Pressure Present and No Command) active also? No. Continue with troubleshooting items below. Yes. Continue with step 4 below. 2. Shut down the engine. Wait 30 seconds. Remove the harness connector to the left brake pressure sensor and exchange it with the harness connector to the right brake pressure sensor.
4. Shut down the engine. Return the connectors to their original positions. In the hydraulic cabinet, install a calibrated 3000 psi (21 MPa) pressure gauge to measure the left brake pressure. 5. Start the engine.
3. Start the engine and wait for 60 seconds. ⇒ Is the fault J009 (Rear Left Pressure Present and No Command) still active? Yes. The fault remained on the left side, even though the wiring connection is now reading feedback brake pressure from the right side. This indicates that the wiring connection from the RCM to the sensor is faulty, or that the RCM itself is faulty. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the left brake pressure sensor. Then, if the fault persists, replace the RCM.
⇒ Is the measured brake pressure greater than 127 psi (875 kPa)? No.
If the MOM display still reports brake pressure greater than 127 psi (875 kPa), the brake pressure sensor may be faulty. However, before replacing the sensor, ensure that pressure gauge is properly calibrated. Then replace the left brake pressure sensor.
Yes. This verifies that the RCM is reporting a valid brake pressure, and that the problem is in the hydraulic system.
No. ⇒ Is the fault J049 (Rear Right Pressure Present and No Command) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the left brake pressure sensor and the wiring has occurred. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the left brake pressure sensor and/or replace the sensor.
Yes. The fault remained associated with a single brake pressure sensor and did not follow the wiring connection. This indicates that the wiring connection from the RCM to the sensor is OK.
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RCM Controller
D26-15
Troubleshooting Suggestions for an Active Fault
J010: REAR LEFT PRESSURE SENSOR FAULT Description An invalid value has been read from the left brake pressure sensor.
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
1. Start the engine and wait for 60 seconds.
Conditions to Generate an ACTIVE Fault The following condition must be present for 3 seconds to trigger a fault: Left brake pressure sensor input not in valid range. (Not between 2 mA and 22 mA) In addition, the following normal conditions must exist: 18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND
⇒ Is the fault J010 (Rear Left Pressure Sensor Fault) active? No.
Yes. Continue with troubleshooting items below. ⇒ Is the fault J011 (Rear Right Pressure Sensor Fault) active also? No.
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [pressure greater than 1850 psi (12.8 MPa)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
Attempt to recreate the conditions that generated the fault.
Continue with troubleshooting items below.
Yes. Because both faults are active, we are unable to troubleshoot by testing the right versus the left side. The possible causes at this point are faulty wiring connections from the sensors to the RCM, faulty sensors, or faulty RCM. Based on spare parts on hand, replace one or more of the listed possible cause items.
Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear: Left brake pressure sensor input in valid range. (Between 2 mA and 22 mA)
Possible Causes • Faulty left brake pressure sensor. • Faulty wiring connection from the left brake pressure sensor to the RCM.
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RCM Controller
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2. Shut down the engine. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector to the right brake pressure sensor. 3. Start engine and wait 60 seconds. ⇒ Is the fault J010 (Rear Left Pressure Sensor Fault) still active? Yes. Because the fault stayed with the wiring for the left side, even though the left side wiring is now connected to the right brake pressure sensor, it is likely that the problem is in the wiring connection from the RCM to the brake pressure sensor. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the left brake pressure sensor. Then, if the problem persists, replace the RCM. No. ⇒ Is the fault J011 (Rear Right Pressure Sensor Fault) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the left brake pressure sensor and the wiring has occurred. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the left brake pressure sensor and/or replace the sensor.
Yes. The fault remained with a single sensor, and did not follow the wiring for the left side. This indicates that the fault is not related to the wiring connection from the RCM to the sensor, or with the RCM itself. Return the harness connectors to their original positions. Then, replace the left brake pressure sensor.
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RCM Controller
D26-17
⇒ Is the fault J010 (Rear Left Pressure Sensor Fault) active also?
J011: REAR RIGHT PRESSURE SENSOR FAULT Description
No. Continue with troubleshooting items below.
An invalid value has been read from the right brake pressure sensor.
Yes. Because both faults are active, we are unable to troubleshoot by testing the right versus the left side. The possible causes at this point are faulty wiring connections from the sensors to the RCM, faulty sensors, or faulty RCM. Based on spare parts on hand, replace one or more of the listed possible cause items.
Conditions to Generate an ACTIVE Fault The following condition must be present for 3 seconds to trigger a fault: Right brake pressure sensor input not in valid range. (Not between 2 mA and 22 mA) In addition, the following normal conditions must exist: 18 volt power supply voltage (generated internally by RCM) greater than 12 volts
2. Shut down the engine. Remove the harness connector to the right brake pressure sensor and exchange with the harness connector to the left brake pressure sensor. Start engine and wait 60 seconds.
AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [pressure greater than 1850 psi (12.8 MPa)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving) Conditions to CLEAR a Fault
Yes. Because the fault stayed with the wiring for the right side, even though the right side wiring is now connected to the left brake pressure sensor, it is likely that the problem is in the wiring connection from the RCM to the brake pressure sensor. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the right brake pressure sensor. Then, if the problem persists, replace the RCM. No.
The following condition must be present for 15 seconds before a fault will clear: Right brake pressure sensor input in valid range. (Between 2 mA and 22 mA) Possible Causes • Faulty right brake pressure sensor. • Faulty wiring connection from the right brake pressure sensor to the RCM. Troubleshooting Suggestions for an Active Fault 1. Start the engine and wait for 60 seconds. ⇒ Is the fault J011 (Rear Right Pressure Sensor Fault) active? No. Attempt to recreate the conditions that generated the fault. Yes. Continue troubleshooting items below.
D26-18
⇒ Is the fault J011 (Rear Right Pressure Sensor Fault) still active?
RCM Controller
⇒ Is the fault J010 (Rear Left Pressure Sensor Fault) now active? No.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the right brake pressure sensor and the wiring has occurred. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the right brake pressure sensor and/or replace the sensor.
Yes. The fault remained with a single sensor, and did not follow the wiring for the right side. This indicates that the fault is not related to the wiring connection from the RCM to the sensor, or with the RCM itself. Return the harness connectors to their original positions. Then, replace the right brake pressure sensor.
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J012: RETARD LEVER SENSOR FAULT
2. Move the retard lever to the position of approximately 40% of full travel. Wait 30 seconds.
Description
⇒ Is the fault J012 (Retard Lever Sensor Fault) still active?
A invalid value has been read from the retard lever position sensor.
No. This indicates that the retard lever calibration is faulty. Replace the retard lever.
Conditions to Generate an ACTIVE Fault The following condition must be present for 0.2 seconds to trigger a fault:
Yes. This indicates that the fault is not related to calibration, since it does not clear when the lever is near the midpoint of its possible travel.
Retard lever position sensor input not in valid range. (Not between 1.1 V and 3.9 V) In addition, the following normal condition must exist: 18 volt power supply voltage (generated internally by RCM) greater than 12 volts Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear: Retard lever position sensor input in valid range. (Between 1.1 V and 3.9 V)
3. Check the wiring connection from the retard lever to the RCM for continuity. Replace wiring as necessary. 4. Remove the retard lever from steering column. Unplug the harness connector from the retard lever. Using an ohm-meter, measure the resistance across pins A and C on the retard lever. (Use the harness connector labels to identify pins on the retard lever) ⇒ Is the measured resistance between 2000 ohms and 3000 ohms? No. Replace the retard lever.
Possible Causes
Yes. Continue with troubleshooting items below.
• Un-calibrated retard lever. • Faulty retard lever. • Failure in wiring connection from retard lever to the RCM.
5. With the retard lever in the full up (no retard) position, measure the resistance between pins C and B on the retard lever. ⇒ Is the resistance between 300 ohms and 700 ohms?
Troubleshooting Suggestions for an Active Fault
No. Replace the retard lever. NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks. 1. With the key on, place the retard lever in the full up (no retard) position. Wait 30 seconds.
Yes. Continue with troubleshooting items below. 6. With the retard lever in the full down (100% retard) position, measure the resistance between pins C and B on the retard lever.
⇒ Is the fault J012 (Retard Lever Sensor Fault) active?
⇒ Is the measured resistance between 2200 ohms and 3300 ohms? No. Replace the retard lever.
No. Place the retard lever in the full down (100% retard) position.
Yes. The retard lever appears to be functioning properly. If the fault persists, replace the RCM.
⇒ Does the fault J012 become active? Yes. Continue with trouble shooting items below. No.
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Attempt to recreate the conditions that generated the fault.
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RCM Controller
D26-19
J013: AUTO RETARD SIGNAL FAULT
Troubleshooting Suggestions for an Active Fault
Description
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
The pulse width modulated (PWM) auto retard signal from the PMC to the RCM is not in the valid range. Conditions to Generate an ACTIVE Fault The following condition must be present for 0.2 seconds to trigger a fault: The pulse width modulated (PWM) auto retard signal from the PMC is not in the valid range of 5% to 95% duty cycle. Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear:
1. Remove the harness connector RCM2 from the RCM. Remove the white terminal cover plate from the front of the harness connectors. 2. Taking extreme care not to insert anything inside of the socket, probe the outside edge of RCM2 pin 5 (on the harness connector) with an oscilloscope, grounding the reference to GB09. If an oscilloscope is not available, proceed to step 3. ⇒ Does the signal have a 200 Hz frequency and a duty cycle of at least 5% and less than 95%?
The pulse width modulated (PWM) auto retard signal from the PMC is in the valid range of 5% to 95% duty cycle.
No.
Possible Causes • Poor ground between the RCM and PMC. • Faulty wiring connection between RCM and PMC.
There may be a problem in the wiring connection from the PMC to the RCM, or in the grounding of the RCM or PMC. Check the wiring connection from the PMC to the RCM. Then, if the fault persists, replace the PMC.
Yes. Continue with troubleshooting item below. 3. Probe harness connector RCM2 pin 5 with a DC voltmeter, grounding the reference to GB09. ⇒ Is the measured voltage between 250 mV and 4.75 V? No.
There may be problem in the wiring connection from the PMC to the RCM, or in the grounding of the RCM or PMC. Check the wiring connection from the PMC to the RCM. Then, if the fault persists, replace the PMC.
Yes. The signal from the PMC appears to be valid. The fault may be a result of a faulty RCM. Replace the RCM.
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RCM Controller
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Possible Causes
J014: RS-422 LINK TO PMC FAULT Description
• Turning the key switch OFF and then ON again before the PMC has had time to shut down. (The PMC requires approximately 10 seconds after key switch OFF to properly shut down.)
The RS-422 serial communications link between the RCM and PMC has failed.
• Noise on the serial communications lines.
Conditions to Generate an ACTIVE Fault
• Faulty wiring connection.
The RCM has attempted 4 times to communicate with the PMC and has failed. Conditions to CLEAR a Fault The RCM has successfully communicated with the PMC.
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Troubleshooting Suggestions The RCM uses the RS-422 link to communicate with the PMC. When the RS-422 link has failed, the RCM will be unable to notify the PMC of the fault. In this case, the PMC should report the communications failure. The RCM will only be able to report this fault after the fault has cleared and the RS-422 link is again active.
RCM Controller
D26-21
⇒ Did the fault J015 become active?
J015: BRAKE LIGHT FAULT: Open Circuit or FET Short
No.
Description The brake light circuit has detected either an open circuit or internal (within the RCM unit) FET short condition.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below. 3. Apply and release the brake pedal several times.
Conditions to Generate an ACTIVE Fault The following condition must be present for 0.5 seconds to trigger a fault: All non-retard brake inputs to RCM are OFF (Not active)
⇒ Do the brake lights (on the rear of the truck) illuminate when the brake pedal is pressed and turn off when the brake pedal is released? (i.e. Do the brake lights operate normally?) No. Continue with troubleshooting items below.
AND RCM internal circuitry detects a fault Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear: All non-retard brake inputs to RCM are OFF (Not active) AND
Yes. This indicates that the brake lights and the associated wiring connections are working properly. Since the RCM detects a fault in this case, it is likely that the RCM is faulty. Replace the RCM. ⇒ Are the brake lights ALWAYS on, even if no brake is being applied? No. Continue with troubleshooting items below.
RCM internal circuitry does not detect a fault
Yes. This indicates an internal failure of the RCM. Replace the RCM. ⇒ Are the brake lights always OFF, even when brakes are applied?
Possible Causes • The brake light relay coil has an open circuit.
No.
• The wiring connection to the relay has an open circuit.
Troubleshooting Suggestions NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
This indicates that the brake lights and the associated wiring connections are working properly. Since the RCM detects a fault in this case, it is likely that the RCM is faulty. Replace the RCM.
Yes. Check the wiring to the brake light relay coil. Check the relay. Then, if the fault persists, replace the RCM.
1. Start the engine and release brake pedal, brake lock, and emergency brake. Wait for 60 seconds. ⇒ Is the fault J015 (Brake Light Fault: Open Circuit or FET Short) active? No. Continue with troubleshooting items below. Yes. Skip to step 3. 2. Fully apply the brake pedal for 15 seconds, and then release.
D26-22
RCM Controller
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D26002
⇒ Is the fault J018 (Left PPC Electrical Fault) active?
J018: LEFT PPC ELECTRICAL FAULT
No. Removing the harness connector creates an open circuit condition. However, the detection circuitry internal to the RCM requires an initial valid signal to enable the detection process. Therefore, if an open circuit condition exists at key on, the RCM may not be able to detect it as a new fault condition. (The RCM will detect a low brake pressure fault when retard braking is commanded, however) In this case, forcing an open circuit by removing the harness connector did not generate a fault; therefore we conclude that a continual open circuit fault is present in the system.
Description This fault is generated by an internal circuit on the RCM board. The circuit senses an open circuit condition in the wiring connection from the RCM to the brake PPC valve. Conditions to Generate an ACTIVE Fault The following condition must be present for 1 second to trigger a fault: PPC status input high. (internal RCM short circuit detection circuitry) AND PPC status input was low (normal) when the key was initially turned on.
Yes. Replace the harness connector and wait for 30 seconds. If the fault clears, we do not have an active fault at this time. Attempt to recreate the conditions that originally generated the fault.
Conditions to CLEAR a Fault The following condition must be present for 15 seconds to trigger a fault: PPC status input low. (internal RCM short circuit detection circuitry)
3. Shut down the engine. If not already removed, remove the left brake PPC valve harness connector. Using an ohmmeter, measure the resistance across the two pins of the left brake PPC valve.
Possible Causes
⇒ Is the measured resistance greater than 3000 ohms?
• Open circuit in wiring connection from the RCM to the brake PPC valve.
No. Continue with troubleshooting items below.
• Faulty brake PPC valve.
Yes. Replace the left brake PPC valve.
Troubleshooting Suggestions for an Active Fault
4. With the key OFF, check the wiring connection from the left brake PPC valve to the RCM. Verify continuity in the following circuits:
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
a. RCM output to the left brake PPC valve. b. Return circuit from left brake PPC valve to the RCM. c. RCM ground lines.
1. Start the engine and wait for 30 seconds.
5. If the fault persists, replace the RCM
⇒ Is the fault J018 (Left PPC Electrical Fault) active? No.
Continue with troubleshooting items below.
Yes. Skip to step 3. 2. Remove the left brake PPC valve harness connector. Wait for 30 seconds.
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RCM Controller
D26-23
J019: LEFT PPC CALIBRATION FAULT
b. Use the retard lever to command 150 mA to the left PPC valve.
Description
c. Using a pressure gauge in the brake cabinet, measure left brake pressure.
This fault is generated during the calibration routine. It occurs when the measured pressure from a calibrated PPC valve is outside the expected range. This fault only occurs during the calibration process.
d. Record the value of command current, MOM reported pressure, and actual measured pressure on the gauge.
Conditions to Generate an ACTIVE Fault
e. Repeat step d. for the following current levels; 250 mA, 350 mA, 450 mA, 550 mA, and 650 mA.
RCM Calibration Mode has been initiated by the technician
⇒ Is the MOM reported pressure within 150 psi (1 034 kPa) of the actual measured pressure at every current level?
AND Engine is running and the PPC calibration process is commanding retard brake pressure
No.
Yes. Continue with troubleshooting items below.
AND During verification of the calibration process, the RCM reads a pressure from the left PPC valve outside of the expected range Conditions to CLEAR a Fault The fault will be cleared when the RCM is powered OFF. Possible Causes
Replace the left brake pressure sensor
3. As part of the calibration verification, the RCM verifies that the measured brake pressure falls within a worst case threshold for various command current levels. Using the pressure data reported by MOM in step 2, verify that the pressure falls within the following extreme limits: COMMAND CURRENT
• Faulty PPC solenoid valve. • Faulty left brake pressure sensor.
LEFT BRAKE PRESSURE (MOM) kPa
PSI
150 mA
345 - 4 826
50 - 700
250 mA
1 724 - 7 446
250 - 1080
350 mA
4 826 - 9 653
700 - 1400
• Faulty left PPC valve.
450 mA
6 895 - 11 859
1000 - 1720
• Hydraulic fault in left PPC hydraulic circuit.
550 mA
8 963 - 14 134
1300 - 2050
650 mA
10 342 - 16 341
1500 - 2370
Troubleshooting Suggestions for an Active Fault 1. Verify the PPC solenoid is allowing pressure to the PPC valve. With the engine running, move the retard lever to command at least 50% retard. Using a pressure gauge in the brake cabinet, measure left brake pressure.
⇒ Is pressure present on the output of the left PPC valve? No. Check the PPC supply solenoid. Yes. Continue with the troubleshooting items below.
⇒ Do the pressure values at each current level fall within the extreme limits listed? No. Replace the left PPC valve. Yes. Continue with the troubleshooting items below. 4. As part of the calibration verification, the RCM also requires that the measured brake pressure increase by at least 100 psi (689 kPa) for each 100 mA increase in current.
2. Verify the left brake pressure reported by the MOM real-time data screen matches the actual pressure measured at the brake cabinet using the following procedure: a. On the MOM, view the real-time data screen which displays both brake pressure and commanded PPC current.
D26-24
RCM Controller
⇒ Do the pressure values increase by at least 100 psi (689 kPa) for each 100 mA increase in command current? No. Replace left PPC valve. Yes. The PPC valves and pressure sensor appear to be functioning properly. Attempt to calibrate the RCM again.
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2. Remove the right brake PPC valve harness connector. Wait for 30 seconds.
J020: RIGHT PPC ELECTRICAL FAULT
⇒ Is the fault J020 (Right PPC Electrical Fault) active?
Description This fault is generated by an internal circuit on the RCM board. The circuit senses an open circuit condition in the wiring connection from the RCM to the brake PPC valve.
No.
Conditions to Generate an ACTIVE Fault The following condition must be present for 1 second to trigger a fault: PPC status input high. (internal RCM short circuit detection circuitry) AND PPC status input was low (normal) when the key was initially turned on.
Yes. Replace the harness connector and wait for 30 seconds. If the fault clears, we do not have an active fault at this time. Attempt to recreate the conditions that originally generated the fault.
Conditions to CLEAR a Fault The following condition must be present for 15 seconds to trigger a fault: PPC status input low. (internal RCM short circuit detection circuitry)
Possible Causes
Removing the harness connector creates an open circuit condition. However, the detection circuitry internal to the RCM requires an initial valid signal to enable the detection process. Therefore, if an open circuit condition exists at key on, the RCM may not be able to detect it as a new fault condition. (The RCM will detect a low brake pressure fault when retard braking is commanded, however) In this case, forcing an open circuit by removing the harness connector did not generate a fault; therefore we conclude that a continual open circuit fault is present in the system.
3. Shut down the engine. If not already removed, remove the right brake PPC valve harness connector. Using an ohmmeter, measure the resistance across the two pins of the right brake PPC valve.
• Open circuit in wiring connection from the RCM to the brake PPC valve.
⇒ Is the measured resistance greater than 3000 ohms?
• Faulty brake PPC valve.
No. Continue with troubleshooting items below. Yes. Replace the right brake PPC valve.
Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
4. With the key OFF, check the wiring connection from the right brake PPC valve to the RCM. Verify continuity in the following circuits: a. RCM output to the right brake PPC valve. b. Return circuit from right brake PPC valve to the RCM.
1. Start the engine and wait for 30 seconds. ⇒ Is the fault J020 (Right PPC Electrical Fault) active?
c. RCM ground lines. 5. If the fault persists, replace the RCM.
No. Continue with troubleshooting items below. Yes. Skip to step 3.
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RCM Controller
D26-25
J021: RIGHT PPC CALIBRATION FAULT
b. Use the retard lever to command 150 mA to the right PPC valve.
Description
c. Using a pressure gauge in the brake cabinet, measure right brake pressure.
This fault is generated during the calibration routine. It occurs when the measured pressure from a calibrated PPC valve is outside the expected range. This fault only occurs during the calibration process.
d. Record the value of command current, MOM reported pressure, and actual measured pressure on the gauge.
Conditions to Generate an ACTIVE Fault
e. Repeat step d. for the following current levels; 250 mA, 350 mA, 450 mA, 550 mA, and 650 mA.
RCM Calibration Mode has been initiated by the technician
⇒ Is the MOM reported pressure within 150 psi (1 034 kPa) of the actual measured pressure at every current level?
AND Engine is running and the PPC calibration process is commanding retard brake pressure
No. Replace the right brake pressure sensor Yes. Continue with troubleshooting items below.
AND During verification of the calibration process, the RCM reads a pressure from the right PPC valve outside of the expected range Conditions to CLEAR a Fault
3. As part of the calibration verification, the RCM verifies that the measured brake pressure falls within a worst case threshold for various command current levels. Using the pressure data reported by MOM in step 2, verify that the pressure falls within the following extreme limits:
The fault will be cleared when the RCM is powered OFF. COMMAND CURRENT
Possible Causes
RIGHT BRAKE PRESSURE (MOM) kPa
PSI
• Faulty PPC solenoid valve.
150 mA
345 - 4 826
50 - 700
• Faulty right brake pressure sensor.
250 mA
1 724 - 7 446
250 - 1080
• Faulty right PPC valve.
350 mA
4 826 - 9 653
700 - 1400
450 mA
6 895 - 11 859
1000 - 1720
550 mA
8 963 - 14 134
1300 - 2050
650 mA
10 342 - 16 341
1500 - 2370
• Hydraulic fault in right PPC hydraulic circuit. Troubleshooting Suggestions for an Active Fault
⇒ Do the pressure values at each current level fall within the extreme limits listed?
1. Verify the PPC solenoid is allowing pressure to the PPC valve. With the engine running, move the retard lever to command at least 50% retard. Using a pressure gauge in the brake cabinet, measure right brake pressure. ⇒ Is pressure present on the output of the right PPC valve? No.
Check the PPC supply solenoid.
Yes. Continue with the troubleshooting items below.
No. Replace the right PPC valve. Yes. Continue with the troubleshooting items below. 4. As part of the calibration verification, the RCM also requires that the measured brake pressure increase by at least 100 psi (689 kPa) for each 100 mA increase in current.
2. Verify the right brake pressure reported by the MOM real-time data screen matches the actual pressure measured at the brake cabinet using the following procedure: a. On the MOM, view the real-time data screen which displays both brake pressure and commanded PPC current.
D26-26
RCM Controller
⇒ Do the pressure values increase by at least 100 psi (689 kPa) for each 100 mA increase in command current? No. Replace right PPC valve. Yes. The PPC valves and pressure sensor appear to be functioning properly. Attempt to calibrate the RCM again.
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Troubleshooting Suggestions
J026: RCM ABNORMAL Description The RCM was reset by the onboard hardware reset circuitry. Conditions to Generate an ACTIVE Fault This fault occurs when the RCM detects that the last RCM reset was caused by the onboard hardware reset circuitry. Note: After the RCM experiences 4 watchdog faults, it is held in continual reset until it is cycled by turning OFF the key switch.
Conditions to CLEAR a Fault
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
1. Note the location and conditions under which the fault occurs. EMI (electromagnetic interference) can be generated by external devices such as 2- way radios, radio towers, etc. Other electrical noise can be generated by service equipment, such as arc welders. In each case, attempt to eliminate the source of the noise. 2. Check the RCM ground circuit. Turn the key switch OFF. Disconnect the harness connector RCM1. Using an Ohmmeter, measure the resistance from RCM1 pin 3 to ground.
This fault will clear when the RCM detects that the last RCM reset was NOT caused by the onboard hardware reset circuitry.
⇒ Is the measured resistance less than.3 ohm? (i.e. Is the circuit grounded?) No. Check the wiring connection from the RCM to the grounding point. Yes. If the fault persists, and cannot be associated with a particular EMI event, replace the RCM.
Possible Causes • External electrical noise. • Faulty RCM.
D26002
5/04
RCM Controller
D26-27
J029: BATTERY VOLTAGE ABNORMAL
J030: FRONT LEFT WHEEL SPEED SENSOR FAULT
Description
Description
The truck battery voltage input to the RCM is low.
The front left wheel speed sensor reported speed of 0 mph while the truck was moving.
Conditions to Generate an ACTIVE Fault The following condition must be present for 10 seconds to trigger a fault: Battery voltage input to RCM is less than 18 volts.
Conditions to Generate an ACTIVE Fault The following condition must be present for 3 seconds to trigger a fault: Front left wheel speed = 0 mph. AND
Conditions to CLEAR a Fault
The three other wheel speeds greater than 126 rpm (4 mph).
The following condition must be present for 15 seconds before a fault will clear: Battery voltage input to RCM greater than 19 volts.
In addition, the following normal conditions must exist: No brake or retard input
Possible Causes
AND
• Faulty wiring connection from battery to RCM.
18 volt power supply voltage (generated internally by RCM) greater than 12 volts
• Faulty truck battery.
AND
Troubleshooting suggestions for an Active Fault
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
1. Turn the key switch ON and wait for 30 seconds.
OR
⇒ Is the fault J029 (Battery Voltage Abnormal) active? No.
Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds
Attempt to recreate the conditions that generated the fault.
OR
Yes. Continue troubleshooting items below.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
2. Measure the battery voltage (at the battery, in the battery box on the deck) using a voltmeter. ⇒ Is the measured voltage less than 18 volts? No. Continue with troubleshooting items below. Yes. The battery requires service or charging. 3. Turn the key switch OFF. Disconnect the harness connector RCM1. Taking extreme care not to insert anything inside of the socket, measure the voltage from RCM1 pin 1 (battery voltage input) to RCM1 pin 3 (ground input) by probing the outside edge of the sockets with voltmeter lead. ⇒ Is the measured voltage less than 18 volts?
Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear: Front left wheel speed greater than 126 rpm (4 mph) AND 2 of the 3 other wheel speeds greater than 126 rpm (4 mph) In addition, the following normal conditions must exist:
AND
No. Replace the RCM.
18 volt power supply voltage (generated internally by RCM) greater than 12 volts.
Yes. Check the wiring connection from the RCM to the battery.
D26-28
No brake or retard input.
RCM Controller
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AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
3. Check the position of the front left wheel speed sensor. ⇒ Does the sensor's position from the gear agree with the specification in the service manual? (Refer to “Speed Sensors”, Section D.)
OR Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds
No. Adjust the sensor position. Yes. Continue with troubleshooting items below.
OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
4. Replace the front left wheel speed sensor. Drive the truck at a speed greater than 4 mph for 30 seconds. ⇒ Is the fault J030 (Front Left Wheel Speed Sensor Fault) still active?
Possible Causes • Failed wheel speed sensor.
No.
• Faulty wiring connection from the wheel speed sensor to the RCM.
Yes. This indicates that the RCM may have faulty wheel speed input circuitry. If a spare RCM is available, replace the RCM. For non-Traction Control enabled trucks, the wheel speed sensors are not used. Therefore, a wheel speed sensor fault on a non-Traction Control enabled truck will not affect the operation of the truck, and the wheel speed sensor can be left disconnected to eliminate the nuisance of intermittent faults.
Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
Fault seems to have cleared.
1. Drive the truck greater than 4 mph for 30 seconds. ⇒ Is the fault J030 (Front Left Wheel Speed Sensor Fault) active? No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below. 2. Check the wiring connection from the wheel speed sensor to the RCM. ⇒ Is the wiring connection ok? No. Fix the wiring problem Yes. Continue with troubleshooting items below.
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RCM Controller
D26-29
J031: FRONT RIGHT WHEEL SPEED SENSOR FAULT Description
Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear: Front right wheel speed greater than 126 rpm (4 mph)
The front right wheel speed sensor reported speed of 0 mph while the truck was moving.
AND Conditions to Generate an ACTIVE Fault The following condition must be present for 3 seconds to trigger a fault: Front right wheel speed = 0 mph.
2 of the 3 other wheel speeds greater than 126 rpm (4 mph) In addition, the following normal conditions must exist: No brake or retard input.
AND The three other wheel speeds greater than 126 rpm (4 mph).
AND 18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND
In addition, the following normal conditions must exist:
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
No brake or retard input.
OR
AND
Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds
18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND
OR
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
OR Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds OR
• Failed wheel speed sensor.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
D26-30
Possible Causes
• Faulty wiring connection from the wheel speed sensor to the RCM.
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D26002
Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
4. Replace the front right wheel speed sensor. Drive the truck at a speed greater than 4 mph for 30 seconds. ⇒ Is the fault J031 (Front Right Wheel Speed Sensor Fault) still active? No.
1. Drive the truck greater than 4 mph for 30 seconds. ⇒ Is the fault J031 (Front Right Wheel Speed Sensor Fault) active? No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below. 2. Check the wiring connection from the wheel speed sensor to the RCM.
Fault seems to have cleared.
Yes. This indicates that the RCM may have faulty wheel speed input circuitry. If a spare RCM is available, replace the RCM. For non-Traction Control enabled trucks, the wheel speed sensors are not used. Therefore, a wheel speed sensor fault on a non-Traction Control enabled truck will not affect the operation of the truck, and the wheel speed sensor can be left disconnected to eliminate the nuisance of intermittent fault.
⇒ Is the wiring connection ok? No. Fix the wiring problem Yes. Continue with troubleshooting items below. 3. Check the position of the front right wheel speed sensor. ⇒ Does the sensor's position from the gear agree with the specification in the service manual? (Refer to “Speed Sensors”, Section D.) No. Adjust the sensor position. Yes. Continue with troubleshooting items below.
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RCM Controller
D26-31
Conditions to CLEAR a Fault
J032: REAR LEFT WHEEL SPEED SENSOR FAULT
The following conditions must be present for 15 seconds before a fault will clear:
Description
Rear left wheel speed greater than 126 rpm (4 mph)
The rear left wheel speed sensor reported speed of 0 mph while the truck was moving.
AND 2 of the 3 other wheel speeds greater than 126 rpm (4 mph)
Conditions to Generate an ACTIVE Fault The following condition must be present for 3 seconds to trigger a fault:
In addition, the following normal conditions must exist: No brake or retard input.
Rear left wheel speed = 0 mph.
AND
AND
18 volt power supply voltage (generated internally by RCM) greater than 12 volts
The three other wheel speeds greater than 126 rpm (4 mph).
AND
In addition, the following normal conditions must exist:
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
No brake or retard input.
OR
AND
Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds
18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND
OR
Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
OR Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds OR
• Failed wheel speed sensor.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
D26-32
Possible Cause
• Faulty wiring connection from the wheel speed sensor to the RCM.
RCM Controller
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D26002
Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
3. Check the position of the Rear left wheel speed sensor. ⇒ Does the sensor's position from the gear agree with the specification in the service manual? (Refer to “Speed Sensors”, Section D.)
1. Drive the truck greater than 4 mph for 30 seconds. ⇒ Is the fault J032 (Rear Left Wheel Speed Sensor Fault) active? No. Attempt to recreate the conditions that generated the fault.
No.
Yes. Continue with troubleshooting items below. 4. Replace the rear left wheel speed sensor. Drive the truck at a speed greater than 4 mph for 30 seconds.
Yes. Continue with troubleshooting items below. 2. Check the wiring connection from the wheel speed sensor to the RCM.
No. Fix the wiring problem Yes. Continue with troubleshooting items below.
5/04
⇒ Is the fault J032 (Rear Left Wheel Speed Sensor Fault) still active? No.
Fault seems to have cleared.
Yes. This indicates that the RCM may have faulty wheel speed input circuitry. If a spare RCM is available, replace the RCM. For non-Traction Control enabled trucks, the wheel speed sensors are not used. Therefore, a wheel speed sensor fault on a non-Traction Control enabled truck will not affect the operation of the truck, and the wheel speed sensor can be left disconnected to eliminate the nuisance of intermittent faults.
⇒ Is the wiring connection ok?
D26002
Adjust the sensor position.
RCM Controller
D26-33
J033: REAR RIGHT WHEEL SPEED SENSOR
Conditions to CLEAR a Fault
Fault Description
The following conditions must be present for 15 seconds before a fault will clear:
The rear right wheel speed sensor reported speed of 0 mph while the truck was moving.
Rear right wheel speed greater than 126 rpm (4 mph) AND
Conditions to Generate an ACTIVE Fault The following condition must be present for 3 seconds to trigger a fault: Rear right wheel speed = 0 mph.
2 of the 3 other wheel speeds greater than 126 rpm (4 mph) In addition, the following normal conditions must exist: No brake or retard input.
AND
AND
The three other wheel speeds greater than 126 rpm (4 mph).
18 volt power supply voltage (generated internally by RCM) greater than 12 volts
In addition, the following normal conditions must exist:
AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
No brake or retard input. AND
OR
18 volt power supply voltage (generated internally by RCM) greater than 12 volts
Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds
AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds
OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
OR Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds
Possible Causes
OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
D26-34
• Failed wheel speed sensor. • Faulty wiring connection from the wheel speed sensor to the RCM.
RCM Controller
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Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
4. Replace the rear right wheel speed sensor. Drive the truck at a speed greater than 4 mph for 30 seconds. ⇒ Is the fault J033 (Rear Right Wheel Speed Sensor Fault) still active? No.
1. Drive the truck greater than 4 mph for 30 seconds. ⇒ Is the fault J033 (Rear Right Wheel Speed Sensor Fault) active? No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below. 2. Check the wiring connection from the wheel speed sensor to the RCM.
Fault seems to have cleared.
Yes. This indicates that the RCM may have faulty wheel speed input circuitry. If a spare RCM is available, replace the RCM. For non-Traction Control enabled trucks, the wheel speed sensors are not used. Therefore, a wheel speed sensor fault on a non-Traction Control enabled truck will not affect the operation of the truck, and the wheel speed sensor can be left disconnected to eliminate the nuisance of intermittent faults.
⇒ Is the wiring connection ok? Yes. Continue with troubleshooting items below. No. Fix the wiring problem. 3. Check the position of the rear right wheel speed sensor. ⇒ Does the sensor's position from the gear agree with the specification in the service manual? (Refer to “Speed Sensors”, Section D.) No. Adjust the sensor position Yes. Continue with troubleshooting items below.
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RCM Controller
D26-35
J034: AUTO APPLY
Troubleshooting Suggestions for an Active Fault
Description
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
The brake system has entered the auto apply state. This indicates that a brake accumulator has fallen below 1650 psi (11.4 MPa), causing the brakes to automatically be applied with the remaining accumulator pressure.
1. Start the engine and wait for 60 seconds. ⇒ Is the condition J034 (Auto Apply) active?
Conditions to Generate an ACTIVE Fault The following condition must be present for 2 seconds to trigger a fault: Auto apply switch in the active state. (Open circuit)
Yes. Continue with troubleshooting items below. 2. Using a calibrated 3000 psi (21 MPa) gauge, measure the brake accumulator pressure.
In addition, the following normal conditions must exist: Emergency brake NOT active. AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [greater than 1850 psi (12.8 MPa)] for 15 seconds OR
⇒ Is the measured pressure less than 1650 psi (11.4 MPa)? No
Check the wiring connection from the auto apply switch to the RCM. Using an ohm-meter, measure the resistance across the terminals of the auto apply switch. If the measured resistance is greater than 3000 ohms (open circuit), replace the switch. Then, if the fault persists, replace the RCM.
Yes. This indicates a fault in the hydraulic system.
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving) Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear: Auto apply switch NOT in the active state. (Closed circuit)
Possible Causes • Low system brake pressure. • Faulty auto apply switch. • Faulty wiring from auto apply switch to RCM.
D26-36
RCM Controller
5/04
D26002
J035: LOSS OF 18 VOLT POWER SUPPLY Description The RCM has lost its internally generated 18 volt power supply. Conditions to Generate an ACTIVE Fault The following condition must be present for 0.5 seconds to trigger a fault: 18 volt power supply voltage (generated internally by RCM) less than 12 volts NOTE: The 18 volt power supply is required for the retard lever position sensor. When the 18 volt supply is lost, the RCM cannot determine the position of the retard lever. Therefore, when the fault J035 (Loss of 18 Volt Power Supply) occurs, the RCM will disable the retard lever until the key switch is turned OFF.
2. Turn the key switch OFF. Disconnect the harness connectors RCM1 and RCM3. Disconnect all six sensors; left brake pressure sensor, right brake pressure sensor, front left wheel speed sensor, front right wheel speed sensor, rear left wheel speed sensor, and the right rear wheel speed sensor. Each circuit can be independently tested for a short circuit between the 18 volt power line and either the ground line or shield. Taking extreme care not to insert anything inside of the socket, probe the outside edge of the sockets described below with an ohmmeter lead. 3. Test the right brake pressure sensor wiring by measuring the resistance between RCM3 pin 20 (18V) and RCM3 pin 32 (shield). ⇒ Is the resistance less than 10 ohms? No.
Conditions to CLEAR a Fault This fault will NOT clear until the key switch is cycled OFF and then ON. In addition, after cycling the key switch, the following condition must be present for 15 seconds before a fault will clear: 18 volt power supply voltage (generated internally by RCM) greater than 13 volts.
Yes. There is a short circuit in the wiring connection from the RCM to the right brake pressure sensor. Replace the wiring. 4. Test the left brake pressure sensor wiring by measuring the resistance between RCM3 pin 8 (18V) and RCM3 pin 33 (shield). ⇒ Is the resistance less than 10 ohms? No.
Possible Causes
1. Turn the key switch OFF. Wait 30 seconds. Turn the key switch ON and wait 30 seconds.
5. Test the front left wheel speed sensor wiring by measuring the resistance between RCM1 pin 27 (18V) and RCM1 pin 29 (shield). Also, measure the resistance between RCM1 pin 27 (18V) and RCM1 pin 22 (ground).
⇒ Is the fault J035 (Loss of 18 Volt Power Supply) active? No.
This circuit is not shorted. Continue with troubleshooting items below.
Yes. There is a short circuit in the wiring connection from the RCM to the left brake pressure sensor. Replace the wiring.
• 18 volt power supply shorted to ground. (Such as 18 volt power supplied to a sensor shorted to ground or shield) Troubleshooting Suggestions for an Active Fault
This circuit is not shorted. Continue with troubleshooting items below.
⇒ Is the resistance less than 10 ohms in either case?
Attempt to recreate the situation that generated the fault.
No. This circuit is not shorted. Continue with troubleshooting items below.
Yes. Continue with troubleshooting items below.
Yes. There is a short circuit in the wiring connection from the RCM to the front left wheel speed sensor. Replace the wiring. 6. Test the front right wheel speed sensor wiring by measuring the resistance between RCM1 pin 26 (18V) and RCM1 pin 34 (shield). Also, measure the resistance between RCM1 pin 26 (18V) and RCM1 pin 12 (ground).
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RCM Controller
D26-37
Is the resistance less than 10 ohms in either case? No.
This circuit is not shorted. Continue with troubleshooting items below.
11. Turn off the key switch. Reconnect right brake pressure sensor. Turn on the key switch. Wait for 30 seconds. ⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active?
Yes. There is a short circuit in the wiring connection from the RCM to the front right wheel speed sensor. Replace the wiring.
Yes. Failed sensor. Replace right brake pressure sensor.
7. Test the rear left wheel speed sensor wiring by measuring the resistance between RCM1 pin 28 (18V) and RCM1 pin 32 (shield). Also, measure the resistance between RCM1 pin 28 (18V) and RCM1 pin 24 (ground).
12. Turn off the key switch. Reconnect front left wheel speed sensor. Turn on the key switch. Wait for 30 seconds.
⇒ Is the resistance less than 10 ohms in either case?
⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active?
No. Continue with troubleshooting items below.
No. This circuit is not shorted. Continue with troubleshooting items below.
Yes. Failed sensor. Replace front left wheel speed sensor.
Yes. There is a short circuit in the wiring connection from the RCM to the rear left wheel speed sensor. Replace the wiring.
No. Continue with troubleshooting items below.
8. Test the rear right wheel speed sensor wiring by measuring the resistance between RCM1 pin 25 (18V) and RCM1 pin 23 (shield). Also, measure the resistance between RCM1 pin 25 (18V) and RCM1 pin 35 (ground).
13. Turn off the key switch. Reconnect front right wheel speed sensor. Turn on the key switch. Wait for 30 seconds. ⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active? Yes. Failed sensor. Replace front right wheel speed sensor.
⇒ Is the resistance less than 10 ohms in either case? Yes. There is a short circuit in the wiring connection from the RCM to the rear right wheel speed sensor. Replace the wiring. No.
No. Continue with troubleshooting items below. 14. Turn off the key switch. Reconnect rear left wheel speed sensor. Turn on the key switch. Wait for 30 seconds.
This circuit is not shorted, and indicates that the short circuit does not exist in the wiring connections.
⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active? Yes. Failed sensor. Replace rear left wheel speed sensor.
9. Reconnect the RCM. Turn key switch on. Wait 30 seconds.
No. Continue with troubleshooting items below.
⇒ Is J035 active?
15. Turn off the key switch. Reconnect rear right wheel speed sensor. Turn on the key switch. Wait for 30 seconds.
Yes. Replace the RCM. No. Continue with troubleshooting item 10. 10. Turn off the key switch. Reconnect left brake pressure sensor. Turn on the key switch. Wait for 30 seconds. ⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active? Yes. Failed sensor. Replace the left brake pressure sensor.
⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active? Yes. Failed sensor. Replace rear right wheel speed sensor. No. It appears that the problem is intermittent. Attempt to recreate the conditions that generated the fault.
No. Continue with troubleshooting items below.
D26-38
RCM Controller
5/04
D26002
J037: BRAKE LIGHT FAULT: Short Circuit or Overload
Troubleshooting Suggestions for an Active Fault
Description
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
The brake light output has detected an overload or short circuit condition. Conditions to Generate an ACTIVE Fault The following conditions must be present for 0.5 seconds to trigger a fault:
1. Turn the key switch ON. Apply the emergency brake switch for 30 seconds. ⇒ Is the fault J037 (Brake Light Fault: Short Circuit or Overload) active?
Brake is being commanded in any of the following ways: brake pedal, emergency brake, brake lock or auto apply.
No. Attempt to recreate the conditions that generated the fault.
AND
Yes. Continue with troubleshooting items below.
RCM internal circuitry detects a fault.
2. Remove the brake light relay from the relay board. Wait 30 seconds.
Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear:
⇒ Is the fault J037 (Brake Light Fault: Short Circuit or Overload) still active?
Brake is being commanded in any of the following ways: brake pedal, emergency brake, brake lock or auto apply.
No. Replace the brake light relay. Yes. 3. Turn the key switch OFF. Measure the resistance from where the pins 85 and 86 fit into the socket for the brake light relay.
AND RCM internal circuitry does not detect a fault.
Note: Do not measure the relay pins themselves measure at the onboard contacts. Possible Causes
⇒ Is the measured resistance less than 18 ohms?
• Short circuit in brake light relay coil. • Short circuit in wiring connection from RCM to brake light relay coil.
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5/04
RCM Controller
No. Replace the RCM. Yes. Check the wiring from the RCM to the brake light relay coil.
D26-39
J038: PPC SUPPLY SOLENOID FAULT: Open Circuit, Short Circuit, FET Short, or Overload
1. With the truck stopped and the engine running, move the retard lever to the full UP position (0%), no retard command). Wait 30 seconds. ⇒ Is the J038 fault still active?
Description
No. It appears that the fault was caused by a short-circuit or overload condition, and that the condition no longer exists on the truck. Attempt to recreate the conditions that created the fault.
The PPC Supply Solenoid circuit has detected one of the following four conditions: • Open circuit • Short circuit
Yes. Continue with troubleshooting items below.
• FET short (internal to the RCM) • Overload (internal to the RCM) Conditions to Generate an ACTIVE Fault The following conditions must be present for 3 seconds to trigger a fault:
2. Move the retard lever to command approximately 50% retard braking. Use the MOM display to verify the exact amount of retard command. Wait 30 seconds. ⇒ Is the J038 fault code still active?
No retard braking being commanded
No.
AND RCM internal circuitry detects a short circuit or overload OR Retard braking being commanded
It appears that the fault was caused by an open-circuit or internal FET short condition, and that the condition and that the condition no longer exists on the truck. Attempt to recreate the conditions that created the fault.
Yes. Continue with troubleshooting items below.
AND RCM internal circuitry detects an opencircuit or internal FET short.
3. Move the retard lever to the full UP position (0%, no retard command). Using a pressure gauge, measure the output pressure from either the left or right PPC valve.
Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear: For short-circuit or overload:
⇒ Is pressure present on the output of the PPC valve? No.
No retard braking being commanded AND
This indicates the PPC solenoid valve is closed, and working properly. Continue with troubleshooting items below.
Yes. When no retard is being commanded, the PPC solenoid should be closed. If pressure is present at the output of the PPC valves, this indicates the PPC valve is not closed. The most likely explanation is an open circuit in the wiring between the RCM and the PPC supply solenoid. Check the wiring. If the problem persists, replace the PPC solenoid valve.
RCM internal circuitry does not detect a fault For open-circuit or FET short: Retard braking being commanded AND RCM internal circuitry does not detect a fault Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
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RCM Controller
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4. Move the retard lever to command approximately 50% retard braking. ⇒ Is pressure present on the output of the PPC valve? No.
6. Using a voltmeter, measure the voltage between the power and ground pins in the solenoid connector from the RCM.
When retard is commanded, the RCM should remove drive to the PPC solenoid valve, causing it to be open and allowing flow. If no pressure is present, it indicates the PPC supply solenoid is closed. This indicates that either the PPC supply solenoid is faulty, or the RCM is incorrectly supplying 24V drive even though retarding is being commanded. Continue with troubleshooting items below.
Yes. The RCM and PPC supply solenoid appear to be working properly. Repeat steps 1 and 2 on the preceding page.
⇒ Is the measured voltage (positive polarity power to ground) greater than 18 volts? No.
It is approximately 14 volts.This is the expected condition and indicates the RCM is commanding the PPC supply solenoid to open. Replace the connector and repeat step 4. If the problem persists, replace the PPC supply solenoid.
Yes. This indicates the RCM is commanding the PPC supply solenoid to close, which is incorrect. The most likely cause is a short circuit in the wiring from the PPC, or a faulty RCM. Check the wiring. If the problem persists, replace the RCM.
5. With 50% retard still being commanded, remove the electrical connector to the PPC supply solenoid. With no electrical command, the PPC supply solenoid should default to the open position. ⇒ Is pressure present on the output of the PPC valve? No.
Replace the PPC supply solenoid.
Yes. Continue with troubleshooting items below.
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RCM Controller
D26-41
⇒ Did the fault J042 (Retard Light Fault: Open Circuit or FET Short) become active?
J042: RETARD LIGHT FAULT: Open Circuit or FET Short
No.
Description The retard light circuit has detected either an open circuit or internal (within the RCM unit) FET short condition. Conditions to Generate an ACTIVE Fault
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below. 3. Apply and release the retard lever several times. (Move from full down to full up position)
AND
⇒ Do the retard lights (on the rear of the truck) illuminate when the lever is applied (down) and turn off when the lever is released (up)? (i.e. Do the retard lights operate normally?)
RCM internal circuitry detects a fault.
No. Continue with troubleshooting items below.
The following conditions must be present for 0.5 seconds to trigger a fault: No retard braking being commanded.
Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear: No retard braking being commanded.
Yes. This indicates that the brake lights and the associated wiring connections are working properly. Since the RCM detects a fault in this case, it is likely that the RCM is faulty. Replace the RCM. ⇒ Are the retard lights ALWAYS on, even if no retard is being commanded?
AND RCM internal circuitry does not detect a fault.
No. Continue with troubleshooting items below. Yes. This indicates an internal failure of the RCM. Replace the RCM.
Possible Causes
⇒ Are the retard lights always OFF, even when retard is being commanded?
• Open circuit in retard light relay coil. • Open circuit in wiring connection from RCM to retard light relay coil.
Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
No. This indicates that the retard lights and the associated wiring connections are working properly. Since the RCM detects a fault in this case, it is likely that the RCM is faulty. Replace the RCM. Yes. Check the wiring to the brake light relay coil. Check the relay. Then, if the fault persists, replace the RCM.
1. Start the engine and release all brakes (retard lever, brake pedal, brake lock, and emergency brake). Wait for 60 seconds. ⇒ Is the fault J042 (Retard Light Fault: Open Circuit or FET Short) active? No. Continue with troubleshooting items below. Yes. Skip to step 3. 2. Fully apply the retard lever for 15 seconds, and then release. (Bring to full upright position)
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RCM Controller
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J043: RETARD LIGHT FAULT: Short Circuit or Overload
Troubleshooting Suggestions for an Active Fault
Description
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
The retard light output has detected an overload or short circuit condition. Conditions to Generate an ACTIVE Fault The following conditions must be present for 0.5 seconds to trigger a fault:
1. Turn the key switch ON. Use the retard lever to apply 100% retard braking for 30 seconds. ⇒ Is the fault J043 (Retard Light Fault: Short Circuit or Overload) active?
Retard braking is being commanded.
No.
AND RCM internal circuitry detects a fault.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear:
2. Remove the retard light relay. Wait 30 seconds. ⇒ Is the fault J043 (Retard Light Fault: Short Circuit or Overload) still active?
Retard braking is being commanded. AND
No. Replace the retard light relay.
RCM internal circuitry does not detect a fault.
Yes. 3. Turn the key switch OFF. Measure the resistance from where the pins 85 and 86 fit into the socket for the brake light relay. Note: Do not measure the relay pins themselves, but their onboard contacts.
Possible Causes • Short circuit in brake light relay coil. • Short circuit in wiring connection from RCM to brake light relay coil.
⇒ Is the measured resistance less than 18 ohms? No. Replace the RCM. Yes. Check the wiring from the RCM to the retard light relay coil.
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RCM Controller
D26-43
J046: FRONT BRAKE CUT FAULT: Open Circuit or FET Short Description The front brake cut circuit has detected either an open circuit or internal (within the RCM unit) FET short condition. Conditions to Generate an ACTIVE Fault
Troubleshooting Suggestions NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
1. Start the engine and ensure that the brake lock and slippery road (if present on truck) switches are OFF. Wait for 60 seconds.
The following condition must be present for 0.5 seconds to trigger a fault:
⇒ Is the fault J046 (Front Brake Cut Fault: Open Circuit or FET Short) active?
RCM internal circuitry detects a fault while commanding the front brake cut output OFF.
No. Continue with troubleshooting items below. Yes. Skip to step 3.
Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear:
2. Apply the brake lock. Wait for 30 seconds, and then release the brake lock. ⇒ Did the fault J046 (Front Brake Cut Fault: Open Circuit or FET Short) become active?
RCM internal circuitry does not detect a fault while commanding the front brake cut output OFF.
No. Attempt to recreate the conditions that generated the fault. Yes. Continue with troubleshooting items below.
Possible Causes • The front brake cut relay coil has an open circuit. • The wiring connection to the front brake cut relay coil has an open circuit.
D26-44
3. Check the wiring from the RCM to the front cut relay coil. Check the relay itself. Then, if the fault persists, replace the RCM.
RCM Controller
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J047: FRONT BRAKE CUT FAULT: Short Circuit or Overload Description
Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
The front brake cut output has detected an overload or short circuit condition. 1. Turn the key switch ON. Apply the brake lock switch for 30 seconds.
Conditions to Generate an ACTIVE Fault The following condition must be present for 0.5 seconds to trigger a fault:
⇒ Is the fault J047 (Front Brake Cut Fault: Short Circuit or Overload) active?
RCM internal circuitry detects a fault while attempting to turn the front brake cut output ON.
No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear:
2. Remove the front brake cut relay from the relay board. Wait 30 seconds.
RCM internal circuitry does not detect a fault while attempting to turn the front brake cut output ON.
⇒ Is the fault J047 (Front Brake Cut Fault: Short Circuit or Overload) still active? No. Replace the front brake cut relay. Yes. Continue with troubleshooting items below.
Possible Causes • Short circuit in front brake cut relay coil. • Short circuit in wiring connection from RCM to front brake cut relay coil.
3. Turn the key switch OFF. Measure the resistance from where the pins 85 and 86 fit into the socket for the brake light relay. Note: Do not measure the relay pins themselves, but their onboard contacts. ⇒ Is the measured resistance less than 18 ohms? No. Replace the RCM Yes. Check the wiring from the RCM to the front brake cut relay coil.
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RCM Controller
D26-45
J049: REAR RIGHT PRESSURE PRESENT AND NO COMMAND Description
Conditions to CLEAR a Fault. The following conditions must be present for 15 seconds before a fault will clear. Right brake pressure signal measures less than 99 psi (683 kPa)
Brake pressure is present at the right brake, but there is no brake command. (i.e. The brakes are dragging)
AND Retard command (from retard lever or auto retard from PMC) is less than 3%
Conditions to Generate an ACTIVE Fault The following conditions must be present for 3 seconds to trigger a fault:
In addition, the following normal conditions must exist:
Right brake pressure signal measures greater than 127 psi (876 kPa)
Right brake pressure sensor input in valid range (Between 2 mA and 22 mA)
AND
AND
The brake pedal, brake lock, auto apply, and emergency brake inputs indicate no brake command
The brake pedal, brake lock, auto apply, and emergency brake signals are not active
AND Retard command (from retard lever or auto retard from PMC) is less than 3% In addition, the following normal conditions must exist: Right brake pressure sensor input in valid range (Between 2 mA and 22 mA)
Possible Causes • Failed right brake PPC valve. • Failed brake treadle valve. • Improper brake pedal sensor adjustment
AND 18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [(pressure greater than 1850 psi (12.8 MPa)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
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RCM Controller
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⇒ Is the fault J049 (Rear Right Pressure Present and No Command) still active?
Troubleshooting suggestions for an Active Fault
Yes. The fault remained on the right side, even though the wiring connection is now reading feedback brake pressure from the left side. This indicates that the wiring connection from the RCM to the sensor is faulty, or that the RCM itself is faulty. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the right brake pressure sensor. Then, if the fault persists, replace the RCM.
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks. 1. Start the engine, ensure that all brakes are released (not applied), and wait for 60 seconds. ⇒ Is the fault J049 (Rear Right Pressure Present and No Command) active? No.
Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
No. ⇒ Is the fault J009 (Rear Left Pressure Present and No Command) now active?
⇒ Is the right-hand brake pressure reported on the MOM real-time data display for the RCM greater than 127 psi (876 kPa)?
No.
No. Ensure that the retard lever is in its full upright (no retard) position. Turn the truck OFF, wait 30 seconds, and then start the engine. Wait 60 seconds. If the fault is still ACTIVE, and the reported right hand brake pressure is less than 99 psi (683 kPa), and the MOM display for both the retard lever and auto retard reports less than 3% command, then the RCM may be faulty. Replace the RCM. Yes. This verifies that the RCM is receiving a feedback brake pressure that has exceeded the fault threshold. ⇒ Is J009 (Rear Left Pressure Present and No Command) active also? No.
Continue with troubleshooting items below.
Because both faults cleared, it appears that the problem is intermittent, or a combination failure of both the right brake pressure sensor and the wiring has occurred. Return the harness connectors to their original positions. Check the wiring connection from the RCM to the right brake pressure sensor and/or replace the sensor.
Yes. The fault remained associated with a single brake pressure sensor and did not follow the wiring connection. This indicates that the wiring connection from the RCM to the sensor is OK. 3. Shut down the engine. Return the harness connectors to their original positions. Install a calibrated 3000 psi pressure gauge to measure the right brake pressure in the brake cabinet. 4. Start the engine.
Yes. Continue with step 4 below. 2. Shut down the engine. Wait 30 seconds. Remove the harness connector to the right brake pressure sensor and exchange it with the harness connector to the left brake pressure sensor. Start the engine and wait for 60 seconds.
⇒ Is the measured brake pressure greater than 127 psi (876 kPa)? No.
If the MOM display still reports brake pressure greater than 127 psi (876 kPa), the brake pressure sensor may be faulty. However, before replacing the sensor, ensure that pressure gauge is properly calibrated. Then replace the right brake pressure sensor.
Yes. This verifies that the RCM is reporting a valid brake pressure, and that the problem is in the hydraulic system.
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RCM Controller
D26-47
J050: COMBINATION FAULT 1
J051: COMBINATION FAULT 2
Description
Description
Both the left and right brakes are reporting low brake pressure faults.
The Traction Control (ASR) algorithm has detected faulty wheel speeds. The Traction Control algorithm will temporarily disable the ASR feature if it detects questionable wheel speeds. This is only temporary, and ASR will immediately resume as soon as all wheel speeds are valid again.
Conditions to Generate an ACTIVE Fault Fault J004 (Rear Left Brake Pressure Low) is active AND
Conditions to Generate an ACTIVE Fault
Fault J005 (Rear Right Brake Pressure Low) is active
This fault is only generated as an In-Active fault.
Conditions to CLEAR a Fault Fault J004 (Rear Left Brake Pressure Low) is NOT active
The Traction Control algorithm ignores wheel speed data that is out of range. If the algorithm detects repeated out of range wheel speed data, it will generate a J051 fault code. Conditions to CLEAR a Fault
OR Fault J005 (Rear Right Brake Pressure Low) is NOT Active.
This fault is generated, at most, 1 time per key on, and is always generated as an In-Active fault. Possible Causes
Possible Causes
• Wheel speed sensor or wiring failure. (Indicated by corresponding J030 - J033 fault code)
See fault logic for fault J004 and J005.
• Intermittent speed sensor or wiring failure. • Noise present on wheel speed input. Troubleshooting Suggestions for an Active Fault See fault logic for fault J004 and J005.
Troubleshooting Suggestions for an Active Fault 1. Since the Traction Control algorithm is more sensitive than the logic for the general wheel speed faults (J030 - J033), there may be a situation where J051 will occur without a corresponding wheel speed fault. ⇒ Did any of the faults J030, J031, J032, or J033 occur around the time of J051? No.
Continue with troubleshooting items below.
Yes. See the troubleshooting suggestions for the particular fault. 2. When the ASR feature is actively controlling wheel slip, the ASR LCD on the right side of the electronic display panel will be lit. (The ASR LCD appears as a black square to the left of the 'ASR' icon.) Note: Be sure the 'ASR ENABLE' switch is in the ACTIVE position before continuing.
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RCM Controller
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⇒ Does the ASR LCD occasionally flash when the truck is driving in very slippery conditions? No.
If one or more wheel speeds are continually out of range high, or are very noisy, the Traction Control algorithm will disable the ASR feature. If ASR does not appear to be active, even though one of the rear wheels is slipping, you will need to verify the wiring to the wheel speed sensors and/or replace the sensors. Note that a shorted or open wire would generate a J030 - J033 wheel speed fault. Therefore, the fault is likely an intermittent problem.
J052: COMBINATION FAULT 3 Description A potentially serious combination of faults has occurred. The 24 volt load switch and the left brake PPC output may both be shorted ON. This condition would result in the application of the rear left brake and the two front brakes without a brake command. Conditions to Generate an ACTIVE Fault Fault J018 (Left PPC Electrical Fault) is active AND Fault J036 (24 Volt Load Switch Fault) is active Conditions to CLEAR a Fault Fault J018 (Left PPC Electrical Fault) is NOT active OR Fault J036 (24 Volt Load Switch Fault) is NOT active
Possible Causes See fault logic for fault J018 and J036.
Troubleshooting Suggestions for an Active Fault See fault logic for fault J018 and J036.
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RCM Controller
D26-49
J053: COMBINATION FAULT 4
J054: LOSS OF R-TERMINAL SIGNAL FROM ENGINE
Description
Description
A potentially serious combination of faults has occurred. The 24 volt load switch and the right brake PPC output may both be shorted ON. This condition would result in the application of the rear right brake and the two front brakes without a brake command.
The R-Terminal signal from the engine is not present, but the brake accumulators have remained charged for a long period of time. This indicates that the engine is in fact running, and that the R- Terminal signal is faulty.
Conditions to Generate an ACTIVE Fault
Conditions to Generate an ACTIVE Fault
Fault J020 (Right PPC Electrical Fault) is active
The following conditions must be present for 30 minutes to trigger a fault:
AND
Alternator R-Terminal signal at 0 volts (engine NOT running)
Fault J036 (24 Volt Load Switch Fault) is active
AND Brake low accumulator pressure switch CLOSED [(greater than 1850 psi (12.8 MPa)]
Conditions to CLEAR a Fault Fault J020 (Right PPC Electrical Fault) is NOT active
Conditions to CLEAR a Fault
OR Fault J036 (24 Volt Load Switch Fault) is NOT active
This fault is generated at most 1 time per key on, and is always generated as an In-Active fault. Possible Causes • Faulty wiring connection from alternator to RCM.
Possible Causes See fault logic for fault J020 and J036.
Troubleshooting Suggestions
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 5 regarding proper procedures when probing connector sockets during electrical checks.
See fault logic for fault J020 and J036.
1. Remove RCM harness connector RCM3. Start the engine. Using a voltmeter, measure the voltage between RCM3 pin 18 and ground. ⇒ Is the voltage greater than 18 volts? No. This indicates that the R-Terminal signal from the alternator is not reaching the RCM. Check RCM to alternator wiring. Yes. Shut down the engine. Examine the RCM harness connector RCM3, pin 18. If the harness connector has been removed and re-inserted more than 10 times, it is possible that the harness connector socket has become loose and is not making good contact with the male pin on the RCM harness connector. If the harness connector appears OK, and the problem persists, replace the RCM.
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RCM Controller
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J055: LOSS OF R-TERMINAL AND LOW ACCUMULATOR SWITCH
J056: COMBINATION FAULT 7 Description
Description Conditions are present that indicate that both the RTerminal signal from the engine and the low accumulator pressure switch are faulty.
A potentially serious combination of faults has occurred. Conditions to Generate an ACTIVE Fault Fault J004 (Rear Left Brake Pressure Low) is active
Conditions to Generate an ACTIVE Fault The following conditions must be present for 30 minutes to trigger a fault:
AND Fault J005 (Rear Right Brake Pressure Low) is active
Alternator R-Terminal signal at 0 volts (engine NOT running)
AND
AND
Fault J046 (Front Brake Cut Fault: Open Circuit or FET Short) is active.
Brake low accumulator pressure switch OPEN [less than 1850 psi (12.8 MPa)]
Conditions to CLEAR a Fault
AND
Fault J004 (Rear Left Brake Pressure Low) is NOT active
Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)
OR Fault J005 (Rear Right Brake Pressure Low) is NOT active
Conditions to CLEAR a Fault This fault is generated at most 1 time per key on, and is always generated as an In-Active fault.
OR Fault J046 (Front Brake Cut Fault: Open Circuit or FET Short) is NOT active.
Possible Causes • Faulty wiring from RCM to alternator R-Terminal. • Faulty wiring from RCM to brake LAP (low accumulator pressure) switch. • Faulty brake LAP (low accumulator pressure) switch.
Possible Causes See fault logic for faults J004, J005 and J046.
Troubleshooting Suggestions for an Active Fault See fault logic for faults J004, J005 and J046.
Troubleshooting Suggestions See fault logic for faults J054 and J002.
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RCM Controller
D26-51
Possible Causes
J058: COMBINATION FAULT 9
See fault logic for faults J004, J005 and J047.
Description A potentially serious combination of faults has occurred.
Troubleshooting Suggestions for an Active Fault See fault logic for faults J004, J005 and J047.
Conditions to Generate an ACTIVE Fault Fault J004 (Rear Left Brake Pressure Low) is active AND Fault J005 (Rear Right Brake Pressure Low) is active AND Fault J047 (Front Brake Cut Fault: Short Circuit or Overload) is active. Conditions to CLEAR a Fault Fault J004 (Rear Left Brake Pressure Low) is NOT active OR Fault J005 (Rear Right Brake Pressure Low) is NOT active OR Fault J047 (Front Brake Cut Fault: Short Circuit or Overload) is NOT active.
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RCM Controller
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RCM WIRING HARNESS CONNECTORS The Retard and Control Monitor Controller has three external harness connectors (RCM1, RCM2, and RCM3) attached to the bottom of the housing (see Figure 26-2). The following tables list the pin number, circuit function, and signal type for each circuit in the individual harnesses.
FIGURE 26-2. RCM CONNECTORS
RCM HARNESS CIRCUITS CONNECTOR RCM1 Pin No.
Function
1
+24 volt supply
DC voltage input
2
+24 volt supply
DC voltage input
3
Ground
Ground
4
Reserved
5
Reserved
6
Ground
7
Rear left PPC signal return
8
Retard light control
Digital output
9
Output to rear right PPC
Digital output
5/04
Ground
10
Ground
Ground
11
+18 volt sensor power supply
DC voltage output
12
Ground
Ground
13
Reserved
14
Brake light control
15
Reserved
Digital output
16
Reserved
17
Front brake cut solenoid
18
Rear right PPC signal return
19
Output to rear left PPC
Digital output
20
LF wheel speed freq. signal
Pulse input
21
Reserved
22
Ground
23
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Type
Digital output
Ground Ground
24
Ground
Ground
25
+18 volt sensor power supply
DC voltage output
26
+18 volt sensor power supply
DC voltage output
27
+18 volt sensor power supply
DC voltage output
28
LR wheel speed freq. signal
Pulse input
29
Shield
Ground
30
Shield
Ground
31
Shield
Ground
32
Shield
Ground
33
RF wheel speed freq. signal
Pulse input
34
Shield
Ground
35
Ground
Ground
36
RR wheel speed freq. signal
Pulse input
RCM Controller
D26-53
RCM HARNESS CIRCUITS CONNECTOR RCM2 Pin No.
Function
Type
RCM HARNESS CIRCUITS CONNECTOR RCM3 Pin No.
Function
Type
1
Reserved
1
Emergency brake sense
2
Reserved
2
Emergency/auto apply sense
3
RS422 transmit (+)
Serial output
3
Reserved
4
RS422 transmit (-)
Serial input
4
Reserved
5
Reserved
5
Auto retard command
6
Throttle modification
6
Reserved
7
Reserved
7
RR brake pressure sense
Analog input
8
Reserved
8
LR brake pressure sense
Analog input
PWM output
9
Reserved
10
RS422 receive (+)
Serial input
9
Ret. lever pot. (high end)
10
Reserved
Digital input
PWM input
11
Shield
Ground
11
Reserved
12
RS422 transmit (-)
Serial output
12
Reserved
13
Reserved
13
Brake pedal sense
Analog input
14
Reserved
14
Slippery road sense
Digital output
15
Reserved
16
Shield
17 18
D26-54
15
Reserved
16
Shield
Ground
Reserved
17
Ground
Ground
Reserved
18
Alternator R terminal
Analog input
19
Reserved
20
+18 volt sensor power supply
DC voltage output
21
+18 volt sensor power supply
DC voltage output
22
Ret. lever pot. (low end)
23
Reserved
24
Reserved
25
Brake accumulator pressure
Digital input
26
Brake lock sense
Digital input
27
Backplane +24 volt supply
DC voltage input
28
Reserved
29
Traction control
30
Reserved
Ground
Digital input
31
Brake diff. pressure sense
Digital input
32
Shield
Ground
33
Shield
Ground
34
Ret. lever potentiometer wiper
35
Shield
36
Reserved
RCM Controller
Ground
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SECTION D27 AUTOMATIC SUSPENSION SYSTEM INDEX
AUTOMATIC SUSPENSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3 Automatic Suspension Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3 Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3 Steering Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3 AUTOMATIC MODE SELECTION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-4 SUSPENSION CONTROLLER FAULT CODE LOGIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . D27-5 d011:RIGHT FRONT SUSPENSION PRESSURE SENSOR FAILURE . . . . . . . . . . . . . . . . . . D27-5 d012:LEFT FRONT SUSPENSION
PRESSURE SENSOR FAILURE . . . . . . . . . . . . . . . . . . . D27-5
d015:TRANSMISSION SPEED SIGNAL LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-6 d016:STEERING SPEED SIGNAL LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-6 d021:SOLENOID OUTPUT 1 FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-7 d022:SOLENOID OUTPUT 2 FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-7 d023:SOLENOID OUTPUT 3 FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-7 SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-8 SP-1: Fault Code d011: Faulty Pressure Sensor (Right) displayed. . . . . . . . . . . . . . . . . . . . . . . D27-8 SP-2: Fault Code d012: Faulty Pressure Sensor (Right) displayed. . . . . . . . . . . . . . . . . . . . . . . D27-9 SP-3: Fault Code d015: Faulty Truck Speed Sensor System Displayed . . . . . . . . . . . . . . . . . . D27-10 SP-4: Fault Code d016: Fault in Steering Sensor System Displayed . . . . . . . . . . . . . . . . . . . . D27-11 SP-5: Fault Code d021: Fault in Solenoid (1) System Displayed . . . . . . . . . . . . . . . . . . . . . . . . D27-12 SP-6: Fault Code d022: Fault in Solenoid (2) System Displayed . . . . . . . . . . . . . . . . . . . . . . . . D27-13 SP-7: Fault Code d023: Fault in Solenoid (3) System Displayed . . . . . . . . . . . . . . . . . . . . . . . . D27-14 SUSPENSION CONTROLLER WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . D27-15
D27001
Automatic Suspension System
D27-1
NOTES
D27-2
Automatic Suspension System
D27001
AUTOMATIC SUSPENSION SYSTEM The optional Automatic (3-mode) Suspension System provides improved ride and handling characteristics whether the truck is loaded or empty, traveling in a straight line or cornering, when the load is being dumped and when brakes are applied.
include truck speed, suspension pressures, brake application, steering wheel movement etc. The suspension controller also communicates with the Powertrain Management Controller (PMC) through the SNET (serial communications network).
The system includes the following components:
NOTE: The transmission controller rotary switches must also be set appropriately when the suspension controller is installed. (Refer to Section F, Transmission Shift Controller; Rotary Switch Setting for additional information.)
• • • •
Suspension Controller Manifold Valve and Solenoids Suspension Damping Actuators Steering Sensor
In addition, the system monitors truck speed, body position, and service brake application to determine the proper damping characteristics. Automatic Suspension Controller The Automatic Suspension Controller (Figure 27-1) is mounted on the (interior) rear wall of the operator's cab. This controller monitors various truck operational functions and controls the solenoids on the manifold valve to provide hydraulic oil to the actuators at each suspension to switch between the "hard", "medium" and "soft" modes of suspension damping.
If manual control is desired, the suspension damping rates may be set to one of the three above modes using the "MOM" screen or the Data Acquisition Device "DAD". If a fault occurs in the Automatic Suspension System, the fault code is displayed on the diagnostic display (2) on the face of the controller and the Electronic Display Panel and the warning lamp and alarm buzzer are actuated. Manifold Valve The manifold contains three solenoid valves which direct pressurized oil to the actuator on each front suspension. The solenoids are energized by the Suspension Controller to control the actuator which in turn, determines the variable, internal, damping valve orifice size selected and the damping rate. Actuator The actuator is mounted on the damping selector valve body on the front side of each front suspension. Hydraulic oil applied to appropriate ports (as determined by the Suspension Controller and the manifold solenoids) rotates an orificed shaft inside the suspension valve body to provide the requested suspension damping rate. Steering Sensor
FIGURE 27-1. AUTOMATIC SUSPENSION CONTROLLER 1. Enclosure 4. Connector SSP2A 2. Diagnostic Display 5. Connector SSP1 3. Connector SSP2B
The default setting of the automatic suspension controller system is "automatic" which allows the controller to determine the optimum damping characteristics based on the various inputs received. These inputs
D27001
A steering sensor is mounted at the base of the steering column. A notched wheel rotates with the steering column as the steering wheel is turned. A sensor positioned over the wheel provides a pulse signal which allows the controller to determine whether the operator is steering the truck and if so, how fast he is turning the steering wheel. NOTE: Additional Information regarding the above valve, actuator, and sensor can be found in Section H, Front Suspensions.
Automatic Suspension System
D27-3
AUTOMATIC MODE SELECTION CONTROL The front suspension mode (damping force) is automatically changed according to travel and load conditions to ensure a comfortable ride and improved stability.
The table below describes the damping characteristics, the purpose, and the change in damping rates under various operating conditions. DAMPING RATE
FUNCTION Determine whether truck is empty or loaded.
Anti-Roll
Anti-Dive
Anti-Lift
High Speed Stability
PURPOSE
OPERATING CONDITIONS
EMPTY Soft
Med.
LOADED Hard
Soft
Med.
Hard
Set damping force Monitor front suspension as determined by internal pressure and load in body. compare to standard value. Provides stiffer suspension to prevent chassis from rolling when turning at high speed.
Detects truck speed and steering angle; switches damping rate according to certain conditions. (See Figure 27-2.) Applicable when truck is loaded only.
Prevent nose-dive Increase damping force during braking. when brakes are applied.
Prevents front of truck from lifting when load is dumped.
Improves stability when traveling at high speed.
Increase damping force when hoist control valve is in any position other than FLOAT.
When turning
Brake OFF
Brake ON
FLOAT
Other than FLOAT
Brake ON
Brake OFF
FLOAT
Other than FLOAT
Detects truck speed and selects damping force when truck is loaded. Mode is switched when truck speed reaches 50 Km/h (31 MPH).
FIGURE 27-2. STEERING/TRUCK SPEED
D27-4
Automatic Suspension System
D27001
SUSPENSION CONTROLLER FAULT CODE LOGIC DESCRIPTION d011:RIGHT FRONT SUSPENSION PRESSURE SENSOR FAILURE
d012:LEFT FRONT SUSPENSION PRESSURE SENSOR FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Right front suspension pressure sensor output signal is 1 volt or less and sensor output remains 1 volt or less for more than 5 seconds
Left front suspension pressure sensor output signal is 1 volt or less and sensor output remains 1 volt or less for more than 5 seconds
OR
OR
Right front suspension pressure sensor output signal is 4.7 volts or more and sensor output remains 4.7 volts or more for more than 5 minutes.
Left front suspension pressure sensor output signal is 4.7 volts or more and sensor output remains 4.7 volts or more for more than 5 minutes.
Operation When Fault is Detected:
Operation When Fault is Detected:
System remains in MEDIUM mode.
System remains in MEDIUM mode.
Fault Recovery Logic:
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
The following conditions must be present to allow recovery when truck is restarted:
The following conditions must be present to allow recovery when truck is restarted:
Right front suspension pressure sensor output must be greater than 1 volt and less than 4.7 volts
Left front suspension pressure sensor output must be greater than 1 volt and less than 4.7 volts
AND
AND
Conditions exist for 5 seconds.
D27001
Conditions exist for 5 seconds.
Automatic Suspension System
D27-5
d015:TRANSMISSION SPEED SIGNAL LOST
d016:STEERING SPEED SIGNAL LOST
Fault Detecting Logic:
No steering speed signal is present for 10 minutes
Fault Detecting Logic:
Protection circuit detects an open circuit and no speed signal is present
AND Truck speed is 6.2 MPH or more
AND
OR
Conditions remain for 0.5 seconds.
Steering speed is 16π rad/second or more for 10 seconds. Operation When Fault is Detected: System remains in MEDIUM mode.
Operation When Fault is Detected: System remains in MEDIUM mode.
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: Protection circuit does not detect an open circuit and no speed signal is present AND
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: Steering speed signal is present and steering speed is less than 16π rad/second
Conditions remain for 0.5 seconds.
AND Condition remains for 1 second.
D27-6
Automatic Suspension System
D27001
d021:SOLENOID OUTPUT 1 FAILURE
Operation When Fault is Detected: All solenoid outputs turned OFF.
Fault Detecting Logic:
Fault Recovery Logic:
Protection circuit detects short to ground. OR Protection circuit detects hot short and condition remains for 1 second.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted:
AND Solenoid 1 command: OFF
Solenoid 2 command: OFF, protection circuit does not detect hot short AND
Operation When Fault is Detected:
Conditions remain for 1 second.
All solenoid outputs turned OFF.
AND Protection circuit does not detect short to ground
Fault Recovery Logic: Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. The following conditions must be present to allow recovery when truck is restarted: Solenoid 1 command: OFF, protection circuit does not detect hot short AND
d023:SOLENOID OUTPUT 3 FAILURE Fault Detecting Logic: Protection circuit detects short to ground. OR Protection circuit detects hot short and condition remains for 1 second.
Conditions remain for 1 second.
AND
AND
Solenoid 3 command: OFF
Protection circuit does not detect short to ground
Operation When Fault is Detected: All solenoid outputs turned OFF.
Fault Recovery Logic:
d022:SOLENOID OUTPUT 2 FAILURE Fault Detecting Logic:
The following conditions must be present to allow recovery when truck is restarted:
Protection circuit detects short to ground. OR Protection circuit detects hot short and condition remains for 1 second. AND
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
Solenoid 3 command: OFF, protection circuit does not detect hot short AND Conditions remain for 1 second. AND
Solenoid 2 command: OFF
Protection circuit does not detect short to ground
D27001
Automatic Suspension System
D27-7
SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING
SP-1: Fault Code d011: Faulty Pressure Sensor (Right) displayed. • Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27-8
Automatic Suspension System
D27001
SP-2: Fault Code d012: Faulty Pressure Sensor (Right) displayed.
• Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27001
Automatic Suspension System
D27-9
SP-3: Fault Code d015: Faulty Truck Speed Sensor System Displayed
• Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27-10
Automatic Suspension System
D27001
SP-4: Fault Code d016: Fault in Steering Sensor System Displayed
• Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27001
Automatic Suspension System
D27-11
SP-5: Fault Code d021: Fault in Solenoid (1) System Displayed • Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27-12
Automatic Suspension System
D27001
SP-6: Fault Code d022: Fault in Solenoid (2) System Displayed
• Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27001
Automatic Suspension System
D27-13
SP-7: Fault Code d023: Fault in Solenoid (3) System Displayed
• Before troubleshooting, verify all related connectors are properly inserted • Always connect any disconnected connectors before going on to the next step.
D27-14
Automatic Suspension System
D27001
SUSPENSION CONTROLLER WIRING HARNESS CONNECTORS Figure 27-3 illustrates the Suspension Controller wiring harness connectors SSP1, SSP2A and SSP2B and the pins used. Note: The illustrations show the pin location on the face of the harness connectors, NOT the connector receptacle on the controller housing. The following tables list each pin, the applicable circuit function, circuit type, and circuit number.
ASC HARNESS CONNECTOR CIRCUITS CONNECTOR — SSP1 Pin No.
Function
Type
Circuit No. SNET +A
1
S-NET (+)
Analog input
2
Reserved
Analog input
3
Reserved
Analog output
4
Reserved
Analog output
5
Reserved
Analog output
6
Reserved
Analog output
7
Reserved
Analog output
8
Power Supply +24V
DC voltage input
81 50
9
Ground
Ground
10
Reserved
Digital output
11
Solenoid 3 (+)
Digital output
66C
12
S-NET (+)
Analog input
SNET +B
13
Sensor Power Supply +18V
DC voltage output
14
Reserved
Analog output
15
Reserved
Analog output
16
Reserved
Analog output
17
Solenoid Power Supply
DC voltage input
18
Reserved
DC voltage input
19
Ground
Ground
20
Solenoid 2 (+)
Digital output
66B
21
Solenoid 1 (+)
Digital output
66A
51P
81
FIGURE 27-3. CAB HARNESS CONNECTORS (Connector Face View)
D27001
Automatic Suspension System
D27-15
ASC HARNESS CONNECTOR CIRCUITS CONNECTOR — SSP2A Pin No.
Function
Type
1
Reserved
Digital input
2
Reserved
Digital input
3
Reserved
4
Reserved
Circuit No.
ASC HARNESS CONNECTOR CIRCUITS CONNECTOR — SSP2A Pin No.
Function
Type
Circuit No. 39FC
1
RF Suspension Pressure Signal
Analog input
Digital input
2
Reserved
Analog input
Digital input
3
Reserved
Analog input
Steering Signal
Pulse input
51SR
Transmission Output Shaft Speed Signal
Pulse input
32S3
6
Reserved
Digital output
7
Reserved
Digital output
8
Reserved
Digital output
9
LF Suspension Pressure Signal
Analog input
5
Reserved
Digital input
4
6
Reserved
Digital input
5
7
Reserved
Digital input
8
Reserved
Digital input
9
S-NET Ground
Ground
10
Reserved
DC voltage output
11
Reserved
Digital input
12
Reserved
Analog input
10
Reserved
Analog input
13
Reserved
Digital input
11
Reserved
Pulse input
14
Reserved
Digital input
12
Pulse Ground
Ground
15
Reserved
Digital input
13
Reserved
Pulse input
16
Reserved
Digital input
14
Reserved
Digital output
17
Rear Brake Signal
Digital input
52BS
15
Reserved
Digital output
18
Body Float Signal
Digital input
35B
16
Reserved
Digital output
19
Reserved
Analog input
20
Reserved
Analog input
D27-16
SNET0
Automatic Suspension System
39FD
30
D27001
SECTION D30 MESSAGE FOR OPERATION AND MAINTENANCE (MOM) INDEX
MOM — MESSAGE FOR OPERATION AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3 SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3 SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-4 Service Meters (SMR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-5 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6 Operator Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6 Maintenance Information (Screen Hierarchy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6 Display Able/Disable By Machine Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-8 Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-8 Display Able/Disable by Truck Model and Optional Equipment Status . . . . . . . . . . . . . . . . . D30-9 SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10 Realtime Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10 Machine Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10 Fault Condition Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10 Machine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-11 Parameter Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-11 WARNING MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-12 HARDWARE TROUBLESHOOTING AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-13 TROUBLESHOOTING THE MOM UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-13 PROBLEMS AND CORRECTIVE ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-14 Program Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-15 Warning & Communication Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-16 SELF-DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17 System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17
D30001
Message For Operation And Maintenance
D30-1
System Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17 Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17 Key Input Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-18 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19 Battery Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19 Replacement of Protective Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19 Back Light Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20 Setting Display OFF Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-21
D30-2
Message For Operation And Maintenance
D30001
MOM — MESSAGE FOR OPERATION AND MAINTENANCE INTRODUCTION Purpose The Message for Operation and Maintenance (MOM) unit, mounted in the Overhead Display Panel, displays data such as truck payload, system faults that occur on the truck, and information required for truck status check and trouble-shooting.
PIN No.
SYMBOL
TYPE
1
RDB
Input
2
NAME Receive Data (-)
Not Used
3
SG1
4
SDB
Signal Ground Output
Send Data (-)
5 6
Not Used
7 8
SYSTEM CONFIGURATION
9
Hardware The MOM unit (Figure 30-1) is connected to the Power-train Management Controller (PMC) through an RS-422 interface and transfers data to and from the truck. Table 1 lists the pins used on the RS422, 15 pin connector, the signal symbol, type, and name. This connector is located on the rear of the MOM display as shown in Figure 30-1.
RDA
10
FG1
11
SDA
Input
Receive Data (+)
Input
Send Data (+)
Frame Ground
12 13
Not Used
14 15
TABLE 1. RS422 CONNECTOR CIRCUITS
FIGURE 30-1. “MOM’ DISPLAY ASSEMBLY
D30001
Message For Operation And Maintenance
D30-3
SOFTWARE NOTE: The reading of the service meter displayed by MOM may be different from the reading of the service meter provided on the lower right corner of the electronic display panel since each counts up independently. For further information, see "Service Meters (SMR)."
The MOM unit has two basic functions; • Display operational information • Display maintenance information
The MOM unit is installed in the cab of the truck and its operation is controlled using the touch-sensitive panel of the display screen. When the key switch of the truck is turned on, the MOM unit is powered on, starts the MOM program, then displays the "i1 INITIAL MESSAGE" screen. (See Figure 30-2.) Usually, MOM displays a screen indicating whether the engine is ready to start. When the engine starts to run, MOM displays a screen indicating whether the truck is ready to operate. After the truck starts operating normally, MOM displays another information screen (such as a payload screen) according to the vehicle status. When a problem occurs, MOM displays a related error screen. To display information pertaining to the status of the vehicle for troubleshooting, you must call the PASSWORD screen by a hidden switch on MOM screen. When a correct password is entered, the MAINTENANCE INFORMATION MENU appears on-screen.
The PMC plays various roles besides communication with MOM. As MOM transfers data to and from controllers on the vehicle through the PMC, the response time of MOM is affected by the status of the PMC. Therefore, be sure to go to the next operation after receiving a response from MOM.
Never operate MOM while driving the vehicle. Be sure to stop the vehicle first before operating MOM. While the vehicle is running, only a person who is not driving the vehicle can operate MOM.
MOM menus are available to authorized service personnel only.
FIGURE 30-2.
D30-4
Message For Operation And Maintenance
D30001
Service Meters (SMR) The service meter (SMR) value located on the Electronic Display Panel is defined as a vehicle standard SMR value (in hours). Vehicle standard SMR value counts up only while the engine is running. The service meter located in the lower right corner of the Electronic Display Panel counts up only while the engine is running and is independent of the vehicle standard SMR value. MOM controls the vehicle standard SMR but does not control the service meter shown in the lower right corner of the Electronic Display Panel. The count value of the vehicle standard SMR in the Electronic Display Panel is sent to the other controllers (Komatsu engine controller if installed, transmission controller, suspension controller, PMC, etc.) connected to the vehicle network.
Each controller (except for the Electronic Display Panel) has its own SMR (controller-specific SMR) in addition to the vehicle standard SMR. The vehicle standard SMR vehicle standard SMR of Panel controller, but the counts up just when the counts up.
copies the value of the the Electronic Display controller-specific SMR vehicle standard SMR
The controller-specific SMR is mainly used to record how much time has elapsed since the controller was placed in service. For example, when a controller has been replaced on the truck, it will report only its own hours of operation since installation, not total truck hours.
The SMR value stored by the controllers except for the Electronic Display Panel is the value sent from the Electronic Display Panel as the vehicle standard SMR value.
D30001
Message For Operation And Maintenance
D30-5
FUNCTION
Maintenance Information (Screen Hierarchy)
Operator Information MOM provides the following six operator information screens: • • • • • •
i1 INITIAL MESSAGE i2 INITIAL CHECK1 i3 INITIAL CHECK2 i4 NORMAL RUN i6 WARNING MESSAGE i7 BACKLIGHT OFF
Note: For details of the above screens, see "MOM Screen Displays". Figure 30-3 illustrates the MOM display screens that appear when the operator turns the key switch on. The "i3" and "i4" screens are equipped with a switch to turn the backlight off. You can return to "i3" or "i4" screen by pressing anywhere on "i7" screen. The screen is selected automatically according to vehicle status. When an error occurs, "i6" screen is displayed. When all errors are removed or all error indications on "i6" screen are deleted, the "i2," "i3," or "i4" screen is displayed according to the status of vehicle.
The tables on the following pages illustrate the screens available under the Service Menu (Table 2.) and Parameter Set Menu (Table 3.). The availabilty of the screens depends on the vehicle status (vehicle state). (Refer to Display Able/disable By Machine Status.) The following notes on the charts indicate the screens available according to vehicle status: 1 Available when vehicle status is "KEY ON" but not available when vehicle status is "ENGINE ON" and " RUNNING." 2 Available when vehicle status is "KEY ON" and "ENGINE ON" but not available when vehicle status is "RUNNING." 3 Available when vehicle status is "KEY ON," "ENGINE ON" and "RUNNING." For example, when the engine is started while "s2221 L/C ON/OFF COUNT" screen is displayed after the ignition key is turned on, vehicle status changes to "ENGINE ON." MOM will then exit the current screen when the vehicle status changes and display a higher level screen as shown in the example below: A higher level screen, closest to screen s2221 in the hierarchy is "s222 MACHINE TREND MENU (T/M)" (see Table 2.) but this screen is not available when the vehicle state changes to "ENGINE ON". The next higher level screen would be s22 TRANSMISSION MENU and would therefore be displayed next since this screen is available in the ENGINE ON state.
FIGURE 30-3. OPERATOR INFORMATION SCREENS
D30-6
Message For Operation And Maintenance
D30001
TABLE 2. MOM DISPLAY SCREENS — SERVICE MENU (s1) SERVICE MENU
3
(s2) COMPONENT CHECK MENU3 (s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU3 (s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS)3 (s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3 (s212) MACHINE TREND MENU (ENG.) (KOMATSU ONLY)1 (s2121) BLOW-BY PRESSURE HISTORY1
(KOMATSU ONLY)
(s2122-1/2) to (s2122-2/2) EXHAUST TEMP. HISTORY1
(KOMATSU ONLY)
(s2123-1/2) to (s2123-2/2) BOOST PRESSURE HISTORY1
(KOMATSU ONLY)
(s2124) ENG. OIL PRESSURE HISTORY 1 (s213) FAULT CONDITION MENU (ENG.)1 (s2131) FAULT CONDITION (ENG.) 1 (s22) TRANSMISSION
(KOMATSU ONLY) (KOMATSU ONLY) (KOMATSU ONLY)
MENU3
(s221-1/14) to (s221-14/14) REAL TIME MONITOR (T/M)3 (s222) MACHINE TREND MENU (T/M)1 (s2221) L/C ON/OFF COUNT1 (s222E) AB-USE COUNT1 (s223) FAULT CONDITION MENU (T/M)1 (s2231) FAULT CONDITION (T/M)1 (s23) BRAKE MENU3 (s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE)3 (s233) FAULT CONDITION MENU (BRAKE)1 (s2331) FAULT CONDITION (BRAKE)1 (s24) SUSPENSION MENU3 (s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS)3 (s242) FAULT CONDITION MENU (SUS)1 (s2421) FAULT CONDITION (SUS)1 (s25) PMC MENU
3
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC)3 (s252) FAULT CONDITION MENU (PMC)1 (s2521) FAULT CONDITION (PMC)1
(See Note *1 below)
(s26) ELECTRONIC DISPLAY PANEL MENU3 (s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL) (s262) FAULT CONDITION MENU (PANEL)1 (s2621) FAULT CONDITION (PANEL)1 (s27) PLM MENU3 (s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM)3 (s272) CALIBRATION DATA (PLM)1 (s28) TMS MENU3 (s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS)3 (s283) FAULT CONDITION MENU (TMS)1 (s2831) FAULT CONDITION (TMS)1 (s3) MACHINE INFORMATION MENU3 (s31) SYSTEM IDENTIFICATION3 (s32-1/3) to (s32-3/3) CONTROLLER INFORMATION3 (s33) OPTIONAL FUNCTION INFORMATION3 (S34) HISTORY OF USE3 NOTE: (*1) CUMMINS ENG. and FAULT CONDITION of PLM are indicated in (s2521) FAULT CONDITION (PMC).
D30001
Message For Operation And Maintenance
D30-7
TABLE 3. MOM DISPLAY SCREENS — PARAMETER SET MENU (2) PARAMETER SET MENU (t1) PARAMETER SET MENU2 (t2) TIME/DATE SET2 (t3) TRAVEL MODE MENU2 (t31) ENG.,T/M PATTERN SELECT1 (t32) SPEED LIMITER1 (t33) T/M MAX GEAR SELECT2 (t34) MAX GEAR SELECT (BODY UP)2 (t35) SUSPENSION MODE SET2 (t4) PARAMETER UNIT SET2 (t5) TMS SET MENU2 (t51) TIRE PRESSURE LIMIT SET2 (t52) TIRE TEMPERATURE LIMIT SET2 (t53) CORRELATION CONSTANTS SET2 (t54) TMS CLOCK SET2 (t55) ID CODE SET2
Display Able/Disable By Machine Status
Vehicle State
In some vehicle states, SERVICE MENU and PARAMETER SET MENU screens are not available. Screen names (switches) which are not available are displayed lightly on the menu screen. (The screens cannot be selected by pressing the screen names (switches)).
MOM supports the following vehicle states:
When the status of the vehicle changes and the screen which you are monitoring becomes unavailable, MOM exits the screen automatically and displays a higher but closest screen available in the hierarchy of the menu.
• KEY ON: The ignition key is turned on but engine is not started. • ENGINE ON: The engine is running but the truck is stationary. • RUNNING: The vehicle is running (the transmission gear is not in the NEUTRAL position or the speed of the truck is 2km/h or more.)
In Figure 30-3, the screen "i2," "i3," or "i4" is automatically selected and displayed according to the status of vehicle: The "i2 INITIAL CHECK1" screen is displayed when the ignition key is turned on but the engine is not running. The "i3 INITIAL CHECK2" screen is displayed when the engine is running and vehicle is not running. The "i4 NORMAL RUN" screen is displayed when vehicle is running. This rule is applied also when one of the "i2," "i3," and "i4" screens is called from (i6) or (i7) screen. However, once "i4" screen is displayed after the ignition key is turned on, "i4" screen remains until the ignition key is turned off even if truck stops and keeps engine running. Similarly, "i2" screen will not be displayed after the engine has started because to stop the engine is equal to to turning the ignition key off.
D30-8
Message For Operation And Maintenance
D30001
Display Able/Disable by Optional Equipment Status
Truck
Model
and TABLE 4. SCREEN AVAILABILITY
Screen names (switches) which are not available (by model and option setting) are displayed lightly on a menu screen and cannot be selected. The truck model MOM is installed on, and whether or not optional equipment is installed is set by two rotary switches in the T/M controller and sixteen DIP switches in the PMC. Table 4. lists screens available when the corresponding controller is installed on the truck.
SCREENS
SCREEN DISPLAY CONDITIONS
(i1),(i2),(i3),(i4),(i6) (i7),(i8),(i9) (s1),(s2) (s3) (s21) (s22) (s221-1/14) to (s221-14/14) (s222),(s2221),(s222E) (s223),(s2231) (s25),(s251-1/9) to (s251-9/9) (s252),(s2521) (s26),(s261-1/5) to (s261-5/5) (s262),(s2621)
Always available on trucks equipped with Powertrain Management Controller. (PMC) (Independently of the model and option settings).
(s31) (s32-1/3),(s32-2/3),(s32-3/3) (s33),(s34) (t1),(t2) (t3),(t33),(t34) (t4) (s211-1/10) to (s211-10/10)
Available only when the CUMMINS engine controller is used
(s211-1/9) to (s211-9/9) Available only when the (s212),(s2121),(s2122),(s2123), KOMATSU engine controller is (s2124) used (s213),(s2131)
D30001
(s23),(s231-1/3) to (s231-3/ 3)(s233),(s2331)
Available only when the RCM is used
(s24),(s241-1/4) to (s241-4/ 4)(s242),(s2421)
Available when the suspension controller is selected
(s27),(s271-1/2),(s271-2/2) s272)
DIP switch SW1-3 of the PMC (PLM2 setting) ON: Screen available OFF: Screen not available
(s28),(s281-1/5) to (s281-5/5) (s283),(s2831)
DIP switch SW1-7 of the PMC (Tire management system setting) ON: Screen available OFF: Screen not available
(t31)
Available only when the KOMATSU engine controller is used
(t32)
DIP switch SW2-4 of the PMC (Maximum speed limit setting) ON: Screen available OFF: Screen not available
(t35)
Available only when the Suspension controller is used
(t5),(t51),(t52),(t53),(t54) (t55)
(Tire management system setting) ON: Screen available OFF: Screen not available
Message For Operation And Maintenance
D30-9
SCREEN DATA
Machine Trend Data
Realtime Data Realtime data is the current input and output data values of each controller on the truck. Realtime data is updated every 0.2 second. The realtime data of each controller is displayed on the realtime monitor screen of each controller. Each realtime monitor screen has several pages. Its number varies in accordance with the number of data items available to the controller. You can scroll up or down the screen by the FWD or REV switches on the realtime monitor screen to call a desired page. It may take a few seconds before data appears on the selected page because MOM switches data sent from the PMC each time screen pages are changed. Be sure to change screen pages after data appears on the current selected page. Real time data information available and the applicable screens are listed in Table 5.
Machine trend data is the data collected and recorded continuously for predicting trends (e.g. data which is displayed graphically or a count of specified events). MOM supports the following trend data screens: TABLE 6. TREND DATA INFORMATION DATA ITEM
Engine-related items
SCREENS s211-1/10 to 10/10 (CUMMINS) s211-1/9 to 9/9 (KOMATSU)
Transmission-related items
s221-1/14 to 14/14
Brake-related items
s231-1/3 to 3/3
Suspension-related items
s241-1/4 to 4/4
PMC-related items
s251-1/9 to 9/9
Electronic display panel related items
s261-1/5 to 5/5
PLM-related items
s271-1/2 to 2/2
TMS-related items
s281-1/5 to 5/5
Transmission Related Items
CONTENTS
s2121 BLOW-BY PRESS. HISTORY (KOMATSU ENG ONLY)
Blow-by pressure graph
s2122-1/2 to 2/2 EXHAUST TEMP. HISTORY (KOMATSU ENG ONLY)
Exhaust temperature graph
Engine Related s2123-1/2 to 2/2 Items BOOST PRESS. HISTORY (KOMATSU ENG ONLY)
TABLE 5. REAL TIME DATA INFORMATION DATA
SCREENS
Boost pressure graph
s2124 ENG. OIL PRESS. HISTORY (KOMATSU ENG ONLY)
Engine oil pressure graph
s2221 L/C ON/OFF COUNT
Number of lock up clutch operations
s222E AB-USE COUNT
Number of abnormal operations
Fault Condition Data Fault condition data is the record of errors which have occurred. MOM supports the following fault condition screens: TABLE 7. FAULT CONDITION DATA DATA ITEM
D30-10
SCREENS
Engine-related items
s2131 FAULT CONDITION
Transmission-related items
s2231 FAULT CONDITION
Brake-related items
s2331 FAULT CONDITION
Suspension-related items
s2421 FAULT CONDITION
PMC, Cummins Engine, PLMrelated items
s2521 FAULT CONDITION
Electronic display panel related items
s2621 FAULT CONDITION
TMS-related items
s2831 FAULT CONDITION
Message For Operation And Maintenance
D30001
Machine Information
Parameter Set
"Machine information" contains information about controllers and options installed on the truck and data about time at which a parameter setting was changed on the parameter set menu.
A parameter set screen allows you to change data of parameters of each controller on the vehicle.
MOM supports the following machine information screens:
A "unit change" function for MOM is also provided on the parameter set menu. MOM supports the following parameter set screens: TABLE 9. PARAMETER INFORMATION
TABLE 8. MACHINE INFORMATION DATA ITEM s31 s32-1/3 to 3/3 s33 s34
D30001
DATA ITEM
SCREENS
SCREENS
t2
TIME/DATE SET
MOM time/date setting
t31
ENG.,T/M PATTERN SELECT
Setting of engine-transmission matching pattern
t32
SPEED LIMITTER
Setting of maximum vehicle speed
SYSTEM IDENTIFICATION
Controller configuration
CONTROLLER INFORMATION
Controller information
OPTIONAL FUNCTION INFORMATION
Setting of optional functions
t33
HISTORY OF USE
History of parameter setting change
T/M MAX GEAR SELECT
Setting of maximum transmission gear
t34
MAX GEAR SELECT (BODY UP)
Setting of maximum transmission gear (Body up)
t35
SUSPENSION MODE SET
Suspension mode setting
t51
TIRE PRESSURE LIMIT SET
Setting of tire pressure limit
t52
TIRE TEMPERATURE LIMIT SET
Setting of tire temperature limit
t53
CORRELATION CONSTANTS SET
Correlation constant setting
t54
TMS CLOCK SET
TMS clock setting
t55
D CODE SET
TMS ID code setting
Message For Operation And Maintenance
D30-11
WARNING MESSAGE When any fault occurs, the "i6 WARNING MESSAGE" screen (Figure 30-4) is displayed (even when the other screen is displayed). This screen shows the error code, error message, action code, and repairing action of each error that occurred. ERROR CODE: • 4-digit alphanumeric code starting with an alphabetic character. ERROR MESSAGE:
Each of these screens shows information of up to two errors. You can scroll up or down the screen by the FWD or REV switch on the screen to display the other page. When an error is repaired, its information is deleted from the screen automatically. To clear the message of an error, press "No.(CLR)" field (CLR switch) of the error message. The deleted error message will appear again if the error occurs again after recovery or if the error remains when the ignition key is turned off and on again. Serial numbers (in ascending order starting at 1) are assigned to errors in the order of occurrence.
• Description of the error ACTION CODE: • 1 to 7 representing the type of repairing actions ACTION: • Message to operator for repair of fault Possible Action Messsages:
When all errors are removed (when all errors are recovered or when CLR switch of every error message is pressed), the screen changes as follows according to the current vehicle status: "i2 INITIAL CHECK1": when ignition key is turned on ("KEY ON") but engine is not running. "i3 INITIAL CHECK2": when engine is running ("ENGINE ON") but vehicle is not moving.
1 GO TO SHOP AFTER WORK 2 GO TO SHOP RIGHT NOW 3 REDUCE ENGINE/MACHINE SPEED 4 STOP SAFELY/SHUT OFF ENGINE
"i4 NORMAL RUNNING" when vehicle is running or when engine is running ("ENGINE ON") but vehicle is not moving after displaying "i4" screen.
5 WAIT WITH ENGINE LOW IDLE 6 START ENGINE/KEEP LOW IDLE 7 KEEP BODY SEATED Never operate MOM while driving. Be sure to stop the truck before clearing the error messages.
FIGURE 30-4. WARNING MESSAGE SCREEN
D30-12
Message For Operation And Maintenance
D30001
HARDWARE TROUBLESHOOTING AND MAINTENANCE TROUBLESHOOTING THE MOM UNIT Table 10. (below) lists possible problems, causes and suggested corrective action for repairing problems which may occur in the Message For Operation and Maintenance (MOM) system.
• The following precautions must be observed when operating and/or repairing the MOM display panel and associated equipment:
Details for correcting the problems are listed on the following pages.
• Use only finger pressure to operate the switches on the MOM display panel. Never use a mechanical device (pencil, screwdriver etc.) to depress a switch — permanent screen damage may result! • The display panel surface is glass — do not use excessive pressure when operating switches. Avoid impact with heavy objects. • Do not use use organic solvents or strong acid solvents to clean the touch panel or body of the MOM unit. • Avoid unnecessary disassembly of the unit. • To prevent damage to the screen due to "image burn-in", change screens periodically if possible or use the "Light Off" function. (Refer to "Setting the Display OFF time".)
TABLE 10. CONDITION
POSSIBLE CAUSE Power wiring failure
1
2
3
4
D30001
No screen is displayed
System mode screen is displayed after power is applied
Communication unavailable
Error message is displayed
CORRECTIVE ACTION Check wiring
Power supply not within specified range
Check power supply voltage
Display Panel Inoperative
Replace MOM unit
No screen data is downloaded
Download screen data
Communication cable is not connected
Connect communication cable properly
Wrong communication cable is used
Repair or replace communication cable
Incorrect communication parameter
Adjust communication Parameter
Serial port communication port type set incorrectly
Set communication port correctly
Abnormal communication port
Check operation using self-diagnosis
Error occurs
Use code to determine nature of fault and correct accordingly (Refer to "Error Codes")
Message For Operation And Maintenance
D30-13
PROBLEMS AND CORRECTIVE ACTIONS Error Codes There are 3 types of errors which may occur in MOM while the system is operating; system error, program execution error or a warning and communication error. Details of these errors and suggested repair methods are described below. System Errors The system error is fatal. When a system error occurs, a buzzer sounds, an error message is displayed, and RAS output and parallel output are turned off. When this type error is found, notify Komatsu service personnel or Distributor.
1. Errors when starting system (when applying power). When MOM is powered-on, hardware is selfdiagnosed. When an error occurs, the details of the error are displayed on the screen (See Figure 30-5). a. Program area error; the sum check error of the system program area (PROM). b. Work area error; the abnormality of system work (SRAM). c. User data area error; the abnormality of screen data area (Flash memory or PROM). d. System setup area error; the abnormality of the system parameter setup area (SRAM). When this error occurs, return to system mode and then reset parameter. 2. Errors during operation When an error occurs, a message (in Japanese) and a 4 digit error code are displayed on the bottom line on the screen.
FIGURE 30-5. SYSTEM ERROR MESSAGES
D30-14
Message For Operation And Maintenance
D30001
Program Errors This type of error occurs when executing application and operation programs. When an error occurs, a message and 4 digit error code as shown in Figure 30-6 are displayed on the bottom line on the screen. However, some error codes may be displayed on the window by the error indicator through the system setup.
The application or operation program should be corrected by troubleshooting the error code.
FIGURE 30-6. APPLICATION & OPERATION PROGRAM ERRORS
D30001
Message For Operation And Maintenance
D30-15
Warning & Communication Errors An error can be displayed by integrating the error indicator when creating a screen. Indication of each is selective. Refer to Table 11. for a listing of possible error codes and suggested repair procedures.
If a warning & communication error occurs, however, the operation continues and the RAS output and parallel output are not turned OFF.
TABLE 11. WARNING AND COMMUNICATION ERRORS MESSAGE
ERROR CODE
Malfunctioning clock
—
Clock IC malfunctioning
Replace printed circuit board
Battery voltage drop
—
Battery voltage drop
Replace battery (when clock is used)
Serial communication Error
NOTES:
D30-16
DESCRIPTION
2000 - 2255
Destination errorDisplays destination error code on the last 3 digits (CH1)
2300 - 2555
Destination errorDisplays destination error code +300 on the last 3 digits (CH2)
2600 - 2855
Destination error Displays destination error code +600 on the last 3 digits (CH3)
CORRECTIVE ACTIONS
Take corrective actions as indicated by error code
2901
Parity error (CH1)
2902
Overrun error (CH1)
2903
Framing error (CH1)
2904
Receive data error (CH1)
Check receive data format
2905
Time out error (CH1)
Check the following items: • Communication cable • PLC station code • Time out set value • Condition of destination
2931
Parity error (CH2)
2932
Overrun error (CH2)
2933
Framing error (CH2)
2934
Receive data error (CH2)
2935
Time out error (CH2)
2961
Parity error (CH3)
2962
Overrun error (CH3)
2963
Framing error (CH3)
2964
Receive data error (CH3)
2965
Time out error (CH3)
Check connecting device for communication conditions
The same as CH1
The same as CH1
CH1 refers to RS-232C (CH1) CH2 refers to RS-232C (CN2 option) CH3 refers to RS-485
Message For Operation And Maintenance
D30001
SELF-DIAGNOSIS
System Information
MOM is provided with a self-diagnosis function to check fundamental functions of the hardware as follows.
1. Select "System Information" from the menu. 2. The following system information is displayed on the screen that appears:
Communication port check A loop back check is made using a special connector. (See Figure 30-8.)
Downloaded application version
Key input check An input check is made of the touch switch grid.
User data area type
System Check
The sum of ROM ROM version Type of communication set to each communication port
Communication Port Check
1. Select "System Check" Mode from the menu on the system mode screen. Figure 30-7 illustrates the system check menu that will be displayed in Japanese. English translations for applicable switch selection areas are shown.
1. Refer to Figure 30-8 and assemble a test connector for performing a loop-back test at the RS232C or RS485 port connector. a. RS-232C Port: 1.) Using the listed plug and shell (or equivalent), install a jumper between pins 2 and 3, and another between pins 4 and 5. b. RS-485 Port: 1.) Using the listed plug and shell (or equivalent), install a jumper between pins 1 and 3 and another between pins 2 and 4.
FIGURE 30-7. SYSTEM CHECK MENU
2. Press the appropriate switch to select "System Information", "Communication Port", or "Key Input" for testing. 3. Refer to the following topics to perform the test desired.
FIGURE 30-8. COMMUNICATION PORT LOOPBACK TEST
D30001
Message For Operation And Maintenance
D30-17
2. Select "Communication Port" from the menu. The screen shown in Figure 30-9 will appear.
Key Input Check 1. Select "Key Input" from the menu shown in Figure 30-7.
FIGURE 30-9. COMMUNICATION PORT CHECK SCREEN FIGURE 30-10. TOUCH SWITCH TEST 3. Touch the communication port displayed on the screen for checking the desired serial port. 4. Connect the test connector assembled in step 1. to the appropriate port connector. Touch "Start" according to the instructions on the screen. Note: Touching "RET" will return the screen to the previous menu.
2. The check screen (Figure 30-10) for the touch switches is displayed. 3. Pressing a switch on the touch area grid will indicate the pressed area in reverse video. Check all switches on the display. 4. Touching "End" will return the screen to the previous, menu screen.
5. When the check is finished, the result will be displayed on the screen. If the communication test fails, the MOM unit should be replaced. 6. Touching "(Verification)" returns the screen to the menu.
D30-18
Message For Operation And Maintenance
D30001
MAINTENANCE
Touch Panel Cleaning
Battery Replacement A coin-type lithium battery is used for backup of the clock and internal memory of MOM.
When the touch panel is dirty, use a soft cloth or cotton moistened with diluted neutral detergent or industrial alcohol to wipe off the dust.
Even if a low battery error has not occurred, the battery should be replaced every two years when the total time of the power OFF exceeds 2 years. Battery Specifications: Coin-type lithium battery (ER17330V) made by TOSHIBA corporation or equivalent. To Change the Battery:
• Never use thinner, organic solvent, ammonia or strong acid solvent. • Do not apply excessive force on the glass touch panel when cleaning. Excessive force may damage the panel.
Replacement of Protective Sheet To assure the memory contents are not lost when the battery is removed, apply power to the unit and charge the super capacitor for 5 minutes or more before changing the battery.
When the protective sheet over the touch panel becomes dirty or is damaged by scratches, remove the protective sheet and replace with a new one. The protective sheet is replaceable. Refer to the Parts Manual or contact the truck distributor for a replacement part.
1. Turn key switch off. 2. Disconnect harness from MOM and remove MOM from truck. 3. Remove cover on the back of MOM.
• Replacement battery specifications listed above.
must
meet
• Observe battery polarity during installation. Proper polarity must be maintained. • Do not allow battery terminals to contact metal components inside MOM unit. • Install new battery within 3 minutes after removing the old one. 4. Remove the old battery from the holder to replace with a new one (See battery specifications). Be careful not to drop battery into the casing. 5. Reinstall the cover.
D30001
Message For Operation And Maintenance
D30-19
Back Light Replacement If the LCD display is dark and the contrast adjustment is not effective, the back light may require replacement. To Change Back Light: 1. Turn key switch off. 2. Disconnect harness from MOM. Remove MOM from truck. Verify the power to MOM is OFF.
Do not attempt to change the back light before removing the display unit from the truck. High voltage (approximately 800 volts) may be present. Use caution when case is opened. Static electricity can damage internal components.
FIGURE 30-11. OPENING CASE
3. Remove 4 screws (Figure 30-11) from back panel of case. 4. Open the case as shown in Figure 30-12 and place both halves on a clean, flat surface. 5. Remove the back light connector (3). NOTE: DO NOT CONNECTORS.
REMOVE
ANY
OTHER
6. Lift the back light module while pushing on the cover (2) in the direction of the arrow. Pull the module out of the case. 7. Install the new module; be certain the the white display sheet is between the back light plate and the flourescent tube. 8. Install the back light module cover (2). When installing, tilt the top of the cover (toward the arrow) and push into place. 9. Connect the back light connector (3). 10. Close the case halves, being careful not to pinch the connnector cables in the case. 11. Install case retaining screws (Figure 30-11). 12. Attach all wiring harness connectors and reinstall the MOM unit in the overhead display area.
FIGURE 30-12. BACK LIGHT REPLACEMENT
D30-20
Message For Operation And Maintenance
D30001
Setting Display OFF Time The display and backlight are turned OFF automatically if a screen input switch is not depressed for a certain period of time.
3. Select "Display Control" from the System Setup menu as shown in Figure 30-14.
Follow the instructions below to set the amount of time desired before the display turns off: 1. Press the switches (see Figure 30-13) on the left top and lower right corners of the display simultaneously. The system mode menu screen will be displayed in 2 to 3 seconds.
FIGURE 30-14. SYSTEM SETUP MENU
4. Use the up or down arrows (Figure 30-15) to set the desired time on the displayed setup screen. The setting can be up to a maximum 60 minutes, in one minute increments. If the "0" switch is selected, the display will remain on continuously.
FIGURE 30-13. SYSTEM MODE SCREEN SELECTION
2. Select "System Setup" from the menu to display the System Setup menu.
FIGURE 30-15. TIME SET SCREEN
5. After the time setting is complete, press the "End" switch to complete the procedure.
D30001
Message For Operation And Maintenance
D30-21
NOTES
D30-22
Message For Operation And Maintenance
D30001
SECTION D31 MOM SCREEN DISPLAYS INDEX
MOM SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3 i1 INITIAL MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3 i2 INITIAL CHECK1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3 i3 INITIAL CHECK2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3 i4 NORMAL RUNNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-4 i7 BACKLIGHT OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-5 To Access a Maintenance Information Screen: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-6 i9 MENU SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-7 s1 SERVICE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-8 s2 COMPONENT CHECK MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-8 s21 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-9 s212 MACHINE TREND MENU (ENG.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10 s213 FAULT CONDITION MENU (ENG.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10 s2131 FAULT CONDITION (ENG.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-11 s22 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12 s222 MACHINE TREND MENU (T/M) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-13 s2221 L/C ON/OFF COUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-13 s222E AB-USE COUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-14 s223 FAULT CONDITION MENU (T/M) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-15 S2231 FAULT CONDITION (T/M) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-15 s23 BRAKE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-16 s231-1/4 to s231-4/4 REAL TIME MONITOR (BRAKE) . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-16 s233 FAULT CONDITION MENU (BRAKE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-17 s2331 FAULT CONDITION (BRAKE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-17 s24 SUSPENSION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-18 s241-1/4 to s241-4/4 REAL TIME MONITOR (SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . D31-18 s242 FAULT CONDITION MENU (SUS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-19 s2421 FAULT CONDITION (SUS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-19 s25 PMC MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-20 s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-20 s252 FAULT CONDITION MENU (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-21 s2521 FAULT CONDITION (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-21 s26 ELECTRONIC DISPLAY PANEL MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-22 s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel) . . . . . . . . . . . . . . D31-22 s262 FAULT CONDITION MENU (ELE. DISPLAY PANEL) . . . . . . . . . . . . . . . . . . . . . . . . D31-23
D31001
MOM Screen Displays
D31-1
s2621 FAULT CONDITION (ELE. DISPLAY PANEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-23 s27 PLM MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-24 s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-24 s272 CALIBRATION DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-25 s28 TMS MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-25 s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-26 s283 FAULT CONDITION MENU (TMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-26 s2831 FAULT CONDITION (TMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-27 s3 MACHINE INFORMATION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-27 s32-1/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-29 SELECTOR SWITCH STATUS of the PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-29 s32-2/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-30 s32-3/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-31 s33 OPTIONAL FUNCTION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-31 s34 HISTORY OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-32 t1 PARAMETER SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-33 t2 TIME/DATE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-33 t3 TRAVEL MODE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-34 t31 ENG., T/M PATTERN SELECT (Komatsu Engine Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-34 t32 SPEED LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-35 t33 T/M MAX GEAR SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-35 t34 T/M MAX GEAR SELECT (BODY UP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-36 t35 SUSPENSION MODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-36 t4 PARAMETER UNIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-37 t5 TMS SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-37 t51 TIRE PRESSURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-38 t52 TIRE TEMPERATURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-39 t53 CORRELATION CONSTANTS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-40 t54 TMS CLOCK SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-41 t55 ID CODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-42
D31-2
MOM Screen Displays
D31001
MOM SCREEN DISPLAYS i1 INITIAL MESSAGE
i2 INITIAL CHECK1
After the MOM system is powered on, the “NOW STARTING UP” message (in Japanese) appears, then “i1 INITIAL MESSAGE” screen, Figure 31-1. appears. This initial message screen shows a screen number, title, and the version of the MOM program.
This screen shows whether the engine is ready to be started. When the engine is ready, “ENGINE START OK” is displayed. When something must be done before the engine is started, “ENGINE START WAIT” is displayed together with an item to be done before the engine is started. Such items are as follows: • “PARKING BRAKE” appears on-screen when the parking brake remains released. • “T/M SHIFT LEVER” appears on-screen when the shift lever is not in the neutral position.
The engine can be started even if “PARKING BRAKE” is indicated for emergency use. If the shift lever is not in NEUTRAL position, it must be moved to NEUTRAL before the engine can be started.
FIGURE 31-1.
This initial message screen is displayed for three seconds, then “i2 INITIAL CHECK1”, Figure 31-2. appears automatically.
When the engine is started, this screen automatically changes to “i3 INITIAL CHECK2”, (Figure 31-3) screen. If any controller detects a fault while the “i2” screen is displayed, “i6 WARNING MESSAGE” screen appears automatically.
i3 INITIAL CHECK2 This screen shows whether the vehicle is ready to go. When the vehicle is ready, “DEPARTURE OK” is displayed. When departure is not acceptable, “DEPARTURE WAIT” is displayed (Figure 31-3) together with the reason why departure is not acceptable. The fault must be corrected before the truck can be operated. FIGURE 31-2.
The screen displayed after this initial message screen varies according to the current vehicle status. For details, see “Display able/disable by machine status.” If any controller detects a fault when the ignition key is turned on, this initial message screen changes to “i6 WARNING MESSAGE” screen automatically.
FIGURE 31-3.
D31001
MOM Screen Displays
D31-3
Items that may appear are as follows:
i4 NORMAL RUNNING
“STRG. PRESSURE TOO LOW” appears on-screen when the steering oil pressure is lower than the preset level.
This screen (Figure 31-4) shows the current time, the current payload, the total payload, and the total number of cycles.
“ENG. DERATE ON” appears on-screen when engine power is derated. Note: For “ENG. DERATE ON” conditions, see “i4 NORMAL RUNNING.”
The truck is able to depart even if “STRG. PRESSURE TOO LOW” or “ENG. DERATE ON” is indicated for emergency use. When the engine is started, i2 is changed to initial check (i3) automatically. When the LIGHT OFF switch is pressed, this “i3” screen turns into “i7 BACKLIGHT OFF” screen.
When MOM detects the vehicle is running, this screen turns into “i4 NORMAL RUNNING“ screen automatically. For details of whether vehicle is running, see “Display able/disable by machine status.” If any controller detects a fault while the “i3” screen is displayed, “i6 WARNING MESSAGE” screen appears automatically.
FIGURE 31-4. This “i4” screen (once displayed) does not change into “i3 INITIAL CHECK2” screen until the ignition key is turned off even when the vehicle stops. Use “t2 TIME/DATE SET” screen to set the time and whether time is displayed or not. “PAYLOAD,” “TOTAL PAYLOAD,” and “TOTAL CYCLE” are displayed on-screen only when the PLMII is installed on the truck. Change the units of “PAYLOAD” and “TOTAL PAYLOAD” using the “t4 UNIT SET” screen. The STRG indicator lights when the “i4” screen is changed from “i3 INITIAL CHECK2” screen while the steering oil pressure (in “i3” screen) is too low and remains until the steering oil pressure exceeds the preset level and enters the normal pressure range. When the steering oil pressure which exceeded the preset level drops below the preset level again, “i4” screen turns into “i6 WARNING MESSAGE” screen. The DERATE indicator lights when the derating conditions are satisfied (when engine power is derated) and goes off when the derating conditions are removed. Derating conditions: When detecting a fault in the engine system listed in Table 1, the Centry engine controller reduces the output torque of the engine to protect the engine. This status is called “ENGINE DERATE ON.” As the derating condition is satisfied, “i6” screen is displayed automatically, the DERATE indicator on “i4” screen lights
D31-4
MOM Screen Displays
D31001
No.
ENG. CONDITION
CENSE ERROR CODE
1
High exhaust temperature
641 to 648, 651 to 658
2
Low cylinder power
624 to 628, 631 to 638
3
High blowby
555
4
Low oil pressure
143
5
High coolant temperature
151
6
Low coolant pressure
233
7
High oil temperature
214
8
Low coolant level
235
TABLE 1: ENGINE DERATING CONDITIONS
• The value in the PAYLOAD field remains unchanged even when another load is added to vehicle after loading is completed and before the load is dumped. • If any data field remains blanked, first dump the load, start loading again, then dump the load again after loading is completed. For additional information on the PLM, refer to Section “M”. If the PLM is defective, data sent from the PLM may possibly be abnormal and the related data field will be left blanked. When you press the LIGHT OFF switch, “i4” screen turns into “i7 BACKLIGHT OFF” screen.
only when “i4” screen is displayed after the fault messages on “i6” screen are deleted. “PAYLOAD,” “TOTAL PAYLOAD,” and “TOTAL CYCLE” data are all sent from the payload meter (PLM). After the ignition key is turned on, “PAYLOAD,” “TOTAL PAYLOAD,” and “TOTAL CYCLE” fields on “i4” screen are left blanked until the PLM sends data to MOM.
The PLM sends “PAYLOAD,” “TOTAL PAYLOAD,” and “TOTAL CYCLE” data at the following time: PAYLOAD data: The PLM sends payload data continuously to MOM during loading and stops sending payload data when loading is completed or when the load is dumped. TOTAL PAYLOAD and TOTAL CYCLE data: The PLM sends this data to MOM when the load is dumped completely.
i7 BACKLIGHT OFF When the BACKLIGHT OFF switch is pressed, nothing is visible on the screen (as when power to the MOM is shut off). This function is intended for night use when reduced illumination is required.
1. Press anywhere on the screen. a. “i2 INITIAL CHECK1” screen appears when ignition key is turned on (”KEY ON”) but engine is not running; b. “i3 INITIAL CHECK2” screen appears when engine is running (”ENGINE ON”) but vehicle is not running; or “i4 NORMAL RUNNING” is displayed when vehicle is running or when “4” screen is already displayed after vehicle is running (even when engine is running (“ENGINE ON”) but vehicle is not moving)
Therefore, • If the ignition key is turned off with the vehicle loaded and the ignition key is turned on again, “PAYLOAD,” “TOTAL PAYLOAD,” and “TOTAL CYCLE” fields are left blanked in “i4” screen. When the load is dumped, the PAYLOAD and TOTAL PAYLOAD values are displayed. The “PAYLOAD” field shows a value when loading starts.
D31001
When any controller detects a fault while this screen is displayed, this screen automatically turns into “i6 WARNING MESSAGE” screen with back light on.
MOM Screen Displays
D31-5
To Access a Maintenance Information Screen: The “i2 INITIAL CHECK1,” “i3 INITIAL CHECK2” and “i4 NORMAL RUNNING” screens respectively have two hidden switches. To call a maintenance information screen, you must first call “i8 PASSWORD INPUT” screen by pressing the two hidden switches on the “i2,” “i3,” or “i4” screen at the same time.
The two hidden switches are located as shown in Figure 31-5. • When you enter a correct password in “i8 PASSWORD INPUT” screen, you can go to the maintenance information screen i8 PASSWORD INPUT (See Figure 31-6) • Enter a correct 4-digit password and press the ENT switch. The “i8 PASSWORD INPUT” screen changes to “i9 MENU SELECT” screen. Use the keys 1 to 9 of the 10-key pad on the screen to enter a password. MOM supports five default passwords; 0000, 1111, 2222, 3333, and 4444.
You can set a desired password. To change the password, follow the steps below: 1. Press the box switch placed to the left of “CHANGE PASSWORD.” The box lamp lights and “OLD PASSWORD INPUT” is displayed.
FIGURE 31-6. PASSWORD ENTRY SCREEN 2. Enter the old password which you want to change (using the 10-key pad) and press the ENT switch. When the entered password is valid, “NEW PASSWORD INPUT” is displayed. 3. Enter a new password which you want to use from now on (using the 10-key pad) and press the ENT switch. “ONCE MORE” is displayed for reconfirmation. 4. Enter the new password again. If this password agrees to that entered in step 3, the new password is registered. If the entered password does not agree with the password entered the first time, (step 3), “ERROR” is displayed. Enter a correct password again. 5. To quit, press the box switch (located to the left of “CHANGE PASSWORD.”)
When you press the RET switch, an operator information screen “i2,” “i3” or “i4” is called back. This screen is selected according to the status of vehicle as shown below. • “i2 INITIAL CHECK1” when ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is moving or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
FIGURE 31-5. HIDDEN SWITCH LOCATION
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. Note: Only authorized personnel can change the “i8 PASSWORD INPUT” screen.
D31-6
MOM Screen Displays
D31001
i9 MENU SELECT MOM supports two maintenance information menus (see Figure 31-7):
See “Display Able/Disable by Model and Optional Equipment Status.”
When you select “s1 SERVICE MENU,” the “s1 SERVICE MENU” appears.
• (1) SERVICE MENU • (2) PARAMETER SET MENU
When you select “t1 PARAMETER SET MENU,” “t1 PARAMETER SET MENU” appears. The “t1” menu is not available while the vehicle is running. When the RET switch is pressed, “i9 MENU SELECT” screen changes to: • “i2 INITIAL CHECK1” when ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is moving or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. FIGURE 31-7. The SERVICE MENU screen is used to obtain information of each component on the truck (engine, transmission, brake, suspension, power-train management controller, electronic display panel, payload meter, tire management system, etc.) and information on the whole vehicle.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
Information for each component is provided on reference screens such as “REAL TIME MONITOR,” “MACHINE TREND,” and “FAULT CONDITION” and a “MACHINE CHECK” screen for checking vehicle hardware. NOTE: Refer to D34001, “Real Time Data Tables” for the information available on each of the Real Time Data screens for all the controllers (including optional controllers) in the PMC system
The “PARAMETER SET MENU” screen is used to change parameters.
For hierarchy (tree structure) of maintenance information screens, see “MOM - Message for Operation and Maintenance”, Tables 2. and 3.
The menu hierarchy varies according to model types, component types (Komatsu engine or CUMMINS engine) and setting of optional equipment (PLM, TMS, etc.).
D31001
MOM Screen Displays
D31-7
s1 SERVICE MENU
s2 COMPONENT CHECK MENU
When you select “s2 COMPONENT CHECK MENU”, from the s1 SERVICE MENU screen (Figure 31-8), “s2 COMPONENT CHECK MENU” appears.
When the switch box at the left side of the menu title “s2 component check menu” is pressed, the menu screen in Figure 31-9 appears.
FIGURE 31-8. SERVICE MENU SCREEN
When you select “s3 MACHINE INFORMATION MENU”, “s3 MACHINE INFORMATION MENU” appears. When the BACK switch is pressed, this screen turns into “i9 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is moving or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
FIGURE 31-9. COMPONENT CHECK MENU
When the BACK switch is pressed, this screen returns to “s1 SERVICE MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is moving or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. The switch boxes of components which are not available according to the setting of the rotary switch of the transmission controller and DIP switches of the PMC are displayed light and not selectable. See “Display Able/Disable by Model and Optional Equipment Status.”
D31-8
MOM Screen Displays
D31001
s21 ENGINE
s211-1/10 to s211-10/10 REAL TIME MONITOR (ENG.) (for CUMMINS engine)
s21 CUMMINS ENG. MENU (for the CUMMINS engine) s21 KOMATSU ENG. MENU (for the KOMATSU engine)
s211-1/9 to s211-9/9 REAL TIME MONITOR (ENG.) (for KOMATSU engine) The screen in Figure 31-11 shows real time data for the engine. For details of real time data displayed on this screen, refer to Real time Data Tables.
FIGURE 31-10.
FIGURE 31-11.
When the switch box at the left side of the menu title “s21 ENGINE” is pressed, the selected menu screen, Figure 31-10, appears. When the BACK switch is pressed, this screen turns into “s2 COMPONENT CHECK MENU” screen. When the RET switch is pressed, this screen changes to:
Units of data can be changed by “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen.
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
> REV: Calls the preceding real time data screen.
• “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not moving.
> HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
• “i4 NORMAL RUNNING” when vehicle is moving or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. Note: When the Cummins engine is used, “s212 MACHINE TREND MENU” and “s213 FAULT CONDITION MENU” screens are not available and their switch boxes are light. See, “Display Able/Disable by Model and Optional Equipment Status.”
When the BACK switch is pressed, this screen returns to “s21 KOMATSU ENG. MENU” or “s21 CUMMINS ENG. MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
D31001
MOM Screen Displays
D31-9
s212 MACHINE TREND MENU (ENG.)
s213 FAULT CONDITION MENU (ENG.)
Note: This screen is selectable only when the KOMATSU engine controller is mounted on vehicle.
Note: This screen is selectable only when the KOMATSU engine controller is mounted on vehicle.
See “Display Able/Disable by Model and Optional Equipment Status.”
See “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 31-12.
FIGURE 31-13.
This screen (Figure 31-12) is used to select an engine trend menu.
This screen (Figure 31-13) is used to select an engine fault condition menu.
When you select a menu and press its switch box, the selected menu screen appears.
When you select a menu and press its switch box, the selected menu screen appears.
The SELECT switch placed after a menu title (“s2122 EXHAUST TEMP” and “s2123 BOOST PRESS.”) is used to select R (for right) or L (for left) data. “R” and “L” change alternately each time the SELECT switch is pressed.
When you press the CLEAR switch placed after a menu title (“s2131 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all engine fault data.
When the BACK switch is pressed, this screen returns to “s21 KOMATSU ENG. MENU” or “s21 CUMMINS ENG. MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed
D31-10
Press the OK switch to delete all engine fault data or the CANCEL switch not to delete the data.
When the BACK switch is pressed, this screen turns into “s21 KOMATSU ENG. MENU” or “s21 CUMMINS ENG. MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM Screen Displays
D31001
s2131 FAULT CONDITION (ENG.) This screen is selectable only when the KOMATSU engine controller is mounted on vehicle.
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. Two faults are displayed on one screen. Move up or down the screen by the FWD or REV switch to show another page of faults. “TOTAL COUNT OF ERROR” indicates the total number of fault occurrences. “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) hours. When the BACK switch is pressed, this screen returns to “s213 FAULT CONDITION MENU (ENG.)” screen. When the RET switch is pressed, this screen changes to:
FIGURE 31-14. This screen shows the history of engine faults. MOM handles the following data for engine faults: > CODE: System fault code
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
> ERROR CONTENT: Contents of an engine fault > FIRST: Service meter hour of the first occurrence > LAST: Service meter hour of the last occurrence > NO. OF OCCUR: Number of occurrences
The DEL field works as a switch to delete the history of the fault code. When the DEL field of a fault code is pressed, a dialog box (Figure 31-15) appears to ask whether you really want to delete the history of the data.
FIGURE 31-15.
D31001
MOM Screen Displays
D31-11
s22 TRANSMISSION When the switch box at the left side of the menu titles (Figure 31-16) is pressed, the selected menu screen appears.
s221-1/14 to s221 14/14 REAL TIME MONITOR (T/M) This screen (Figure 31-17) shows real time data of the engine. (For details, refer to Real time Data table.)
FIGURE 31-16.
FIGURE 31-17.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
Units of data can be changed by the “t4 UNIT SET” screen.
When the RET switch is pressed, this screen changes to:
The switches on the screen have the following functions:
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
> FWD: Calls the next real time data screen.
• “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running.
> REV: Calls the preceding real time data screen.
• “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
> HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31-12
MOM Screen Displays
D31001
s222 MACHINE TREND MENU (T/M)
s2221 L/C ON/OFF COUNT
This screen is used to select a transmission trend menu.
This screen (Figure 31-19) shows the number of on/ off operations of the lock up clutch.
FIGURE 31-18.
FIGURE 31-19.
When the switch box at the left side of the menu titles is pressed, the selected menu screen appears.
When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen.
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
> The “START[h] field shows the value of vehicle standard service meter (SMR) at which L/C counting started. > The “NOW[h] field shows the value of vehicle standard service meter (SMR) at which data is requested.
When the CLEAR switch is pressed, a dialog box appears to ask whether you really want to delete L/C ON/OFF COUNT data. Press the OK switch to delete the data or the CANCEL switch not to delete the data.
When you press the OK switch to delete the data, the screen turns into “s222 MACHINE TREND MENU (T/ M)” screen.
When the BACK switch is pressed, this screen turns into “s222 MACHINE TREND MENU (T/M)” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-13
s222E AB-USE COUNT This screen (Figure 31-20) shows the number of abnormal shift lever operations.
When the CLEAR switch is pressed, a dialog box appears to ask whether you really want to delete DIRECTIONAL SHIFT data and ABNORMAL SHIFT data. Press the OK switch to delete the data or the CANCEL switch not to delete the data. When you press the OK switch to delete the data, the screen returns to “s222 MACHINE TREND MENU (T/M)” screen.
When the BACK switch is pressed, this screen returns to “s222 MACHINE TREND MENU (T/M)” screen. When the RET switch is pressed, this screen changes to:
FIGURE 31-20.
> “DIRECTIONAL SHIFT” counts the number of times the shift lever is moved to the R position while the vehicle runs forward at a preset speed or faster, or the number of times the shift lever is moved to a Forward position while the vehicle is moving backward at a preset speed or faster.
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
> “ABNORMAL SHIFT” counts the number of times the shift lever position is changed from neutral to other ranges while engine speed is higher than pre> set value. The counts are classified into three, “F1,” “F2,” and “F3” according to the actual transmission gear position after abnormal shift operation.
> The “START[h]” field shows the value of vehicle standard service meter (SMR) at which L/C counting started. > The “NOW[h]” field shows the value of vehicle standard service meter (SMR) at which data is requested.
D31-14
MOM Screen Displays
D31001
s223 FAULT CONDITION MENU (T/M)
S2231 FAULT CONDITION (T/M)
This screen (Figure 31-21) is used to select a transmission fault condition menu.
This screen (Figure 31-22) shows the history of transmission faults.
FIGURE 31-21.
When you select a menu and press its switch box, the selected menu screen appears. When you press the CLEAR switch placed after a menu title (“s2231 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all transmission fault data. Press the OK switch to delete all transmission fault data or the CANCEL switch not to delete the data. Data of the current fault is not deleted.
When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen.
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
FIGURE 31-22. MOM handles the following data as to transmission faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour of the first occurrence > LAST: Service meter hour of the last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. One page of the screen displays data of two faults. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s223 FAULT CONDITION MENU (T/M)” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
D31001
MOM Screen Displays
D31-15
s23 BRAKE MENU
s231-1/4 to s231-4/4 REAL TIME MONITOR (BRAKE)
FIGURE 31-24.
FIGURE 31-23.
See “Display Able/Disable by Model and Optional Equipment Status.” When the switch box at the left side of the menu titles is pressed, the selected menu screen appears. When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
See “Display Able/Disable by Model and Optional Equipment Status.” This screen shows real time data of the brake. For details of real time data displayed on this screen, see Real time Data table. Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s23 BRAKE MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
D31-16
MOM Screen Displays
D31001
s2331 FAULT CONDITION (BRAKE)
s233 FAULT CONDITION MENU (BRAKE)
FIGURE 31-26.
FIGURE 31-25.
See “Display Able/Display by Model and Optional Equipment Status.” This screen is used to select a brake fault condition menu. When you select a menu and press its switch box, the selected menu screen appears. When you press the CLEAR switch placed after a menu title (“s2231 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all brake fault data. Press the OK switch to delete all brake fault data or the CANCEL switch not to delete the data. Data of the current fault is not deleted. When the BACK switch is pressed, this screen returns to “s23 BRAKE MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
See “Display Able/Display by Model and Optional Equipment Status.” This screen shows the history of brake faults. MOM handles the following data as to brake faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour of the first occurrence > LAST: Service meter hour of the last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. One page of the screen displays data of two faults. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When BACK switch is pressed, this screen returns to “s233 FAULT CONDITION MENU (BRAKE)” screen. When RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
D31001
MOM Screen Displays
D31-17
s24 SUSPENSION MENU This screen (Figure 31-27) is selectable only when the suspension controller is mounted on vehicle.
s241-1/4 to s241-4/4 REAL TIME MONITOR (SUSPENSION) This screen (Figure 31-28) is selectable only when the suspension controller is mounted on vehicle.
FIGURE 31-28.
FIGURE 31-27.
See “Display Able/Display by Model and Optional Equipment Status.”
See “Display Able/Display by Model and Optional Equipment Status.”
When you select a menu and press its switch box, the selected menu screen appears.
This screen shows real time data of the suspension. For details of real time data displayed on this screen, refer to Real time Data Tables.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
Units of data can be changed by the “t4 UNIT SET” screen.
When the RET switch is pressed, this screen changes to:
The screen switches have the following functions:
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
> FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s24 SUSPENSION MENU” screen. When RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31-18
MOM Screen Displays
D31001
s242 FAULT CONDITION MENU (SUS)
s2421 FAULT CONDITION (SUS)
This screen (Figure 31-29) is selectable only when the suspension controller is mounted on vehicle.
This screen is selectable only when the suspension controller is mounted on vehicle.
FIGURE 31-29.
FIGURE 31-30.
See “Display Able/Display by Model and Optional Equipment Status.”
See “Display Able/Display by Model and Optional Equipment Status.”
This screen is used to select a suspension fault condition menu. When you select a menu and press its switch box, the selected menu screen appears.
This screen shows the history of suspension faults. MOM handles the following data as to suspension faults:
When you press the CLEAR switch placed after a menu title (“s2421 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all suspension fault data. Press the OK switch to delete all suspension fault data or the CANCEL switch not to delete the data. Current fault data is not deleted. When the BACK switch is pressed, this screen returns to “s24 SUSPENSION MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
> CODE: System fault code > ERROR CONTENT: Contents of a fault > LAST: Service meter hour of the last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the fault currently occurs becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. One page of the screen displays data of two faults. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s242 FAULT CONDITION MENU (SUS)” screen. When RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
D31001
MOM Screen Displays
D31-19
s25 PMC MENU
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)
When you select a menu and press its switch box, the selected menu screen appears.
This screen (Figure 31-32) shows real time data of the PMC.
FIGURE 31-31.
FIGURE 31-32.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
For details of real time data displayed on this screen, refer to Real time Data tables.
When the RET switch is pressed, this screen changes to:
Units of data can be changed by the “t4 UNIT SET” screen.
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s25 PMC MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31-20
MOM Screen Displays
D31001
s252 FAULT CONDITION MENU (PMC)
s2521 FAULT CONDITION (PMC)
This screen (Figure 31-33) is used to select a PMC fault condition menu.
This screen (Figure 31-34) shows the history of PMC faults.
FIGURE 31-33. FIGURE 31-34. When you select a menu and press its switch box, the selected menu screen appears. When you press the CLEAR switch placed after a menu title (“s2521 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all PMC fault data. Press the OK switch to delete all PMC fault data or the CANCEL switch not to delete the data. Current fault data is not deleted.
When the BACK switch is pressed, this screen returns to “s25 PMC MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM handles the following PMC fault data: > CODE: System fault code (ex. E001, E035) > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour of the first occurrence > LAST: Service meter hour of the last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. One page of the screen displays data of two faults. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. > When BACK switch is pressed, this screen returns to “s252 FAULT CONDITION MENU (PMC)” screen. When RET is pressed, the screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-21
s26 ELECTRONIC DISPLAY PANEL MENU
s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel)
When you select a menu and press its switch box, the selected menu screen appears.
This screen (Figure 31-36) shows real time data of the vehicle monitor panel.
FIGURE 31-36.
FIGURE 31-35.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
For details of real time data displayed on this screen, see Real time Data Tables.
When the RET switch is pressed, this screen changes to:
Units of data can be changed by the “t4 UNIT SET” screen.
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running.
The switches on the screen have the following functions:
• “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running.
> FWD: Calls the next real time data screen.
• “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
> REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
When the BACK switch is pressed, this screen returns to “s26 ELE. MONITOR MENU” screen. When RET is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31-22
MOM Screen Displays
D31001
s262 FAULT CONDITION MENU (ELE. DISPLAY PANEL)
s2621 FAULT PANEL)
CONDITION
(ELE.
DISPLAY
This screen (Figure 31-37) is used to select a fault condition menu of the vehicle monitor panel.
This screen (Figure 31-38) shows the history of vehicle monitor panel faults.
FIGURE 31-38.
FIGURE 31-37.
When you select a menu and press its switch box, the selected menu screen appears. When you press the CLEAR switch placed after a menu title (“s2621 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all vehicle monitor panel fault data. Press the OK switch to delete all vehicle monitor panel fault data or the CANCEL switch not to delete the data. Current fault data is not deleted.
When the BACK switch is pressed, this screen returns to “s26 ELE. MONITOR MENU” screen.
When RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM handles the following vehicle monitor panel faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour, first occurrence > LAST: Service meter hour, last occurrence NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When the DEL field of a fault code is pressed, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. One page of the screen displays data of two faults. Move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s262 FAULT CONDITION MENU (ELE. MONITOR)” screen. When RET is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-23
s27 PLM MENU
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)
This screen (Figure 31-39) is selectable only when the PLM is mounted on vehicle.
This screen (Figure 31-40) is selectable only when the PLM is mounted on vehicle.
See “Display Able/Display by Model and Optional Equipment Status.” When you select a menu and press its switch box, the selected menu screen appears.
FIGURE 31-40. See “Display Able/Display by Model and Optional Equipment Status.” FIGURE 31-39.
This screen shows real time data of the PLM.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
For details of real time data displayed on this screen, see Real time Data Tables. Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s27 PLM MENU” screen. When RET is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31-24
MOM Screen Displays
D31001
s272 CALIBRATION DATA
s28 TMS MENU
This screen (Figure 31-41) is selectable only when the PLM is mounted on vehicle.
This screen (Figure 31-42) is selectable only when the TMS is mounted on vehicle.
FIGURE 31-41.
FIGURE 31-42.
See “Display Able/Display by Model and Optional Equipment Status.”
See “Display Able/Display by Model and Optional Equipment Status.”
The “s272 CALIBRATION DATA” screen shows data which the payload meter (PLM) used for calibration (calculation of the empty weight of vehicle). For further information refer to Payload Meter, Section D.
When you select a menu and press its switch box, the selected menu screen appears.
The units of data can be changed by the “t4 UNIT SET” screen. When the BACK switch is pressed, this screen returns to “s27 PLM MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen. When RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM Screen Displays
D31-25
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)
s283 FAULT CONDITION MENU (TMS)
This screen (Figure 31-43) is selectable only when the TMS is mounted on vehicle.
This screen (Figure 31-44) is selectable only when the TMS is mounted on vehicle.
FIGURE 31-43.
FIGURE 31-44.
See “Display Able/Display by Model and Optional Equipment Status.”
See “Display Able/Display by Model and Optional Equipment Status.”
This screen shows real time data of the TMS.
This screen is used to select a TMS fault condition menu. When you select a menu and press its switch box, the selected menu screen appears.
For details of real time data displayed on this screen, see Real time Data Tables. Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s28 TMS MENU” screen. • When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
When you press the CLEAR switch placed after a menu title (“s2831 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all TMS fault data. Press the OK switch to delete all TMS fault data or the CANCEL switch not to delete the data. Current fault data is not deleted. When the BACK switch is pressed, this screen returns to “s28 TMS MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
• “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not running. • i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31-26
MOM Screen Displays
D31001
s2831 FAULT CONDITION (TMS)
s3 MACHINE INFORMATION MENU
This screen (Figure 31-45) is selectable only when the TMS is mounted on vehicle.
When you select a menu and press its switch box, the selected menu screen appears.
FIGURE 31-45.
FIGURE 31-46.
See “Display Able/Display by Model and Optional Equipment Status.” This screen shows the history of TMS faults. MOM handles the following data for TMS faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour at first occurrence > LAST: Service meter hour at last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch.
When the BACK switch is pressed, this screen returns to “s1 SERVICE MENU” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not running. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not running after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
One page of the screen displays data of two faults. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence, > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When BACK is pressed, this screen returns to “s283 FAULT CONDITION MENU (TMS)” screen. When RET is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-27
s31 SYSTEM IDENTIFICATION MENU This screen (Figure 31-47) shows a machine code and controllers which are mounted on the truck. The names of the controllers mounted on vehicle are high-lighted.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
FIGURE 31-47. When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen. When RET is pressed, this screen changes to: • “i2 INITIAL CHECK1” when ignition key is turned on (“KEY ON”) but engine is not running.
D31-28
MOM Screen Displays
D31001
s32-1/3 CONTROLLER INFORMATION This screen (Figure 31-48) shows switch status, software versions, and controller-specific SMR values of each controller (CENTRY, CENSE, transmission, electronic display panel, and PMC) on the vehicle.
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
0000
0
8
1000
0001
1
9
1001
0010
2
A
1010
The “CLOCK READ” field shows the controller-specific SMR value based on vehicle standard SMR (not a vehicle standard SMR value).
0011
3
B
1011
0100
4
C
1100
0101
5
D
1101
0110
6
E
1110
0111
7
F
1111
TABLE 3. BINARY-TO-HEXADECIMAL CONVERSION TABLE If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional feature is not installed on the truck, it will ignore the DIP switch setting. Refer to Powertrain Management Controller (PMC), “Dip Switch Settings” for additional information concerning the DIP switch settings for the standard and optional equipment installed on the truck.
FIGURE 31-48. SELECTOR SWITCH STATUS of the PMC
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
The PMC (Powertrain Management Controller) has sixteen DIP switches. The status of these DIP switches is represented in hexadecimal (4F0D) in Figure 31-48.
When the RET switch is pressed, this screen changes to:
Table 2. provides an example of how to interpret the switch settings based on the value shown on the screen; the hexadecimal value, the binary value, and the status of the individual DIP switch setting - ON or OFF. Table 3. lists the hexadecimal to binary conversion values.
• “i2 INITIAL CHECK1” when ignition key is turned on but the engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
When an optional function or equipment is installed on the truck, the corresponding DIP switch is set to the ON position. Note: The standard and optional equipment installed on the truck will vary with each truck model and the optional equipment ordered from the factory. SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation (1 = ON, 0 = OFF) Hexadecimal Notation
0100
1111
0000
1101
4
F
O
D
Value Displayed on screen
4F0D
TABLE 2.
D31001
MOM Screen Displays
D31-29
s32-2/3 CONTROLLER INFORMATION MODEL SELECTION SWITCH No. (C0: MACHINE CODE)
This screen (Figure 31-49.) shows controller information of a Payload Meter (PLM) installed on the truck. No value is displayed if the PLM is not installed.
MODEL
0
HD1200-1 STD Large-tire CUMMINS ENGINE
1
HD785-3 STD Large-tire KOMATSU ENGINE
2
HD465-5 STD Small-tire KOMATSU ENGINE
3
HD325-6 STD Large-tire KOMATSU ENGINE
4 5 6
HD785-3 STD Small-tire KOMATSU ENGINE
7
HD465-5 STD Large-tire KOMATSU ENGINE
8
HD325-6 QUARRY Large-tire KOMATSU ENGINE
9
HD985-3 STD 30.00-51 KOMATSU ENGINE
A
HD465-5 QUARRY Large-tire KOMATSU ENGINE
B
730E
C
930E
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
D
530M/HD1500
E
330M
F
830E
When the RET switch is pressed, this screen changes to:
TABLE 5. MODEL SELECTION CODE
FIGURE 31-49.
• “i2 INITIAL CHECK1” when ignition key is turned on (“KEY ON”) but engine is not running. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MENU ITEM TRIMMER GAIN(%)
DESCRIPTION
REMARKS
Gain adjusted by payload gain adjustment trimmer (Located on the left side of the PLM)
80% TO 120% Bit 0: Use/non-use of memory card (1: Not used, 0: Used) Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
DIP switch status
Bit 2: Weight unit system (1: Metric ton, 0: Short ton) Bit 3: Auxiliary switch (1: UP, 0: DOWN) Bit 4 to bit 7: Not used
SR
Speed regulation
0 to F): 0:107%, 7:100%, F:92%
DR
Distance correction
(0 to F): 0:107%, 7:100%, F:92%
CO
Machine code
(0 to F): Refer to Table 5.
SOFT VER.
Version of PLM software
0 to 255
REVISION
Revision of PLM software
0 to 255
DATE
Current date and time
TABLE 4. PLM CONTROLLER INFORMATION SCREEN
D31-30
MOM Screen Displays
D31001
s32-3/3 CONTROLLER INFORMATION
s33 OPTIONAL FUNCTION INFORMATION
This screen (Figure 31-50) shows switch status, software versions, and controller-specific SMR values of suspension and brake controllers on the vehicle.
This screen (Figure 31-51) shows whether optional functions are installed or not. The name of each installed option is highlighted.
FIGURE 31-50.
FIGURE 31-51.
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
When the RET switch is pressed, this screen changes to:
When the RET switch is pressed, this screen changes to:
• “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
• “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
• “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-31
s34 HISTORY OF USE This screen (Figure 31-52) shows the time of the latest parameter change.
• SUSPENSION MODE SET When the set value of the suspension mode is changed at the “t35 SUSPENSION MODE SET” screen
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving.
FIGURE 31-52.
When a parameter is changed by a related screen, the value of the vehicle standard service meter (SMR) at that time is recorded.
• *ENG.,T/M PATTERN SELE,-ENG.When the pattern in the engine controller is changed at the “t31 ENG.,T/M PATTERN SELECT” screen.
• “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
• *ENG.,T/M PATTERN SELE,-T/M.When the pattern in T/M controller is changed at the “t31 ENG.,T/M PATTERN SELECT” screen.
*Note: The “ENG.,T/M PATTERN SELE,-ENG.” and “ENG.,T/M PATTERN SELE, -T/M.” fields show values only when the KOMATSU engine is installed.
• SPEED LIMITER (LOADED) When the set value of maximum speed, loaded is changed at the “t32 SPEED LIMITER” screen. • SPEED LIMITER (EMPTY) When the set value of maximum speed, empty is changed at the “t32 SPEED LIMITER” screen. • T/M GEAR SELECT When the set value of the maximum transmission gear is changed at the “t33 T/M GEAR SELECT” screen. • T/M GEAR SELECT (BODY UP) When the set value of the maximum transmission gear at body up is changed at the “t34 T/M GEAR SELECT (BODY UP)” screen
D31-32
MOM Screen Displays
D31001
t1 PARAMETER SET MENU
t2 TIME/DATE SET
When you select a menu and press its switch box, the selected menu screen appears.
This screen (Figure 31-54) is used to set the date and time to be displayed on the “i4 NORMAL RUNNING” screen.
FIGURE 31-53. FIGURE 31-54. When the BACK switch is pressed, this screen returns to “i9 MENU SELECT” screen.
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
Note: The switch box “t5 TMS SET MENU” is light and not selectable when the TMS is not used and the appropriate PMC DIP switch is set to OFF. Refer to “Display Able/Display by Model and Optional Equipment Status.”
Procedure to set a date and a time: 1. Press the SET switch. The cursor appears on the DAY field. 2. Move and position the cursor on a field (DAY, MONTH, YEAR, or TIME) whose value you want to change by using the left or right arrow switches. 3. Increase or decrease the value by pressing the “+” or “-” switch until the desired value appears. Hold down the “+” or “-” switch to change the value continuously. 4. Press the ENT switch to register the date and time or the CANCEL switch to cancel registration. To stop displaying of the time and date on “i4” screen, press the DISPLAY OFF switch. “DISPLAY OFF” turns to “DISPLAY ON.” To display the time and date on “i4” screen, press the DISPLAY ON switch. “DISPLAY ON” turns to “DISPLAY OFF.” When the BACK switch is pressed, this screen returns to “t1 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-33
t3 TRAVEL MODE MENU When you select a menu and press its switch box, the selected menu screen appears.
t31 ENG., T/M PATTERN SELECT (Komatsu Engine Only) This screen (Figure 31-56) is selectable only when the KOMATSU engine controller is installed on the vehicle.
FIGURE 31-55. FIGURE 31-56. When the BACK switch is pressed, this screen returns to “t1 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
Note: The switch boxes of components which are not available (according to the setting of the rotary switches on the transmission controller and DIP switches on the PMC) are light and not selectable. Refer to “Display Able/Display by Model and Optional Equipment Status.”
D31-34
Refer to “Display Able/Display by Model and Optional Equipment Status.” This screen is used to select an engine torque curve and transmission shift schedule (ENG.-T/M pattern). MOM supports three ENG.-T/M patterns. Select a desired ENG.-T/M pattern and press its switch box (under “PATTERN”). When the pattern is selected, its indicator (placed before the switch box) lights. When the BACK switch is pressed, this screen returns to “t3 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM Screen Displays
D31001
t32 SPEED LIMITER
t33 T/M MAX GEAR SELECT
This screen (Figure 31-57) is selectable only when a maximum speed limit is set by the DIP switches on the PMC.
This screen (Figure 31-58) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 31-57.
FIGURE 31-58.
When entering this screen, current set values at loaded and empty are indicated. Refer to “Display Able/Display by Model and Optional Equipment Status.” Specify a maximum speed limit when vehicle is fully loaded and a maximum speed limit when vehicle is empty using the procedure below. Procedure to change a speed limit value: 1. Select a desired item “LOADED” or “EMPTY” and press its SET switch. The cursor appears in the entry field of the item.
When entering this screen, the indicator for the current maximum gear is turned on. Select a gear position (F4, F5, F6, or F7) and press its switch box. When the gear position is selected, its indicator (above the switch box) is turned on. When the BACK switch is pressed, this screen returns to “t3 MENU SELECT” screen. When the RET switch is pressed, this screen changes to:
2. Change the value by increasing or decreasing it by the “+” or “-” switch.
• “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
3. Press the ENT key to register the set value or the CANCEL switch to cancel registration of the value.
• “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving.
When the BACK switch is pressed, this screen returns to the “t3 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
• “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. Note: “F7” is set as a default value when the truck is shipped from the factory.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
D31001
MOM Screen Displays
D31-35
t34 T/M MAX GEAR SELECT (BODY UP)
t35 SUSPENSION MODE SET
This screen (Figure 31-59) is used to select a maximum transmission gear position (F1, F2, or F3) for the body-up maximum speed and to enable or disable selection of REVERSE when the body is raised.
This screen (Figure 31-60) is selectable only when the optional suspension controller is mounted on vehicle. Refer to “Display Able/Display by Model and Optional Equipment Status.”
FIGURE 31-59. FIGURE 31-60. When entering this screen, the currently set values are turned on. Select a gear position (F1, F2, or F3) and press its switch box. When the gear position is selected, its indicator (above the switch box) is turned on. To enable (OK) or disable (NO) selection of the reverse position at body up, press the OK or NO switch. When the selection is set, its indicator (above the switch box) is turned on. When the BACK switch is pressed, this screen returns to “t3 MENU SELECT” screen.
When entering this screen, the currently set value is turned on. Select a suspension mode (SOFT, MEDIUM, HARD, or AUTO) and press its switch box. When the selected mode is set, its indicator (above the switch box) is turned on. When the BACK switch is pressed, this screen returns to “t3 MENU SELECT” screen. When the RET switch is pressed, this screen changes to:
When the RET switch is pressed, this screen changes to:
• “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
• “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running.
• “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving.
• “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving.
• “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
• “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. Note: “F1” and “NO” are set as default values when the truck is shipped from the factory.
D31-36
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. Note: “AUTO” is set as a default value when shipped from the factory. Damping forces are fixed in the SOFT, MEDIUM, and HARD modes. In the AUTO mode, the damping force varies according to vehicle conditions.
MOM Screen Displays
D31001
t4 PARAMETER UNIT SET
t5 TMS SET MENU
This screen (Figure 31-61) is used to set the units of measurement for items displayed on the screen.
This screen (Figure 31-62) is selectable only when the TMS is installed on the vehicle. Refer to “Display Able/Display by Model and Optional Equipment Status.”
FIGURE 31-61.
FIGURE 31-62.
Procedure to change units: 1. Select an item whose unit you want to change and press its SET switch. The cursor appears in the entry field of the item. 2. Press the UP or DOWN arrow key until a desired unit appears in the entry field. 3. Press the ENT key to register the selected unit or the CANCEL switch to cancel unit change. The following units are available: > SPEED/DISTANCE: km/h (km), mile/h (mile) > PRESSURE: MPa, kg/cm2, kpsi
When you select a menu and press its switch box, the selected menu screen appears. When the BACK switch is pressed, this screen returns to “t1 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
> TEMPERATURE: °F, °C > VOLUME: us.Gal, l > WEIGHT: us.ton, ton, klb When the BACK switch is pressed, this screen returns to “t1 MENU SELECT” screen. When the RET switch is pressed, this screen changes to:
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
• “i2 INITIAL CHECK1” when the ignition key is turned on (”KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (”ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” is displayed. Note: Initially, “mile/h”, “kpsi”, “°C”, “us.Gal”, and “us.ton” are set as default values.
D31001
MOM Screen Displays
D31-37
The following tire numbers are available:
t51 TIRE PRESSURE LIMIT SET This screen (Figure 31-63) is selectable only when the TMS is mounted on vehicle. Refer to “Display Able/Display by Model and Optional Equipment Status.”
TIRE No.
LOCATION
1
FR (front right side)
2
FL (front left side)
3
RRR (outer side of rear right)
4
RRL (inner side of rear right)
5
RLR (inner side of rear left)
6
RLL (outer side of rear left)
Units of data can be changed on the “t4 UNIT SET” screen. When the BACK switch is pressed, this screen returns to “t5 MENU SELECT” screen.
FIGURE 31-63.
Set the maximum and minimum air pressures of each tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN arrow key on “TIRE No.” line. 2. Select a “MAX. LIMIT” or “MIN. LIMIT” item and press the ENT key. The cursor appears in the entry field of the item.
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
3. Press the UP or DOWN key until a desired value appears in the entry field. 4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting.
D31-38
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM Screen Displays
D31001
The following tire numbers are available:
t52 TIRE TEMPERATURE LIMIT SET This screen (Figure 31-64) is selectable only when the TMS is mounted on vehicle. Refer to “Display Able/Display by Model and Optional Equipment Status.”
TIRE No.
LOCATION
1
FR (front right side)
2
FL (front left side)
3
RRR (outer side of rear right)
4
RRL (inner side of rear right)
5
RLR (inner side of rear left)
6
RLL (outer side of rear left)
Units of data can be changed by the “t4 UNIT SET” screen. When the BACK switch is pressed, this screen returns to “t5 MENU SELECT” screen.
FIGURE 31-64.
Set the maximum and minimum air pressures of each tire using the procedure below: 1. Select a tire number by pressing the UP or DOWN arrow key on “TIRE No.” line. 2. Select a “MAX. LIMIT” or “MIN. LIMIT” item and press the ENT key. The cursor appears in the entry field of the item. 3. Press the UP or DOWN key until a desired value appears in the entry field. 4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting.
D31001
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
MOM Screen Displays
D31-39
The following tire numbers are available:
t53 CORRELATION CONSTANTS SET This screen (Figure 31-65) is selectable only when the TMS is mounted on vehicle. Refer to “Display Able/Display by Model and Optional Equipment Status.”
Tire No.
LOCATION
1
FR (front right side)
2
FL (front left side)
3
RRR (outer side of rear right)
4
RRL (inner side of rear right)
5
RLR (inner side of rear left)
6
RLL (outer side of rear left)
When the BACK switch is pressed, this screen returns to the “t5 MENU SELECT” screen. When the RET switch is pressed, this screen changes to:
FIGURE 31-65.
Set the correlation constants (SLOPE and OFFSET) using the procedure below:
1. Select a tire number by pressing the UP or DOWN arrow key on the “TIRE No.” line. 2. Select a “MAX. LIMIT” or “MIN. LIMIT” item and press the ENT key. The cursor appears in the entry field of the item. 3. Press the UP or DOWN key until a desired value appears in the entry field.
• “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting.
D31-40
MOM Screen Displays
D31001
t54 TMS CLOCK SET This screen (Figure 31-66) is selectable only when the TMS system is installed. Refer to “Display Able/ Display by Model and Optional Equipment Status.”
When the BACK switch is pressed, this screen returns to “t5 MENU SELECT” screen. When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen. When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed.
FIGURE 31-66.
This screen is used to set the date and time for the tire management system (TMS) using the procedure below: 1. Press the SET switch. The cursor appears on the DAY field. 2. Move and position the cursor on a field (DAY, MONTH, YEAR, or TIME) whose value you want to change by pressing the left or right arrow key. 3. Increase or decrease the value by pressing the “+” or “-” switch until a desired value appears. Hold down the “+” or “-” switch to change the value continuously. 4. Press the ENT switch to register the date and time or the CANCEL switch to cancel registration.
D31001
MOM Screen Displays
D31-41
t55 ID CODE SET This screen (Figure 31-67) is selectable only when the TMS system is installed. Refer to “Display Able/ Display by Model and Optional Equipment Status.”
When the RET switch is pressed, this screen changes to: • “i2 INITIAL CHECK1” when the ignition key is turned on (“KEY ON”) but engine is not running. • “i3 INITIAL CHECK2” when engine is running (“ENGINE ON”) but vehicle is not moving. • “i4 NORMAL RUNNING” when vehicle is running or even when engine is running (“ENGINE ON”) but vehicle is not moving after displaying “i4” screen.
When any controller detects a fault while this screen is displayed, “i6 WARNING MESSAGE” screen is automatically displayed. FIGURE 31-67. This screen is used to set the ID code for the tire management system (TMS). Procedure to set the ID code: 1. Press the SET switch. The cursor appears in the leftmost digit of the ID CODE entry field. 2. Enter a 3-digit code using the 10-key pad. 3. Press the ENT switch to register the new ID code or the CANCEL switch to cancel the ID code setting. When the BACK switch is pressed, this screen returns to “t5 MENU SELECT” screen.
D31-42
MOM Screen Displays
D31001
SECTION D32 DATA ACQUISITION DEVICE (DAD) INDEX
DAD – DATA ACQUISITION DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-3 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-3 HARDWARE HOOKUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-3 SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4 Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4 Installing the Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4 Starting the Software Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4 Service Meters (SMR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4 Display Able/disable By Machine Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-5 Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-5 MAINTENANCE INFORMATION (SCREEN HIERARCHY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-5 Display Enable/Disable by Truck Model and Optional Equipment Status . . . . . . . . . . . . . . . D32-9 SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10 Real Time Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10 Fault condition data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10 Snap-Shot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10 Transmission Snapshot Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-11 Sample Snapshot Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-15 Machine Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-17 Machine Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18 Machine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18 Event Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18 Parameter Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18
D32001
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DAD - Data Aquisition Device
D32-1
NOTES
D32-2
DAD - Data Aquisition Device
6/04
D32001
DAD – DATA ACQUISITION DEVICE INTRODUCTION
HARDWARE HOOKUP
The Data Acquisition Device (DAD) is a personal computer and software which can be connected to the truck through the Powertrain Management Controller (PMC) and is used to display data related to truck systems status, history of operational data, and perform troubleshooting procedures.
Figure 32-1 illustrates the DAD hookup and its relation to the truck control systems. The DAD unit is connected to the truck at the PMC Interface connector (3, Figure 32-2) located above the windshield, in the Overhead Display area, using a special RS232C communication cable attached to the serial port of the DAD unit. Table 1. lists the pins used and shows the connector for the DAD serial port end of the communication cable. PIN No.
SYMBOL
TYPE
NAME
1
CD
Input
Carrier Detect
2
RD
Input
Receive Data
3
SD
Output
Send Data
4
DTR
Output
Data Terminal Ready
5
GND
6
DSR
Input
7
RS
Output
8
CS
Input
FIGURE 32-1. DAD HOOKUP DIAGRAM
Ground
9
Data Set Ready Request to Send Clear to Send
Not Used
TABLE 1. RS232C CONNECTOR CIRCUITS
FIGURE 32-2. CAB OVERHEAD DISPLAY AREA 1. Overhead Display Panel
D32001
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2. “MOM” Display Panel
DAD - Data Aquisition Device
3. “PMC” Interface Connector
D32-3
SOFTWARE The DAD software functions are divided into two categories:
5. Double click the DAD icon in the DAD program group window and the DAD start screen should appear. Note: To operate the software, a password must be entered before the system can be accessed. When a correct password is entered, the MAINTENANCE INFORMATION MENU will be displayed. Refer to “DAD Screen Displays – Password Input.”
• Service Menu • Parameter Set Menu
Installation Requirements The following hardware and software is required to allow the use of DAD to communicate with the truck: Microsoft Windows Version 3.1 A personal computer with a 486DX2 (or higher) processor, 640 KB of conventional memory plus 8 MB of extended memory. The computer must also be equipped with an RS232C serial port and a floppy disk drive. A display adapter supported by Windows A printer supported by Windows A mouse supported by Windows DAD software package
Refer to Tables 2 and 3 for a list of the menu screens available. SYSTEM FUNCTION NOTES: Service Meters (SMR) The service meter (SMR) value on the Electronic Display Panel is defined as a vehicle standard SMR value (in hours). Vehicle standard SMR value counts up only while the engine is running. The service meter located in the lower right corner of the Electronic Display Panel counts up only while the engine is running and is independent of the vehicle standard SMR value. DAD handles the vehicle standard SMR but not the service meter shown in the lower right corner of the Electronic Display Panel.
Installing the Software
3. From the File menu in Program Manager or File Manager, choose RUN.
The count value of the vehicle standard SMR in the Electronic Display Panel is sent to the other controllers (Komatsu engine controller if installed, transmission controller, suspension controller, PMC, etc.) connected to the vehicle network.
a. In the command line box, type the path and the name of the program file: SETUP.EXEFor example, if the floppy drive is the “A:” drive, type A:setup.exe
The SMR value stored by the controllers except for the Electronic Display Panel is the value sent from the Electronic Display Panel as the vehicle standard SMR value.
b. Choose OK or press ENTER.
Each controller (except for the Electronic Display Panel) has its own SMR (controller-specific SMR) in addition to the vehicle standard SMR.
1. Start Windows 3.1. 2. Insert the DAD setup disk in the floppy drive.
4. Follow the instructions on the screen. 5. A DAD (Data Acquisition Device) group will be created in the Program Manager window. Starting the Software Program 1. Confirm the RS232C communication cable is connected properly. (Refer to Figure 32-1, and 32-2.) 2. Turn the computer power switch on. 3. If necessary, start Windows. Program Manager should be displayed on the screen. 4. Turn the key switch on.
D32-4
The vehicle standard SMR vehicle standard SMR of Panel controller, but the counts up just when the counts up.
copies the value of the the Electronic Display controller-specific SMR vehicle standard SMR
The controller-specific SMR is mainly used to record how much time has elapsed since the controller was placed in service. For example, when a controller has been replaced on the truck, it will report only its own hours of operation since installation, not total truck hours.
DAD - Data Aquisition Device
6/04
D32001
Display Able/disable By Machine Status In some vehicle states, SERVICE MENU and PARAMETER SET MENU screens are not available. Screen names (switches) which are not available are displayed lightly on the menu screen. (The screens cannot be selected by pressing the screen names (switches)). When the status of the vehicle changes and the screen which you are monitoring becomes unavailable, DAD exits the screen automatically and displays a higher but closest screen available in the hierarchy of the menu.
MAINTENANCE INFORMATION (SCREEN HIERARCHY) The tables on the following pages illustrate the screens available under the Service Menu (Table 2.) and Parameter Set Menu (Table 3.). The availability of the screens depends on the vehicle status (vehicle state). (Refer to Display Able/disable By Machine Status.) The following notes on the charts indicate the screens available according to vehicle status: 1
Available when vehicle status is “KEY ON” but not available when vehicle status is “ENGINE ON” and “RUNNING.” 2Available
Vehicle State
when vehicle status is “KEY ON” and “ENGINE ON” but not available when vehicle status is “RUNNING.”
DAD supports the following vehicle status: • KEY ON: The ignition key is turned on but engine is not started.
3
Available when vehicle status is “KEY ON,” “ENGINE ON” and “RUNNING.”
• ENGINE ON: The engine is running but the truck is stationary. • RUNNING: The vehicle is running (the transmission gear is not in the NEUTRAL position or the speed of the truck is 2 km/h or more.)
For example, when the engine is started while “s2221 L/C ON/OFF COUNT” screen is displayed after the ignition key is turned on, vehicle status changes to “ENGINE ON.” DAD will then exit the current screen when the vehicle status changes and display a higher level screen as shown in the example below: • A higher level screen, closest to screen s2221 in the hierarchy is “s222 MACHINE TREND MENU (T/M)” (see Table 2.) but this screen is not available when the vehicle state changes to “ENGINE ON”. The next higher level screen would be s22 TRANSMISSION MENU and would therefore be displayed next since this screen is available in the ENGINE ON state.
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DAD - Data Aquisition Device
D32-5
TABLE 2. DAD DISPLAY SCREENS — SERVICE MENU (s1) SERVICE MENU3 (s2) COMPONENT CHECK MENU 3 (s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU 3 (s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS) 3 (s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3 (s212) MACHINE TREND MENU (ENG.) 1
(KOMATSU, CUMMINS)
(s2121) LOAD RATIO 1
(KOMATSU ONLY)
(s21211) LOAD RATIO 1
(KOMATSU ONLY)
(s2122) OPERATION RATIO 1 (s21221) OPERATION RATIO
(KOMATSU ONLY) 1
(KOMATSU ONLY)
(s2123) OIL PRESSURE AT RATED 1
(KOMATSU ONLY)
(s21231) OIL PRESSURE AT RATED 1 (s2124) BLOW-BY PRESSURE AT RATED
(KOMATSU ONLY)
1
(KOMATSU ONLY)
(s21241) BLOW-BY PRESSURE AT RATED 1
(KOMATSU ONLY)
(s2125) EXHAUST TEMPERATURE 1 (S21251) EXHAUST TEMPERATURE
(KOMATSU ONLY) 1
(s2126) EXHAUST TEMPERATURE AT RATED
(KOMATSU ONLY) 1
(KOMATSU ONLY)
(s21261) EXHAUST TEMPERATURE AT RATED 1 (s2127) WORKING HISTORY MAP (ENG.) (ALL HISTORY) (s2127) WORKING HISTORY MAP (ENG.) (SPECIFIC HISTORY) (s213) FAULT CONDITION MENU (ENG.) 1
(KOMATSU, CUMMINS) (KOMATSU, CUMMINS) (KOMATSU ONLY)
(s2131) FAULT CONDITION (ENG.) 1
(KOMATSU ONLY)
(s2132) FAULT CONDITION (ENG.) 1
(KOMATSU ONLY)
(s2132-1) to (s2132-5) SNAP-SHOT READING (ENG.) (s214) MACHINE CHECK MENU (ENG.) 2
1
(KOMATSU ONLY) (KOMATSU, CUMMINS)
(s2141) ENGINE CONSTANT SPEED (ENG.) 2 (s21411) REAL TIME MONITOR MENU (ENG.)
(KOMATSU ONLY)
(KOMATSU, CUMMINS) 3
REAL TIME MONITOR 3
(KOMATSU, CUMMINS) (KOMATSU, CUMMINS)
(s2142) NO-INJECTION CRANKING 1 (s22) TRANSMISSION MENU 3 (s221-1/14) to (s221-14/14) REAL TIME MONITOR 3 (s222) MACHINE TREND MENU (T/M) 1 (s2221) L/C ON/OFF COUNT 1 (s2222) SHIFT COUNT MAP 1 (s2223) CALORIFIC VALUE Q OF CLUTCH 1 (s2224) MAX CALORIFIC VALUE qmax OF CLUTCH 1 (s2225) Q•qMax OF CLUTCH 1 (s2226) SLIDING TIME OF CLUTCH 1 (s2227) T/M LUBRICATING OIL TEMP 1 (s2228) CLUTCH DISK SPEED OF REVOLUTION 1 (s2229) CLUTCH PLATE TEMPERATURE RISE 1 (s222A) CLUTCH PLATE MAX TEMPERATURE 1 (s222B) INTERVAL OF CLUTCH ON/OFF 1 (s222C) T/C OUTPUT OIL TEMPERATURE 1 (s222D) WORKING HISTORY MAP (T/M) 1 (s222E) AB-USE COUNT 1 (s222F) BUILDUP 3 MODULATION 1 (s222G) WEAR CHECK FOR CLUTCH DISK 1
D32-6
DAD - Data Aquisition Device
6/04
D32001
TABLE 2. DAD DISPLAY SCREENS — SERVICE MENU (Continued) (s223) FAULT CONDITION (T/M) 3 (s2231) FAULT CONDITION (T/M) 1 (s2232) SNAP-SHOT READING MENU (T/M) 1 (s2232-1) to (s2232-5) SNAP-SHOT READING 1 (s224) MACHINE CHECK MENU (T/M) 2 (s2241) T/M MANUAL SHIFT 3 (s2242) T/M MANUAL SHIFT CHECK 3 (s2243) T/M CONTROLLER OUTPUT CHECK 1 (s2244) T/M TRAVEL CHECK (S23) BRAKE MENU
3
3
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE) 3 (s232) MACHINE TREND MENU (BRAKE) 1 (s2321) (s2322) FRONT BRAKE COOLING OIL TEMP (TEMP. FREQ.) 1 (s2323) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (R) 1 (s2324) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (L) 1 (s2325) WORKING HISTORY MAP (BRAKE) 1 (s233) FAULT CONDITION MENU (BRAKE) 3 (s2331) FAULT CONDITION (BRAKE) 1 (s2332) SNAP-SHOT READING MENU (BRAKE) (s2332-1) to (s2332-5) SNAP-SHOT READING (BRAKE) 1 (s234) MACHINE CHECK MENU (BRAKE) 3 (s2341) BRAKE OIL CHECK 3 (s2341-1) FRONT BRAKE OIL COOLING TEMPERATURE 1 (s2341-2) REAR BRAKE OIL COOLING TEMPERATURE (RIGHT) 1 (s2341-3) REAR BRAKE OIL COOLING TEMPERATURE (LEFT) 1 (s2341-4) FRONT OPERATIONAL PRESSURE 1 (s24) SUSPENSION MENU 3 (s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS) 3 (s242) FAULT CONDITION MENU (SUS) 1 (s2421) FAULT CONDITION (SUS) 1 (s25) PMC MENU 3 (s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC) 3 (s252) FAULT CONDITION MENU (PMC)
3
(s2521) FAULT CONDITION (PMC) 1 (s2522) SNAP-SHOT READING MENU (PMC) 1 (s2522-1) to (s2522-5) SNAP-SHOT READING (PMC) 1 (s26) ELECTRONIC DISPLAY MENU 3 (s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL) (s262) FAULT CONDITION MENU (PANEL) 1 (s2621) FAULT CONDITION (PANEL) 1 (s27) PLM MENU 3 (s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM) 3 (s272) CALIBRATION DATA (PLM) 1
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DAD - Data Aquisition Device
D32-7
TABLE 2. DAD DISPLAY SCREENS — SERVICE MENU (Continued) (s28) TMS MENU 3 (s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS) 3 (s282) MACHINE TREND MENU 1 (s2821) FIELD STRENGTH HISTORY 1 (s2822) TIRE PRESSURE HISTORY 1 (s2823) TIRE TEMPERATURE HISTORY 1 (s283) FAULT CONDITION MENU (TMS) 1 (s2831) FAULT CONDITION (TMS) 1 (s3) MACHINE INFORMATION MENU 3 (s31) SYSTEM IDENTIFICATION 3 (s32-1/3) to (s32-3/3) CONTROLLER INFORMATION 3 (s33) OPTIONAL FUNCTION INFORMATION 3 (s34) HISTORY OF USE 3
TABLE 3. DAD DISPLAY SCREENS — PARAMETER SET MENU (t1) PARAMETER SET MENU 2 (t2) TIME/DATE SET 2 (t3) TRAVEL MODE MENU 2 (t31) ENG., T/M PATTERN SELECT (t32) SPEED LIMITER (t33) T/M MAX GEAR SELECT 2 (t34) MAX GEAR SELECT (BODY UP) 2 (t35) SUSPENSION MODE SET 2 (t4) PARAMETER UNIT SET 2 (t5) TMS SET MENU 2 (t51) TIRE PRESSURE LIMIT SET 2 (t52) TIRE TEMPERATURE LIMIT SET 2 (t53) CORRELATION CONSTANTS SET 2 (t54) TMS CLOCK SET 2 (t55) ID CODE SET 2 (t6) USER DATA INPUT 2
D32-8
DAD - Data Aquisition Device
6/04
D32001
Display Enable/Disable by Truck Model and Optional Equipment Status Screen names (switches) which are not available (due to model and option settings) are displayed lightly on the menu screen to indicate they are not applicable and functional. The truck model the DAD is being used on and whether or not optional equipment and controllers are installed on the truck is determined by the setting of two rotary switches located on the transmission controller and sixteen DIP switches located on the PMC. Refer to PMC System for information regarding the switch settings. Table 4. lists the screens available according to the Controllers, engine options etc.
SCREEN DISPLAY CONDITIONS
SCREENS
SCREENS (s211-1/10) to (s211-10/10)
Available only when the CUMMINS engine controller is used
(s211-1/9) to (s211-9/9)
Available only when the KOMATSU engine controller is used
(s2121), (s21211), (s2122) (s21221), (s2123), (s21231), (s2124) (s21241), (s2125), (s21251), (s2126), (s21261)
Available only when the KOMATSU engine controller is used
(s213), (s2131), (s2132), (s2132-1) to (s2132-5)
Available only when the KOMATSU engine controller is used
(s212), (s2127), (s214), (s2141)
Available only when the CUMMINS or KOMATSU engine controller is used
(s2142)
Available only when the KOMATSU engine controller is used
(s23), (s231-1/3) to (s231-3/3) (s232), (s2322), (s2323), (s2324), (s2325)
(PASSWORD INPUT) (s233), (s2331), (s2332)
(i3) (s1), (s2) (s3)
SCREEN DISPLAY CONDITIONS
Available only when the RCM is used
(s2332-1) to (s2332-5) (s234), (s2341), (s2341-1) to (s2341-5)
(s21) (s22) (s221-1/14) to (s221-14/14) (s222), (s2221), (s2222), (s2223), (s2224), (s2225), (s2226), (s2227), (s2228), (s2229), (s222A), (s222B), (s222C), (s222D), (s222E), (s222F) (s222G) (s223), (s2231), (s2232) (s2232-1) to (s2232-5) (s224), (s2241), (s2242), (s2243), (s2244) (s25), (s251-1/9) to (s251-9/9) (s252), (s2521), (s2522) (s2522-1) to (s2522-5) (s253), (s2531)
(s24), (s241-1/4) to (s241-4/4) (s242), (s2421)
Available only when the Suspension controller is used
DIP switch SW1-3 of the PMC (PLM setting) (s27), (s271-1/2), (s271-2/2), (s272) ON: Screen available OFF: Screen not available Always available for vehicle equipped with PMC. (Not dependent on model and option settings)
(s28), (s281-1/5) to (s281-5/5) (s282), (s2821), (s2822), (s2823) (s283), (s2831)
DIP switch SW1-7 of the PMC (PLM setting) ON: Screen available OFF: Screen not available
(t31)
Available only when the KOMATSU engine controller is used
(s26), (s261-1/5) to (s261-5/5) (s262), (s2621)
(t32)
(s31) (s32-1/3), (s32-2/3), (s32-3/3) (s33), (s34) (t1), (t2) (t3), (t33), (t34) (t4) (t6)
DIP switch SW2-4 of the PMC (Maximum speed limit setting) ON: Screen available OFF: Screen not available
(t35)
Available only when the Suspension controller is used
(t5), (t51), (t52), (t53), (t54), (t55)
DIP switch SW1-7 of the PMC (Tire management system setting) ON: Screen available OFF: Screen not available
TABLE 4. TABLE 4. (Continued)
D32001
6/04
DAD - Data Aquisition Device
D32-9
SCREEN DATA
Fault condition data
Real Time Data Real time data is the current input and output data values of each controller on the truck. Real time data is updated every 0.2 second. The real time data of each controller is displayed on the real time monitor screen of each controller. Each real time monitor screen has several pages. The actual number varies with the number of data items available to the controller. You can scroll up or down the screen by the FWD or REV switches on the real time monitor screen to call a desired page. It may take a few seconds before data appears on the selected page because DAD switches data sent from the PMC each time screen pages are changed. Be sure to change screen pages after data appears on the current selected page.
Fault condition data is the record of errors which have occurred. DAD supports the fault condition screens listed in Table 6.
DATA ITEM
SCREENS
Engine related items
s2131 FAULT CONDITION
Transmission related items
s2231 FAULT CONDITION
Brake related items
s2331 FAULT CONDITION
Suspension related items
s2421 FAULT CONDITION
PMC, CUMMINS ENG, PLM related items
s2521 FAULT CONDITION
Electronic Display Panel related items
s2621 FAULT CONDITION
TMS related items
s2831 FAULT CONDITION
TABLE 6. FAULT CONDITION DATA
Real time data information available and the applicable screens are listed in Table 5. DATA
SCREENS
Engine related items
s211-1/10 to 10/10 (CUMMINS) s211-1/9 to 9/9 (KOMATSU)
Transmission related items
s221-1/14 to 14/14
Brake related items
s231-1/3 to 3/3
Suspension related items
s241-1/4 to 4/4
PMC related items
s251-1/9 to 9/9
Electronic Display Panel related items
s261-1/5 to 5/5
PLM related items
s271-1/2 to 2/2
TMS related items
s281-1/5 to 5/5
Snap-Shot Data If a serious fault occurs in the PMC system, the appropriate controller records the input and output data for a few seconds before and a few seconds after the fault occurs. DAD can then be used to download this information and display the data in graph form. DAD supports the snap-shot screens listed in Table 7.
TABLE 5. REAL TIME DATA INFORMATION DATA ITEM
SCREENS
Engine related items
s2132 Snap-Shot Reading Menu s2132-1 to 5 Snap Shot Reading
Transmission related items
s2232 Snap-Shot Reading Menu s2232-1 to 5 Snap Shot Reading
Brake related items
s2332 Snap-Shot Reading Menu s2332-1 to 5 Snap Shot Reading
All related items
s2522 Snap-Shot Reading Menu s2522-1 to 5 Snap Shot Reading
TABLE 7. SNAP-SHOT DATA
D32-10
DAD - Data Aquisition Device
6/04
D32001
Transmission Snapshot Example The following is an example of how to access transmission snapshot screens using DAD (Data Acquisition Device). This is an important tool that can aid in diagnosing difficult transmission problems. When a fault code occurs in the transmission, snapshots are recorded into the controller that allow a technician to view electronically what occurred at the time the fault was triggered. A manual trigger function is also available to allow a technician to take snapshots during machine travel to electronically view system components during operation.
FIGURE 32-4. 2. Enter the four digit password by clicking the correct combination of numbers on the number key pad. The numbers will appear as asterisks in the entry field. Refer to Figure 32-4. Click ENT to enter the password.
FIGURE 32-3. 1. Ensure the engine is off and the keyswitch is in the ON position. Allow a few moments for the controllers to boot. Connect a laptop computer to the download port using the download cable. Start the DAD program, and wait for the password input screen to be displayed. Refer to Figure 32-3.
FIGURE 32-5.
3. After entering the correct password, the i3 Menu Select screen will appear. (Figure 32-5) Select the box to the left of s1 Service Menu.
D32001
6/04
DAD - Data Aquisition Device
D32-11
FIGURE 32-8.
FIGURE 32-6.
4. When the s1 Service Menu appears, select the box next to s2 Component Check Menu.
6. When the s22 Transmission Menu appears, select the box next to s223 Fault Condition Menu. Proceeding to the next set of menus accesses data from the ATC.
FIGURE 32-9.
FIGURE 32-7. 5. When the s2 Component Check Menu appears, select the box next to s22 T/M. (T/M is an abbreviation for transmission.)
7. When the s223 Fault Condition Menu appears, select the box next to s2232 Snap Shot Reading Menu. NOTE: The yellow box labeled M-TRIG is a manual trigger select button. Clicking on this button causes a snapshot to be created and stored. A fault code of boFA - Manual Trigger Fault will be stored.
D32-12
DAD - Data Aquisition Device
6/04
D32001
FIGURE 32-11.
FIGURE 32-10.
8. As you get to the s2232 Snap Shot Reading Menu, it is important to follow along precisely or excess time will be wasted obtaining data. In Figure 32-10, a boFA fault is listed in position 1 of 5. As mentioned earlier, this is a manual trigger fault and represents the only snap shot recorded at this time. The number 3 is also listed in the adjacent box. This represents the SMR (Service Meter Reading) obtained through the S-Net at the time the fault occurred.
9. After clicking on SELECT a drop box list will appear as shown in Figure 32-11. A scroll bar allows you to scroll through the list of selections. Clicking on an entry will highlight the entry.
Click on the yellow box labelled SELECT.
FIGURE 32-12.
10. Double clicking the desired entry will copy the entry to the selection window at the top of the box. Refer to Figure 32-12. Once the desired selection is in the selection window, click on OK.
D32001
6/04
DAD - Data Aquisition Device
D32-13
While the data is being retrieved, a box will be displayed on the screen showing the progress. The download usually takes approximately one to two minutes to complete. When snapshot data is retrieved, other item information is retrieved at the same time and can be viewed without downloading more than once. This feature prevents the need to download data for each item. To view another item within the same snapshot, click the yellow SELECT box. This will bring up an item selection screen. Choose the desired item from the list, and the program will immediately display the related information.
FIGURE 32-13.
11. After clicking OK, the s2232 Snap Shot Reading Menu will appear. This time, the selected item, BRAKE COMMAND, from the previous menu will appear in the top line. The box next to the populated fields will now be a lighter shade of green. 12. Select the box next to the listed item. The program will now retrieve the data for this snapshot.
FIGURE 32-15.
13. To add another snapshot item to the list, click on the BACK yellow box. This will take you to the s2232 Snap Shot Reading Menu where you will proceed as outlined in earlier steps. To return to the i3 Menu Select screen, select the RET yellow box.
FIGURE 32-14.
D32-14
DAD - Data Aquisition Device
6/04
D32001
Sample Snapshot Screens Following are sample screen shots of some of the information that is available with the transmission snapshot function.
FIGURE 32-16. LOCKUP CLUTCH FILL SIGNAL
FIGURE 32-18. TRANSMISSION INPUT SPEED
FIGURE 32-17. TRANSMISSION MID SHAFT SPEED
FIGURE 32-19. ENGINE SPEED
D32001
6/04
DAD - Data Aquisition Device
D32-15
FIGURE 32-20. LOCKUP SOLENOID
FIGURE 32-22. HIGH SOLENOID
FIGURE 32-21. TRANSMISSION OUTPUT SPEED
D32-16
DAD - Data Aquisition Device
6/04
D32001
Machine Trend Data Machine trend data is the data collected and recorded continuously for predicting trends (e.g. data which is displayed graphically or a count of specified events).
DATA ITEM
ENGINE RELATED ITEMS
DAD supports the trend data screens listed in Table 8.
SCREENS
CONTENTS
s2121
LOAD RATIO
Load ratio graph
s21211
LOAD RATIO
Load ratio graph
s2122
OPERATION RATIO
Operation ratio graph
s21221
OPERATION RATIO
Operation ratio graph
s2123
OIL PRESSURE AT RATED
Oil pressure at rated graph
s21231
OIL PRESSURE AT RATED
s2124
BLOW-BY PRESS AT RATED
s21241
BLOW-BY PRESS AT RATED
(KOMATSU ENGINE ONLY)
Oil pressure at rated graph Blow-by press at rated graph Blow-by press at rated graph
s2125
EXHAUST TEMPERATURE
Exhaust temperature graph
s21251
EXHAUST TEMPERATURE
Exhaust temperature graph
s2126
EXHAUST TEMPERATURE AT RATED
Exhaust temp at rated graph
s21261
EXHAUST TEMPERATURE AT RATED
Exhaust temp at rated graph
s2127
WORKING HISTORY MAP
Working history map
s2221
L/C ON/OFF COUNT
Number of lock up clutch operations
s2222
SHIFT COUNT MAP
Map of shift count
s2223
CALORIFIC VALUE Q OF CLUTCH
Graph for analysis with clutch
s2224
MAX CALORIFIC VALUE Q OF CLUTCH
Graph for analysis with clutch
max
s2225
Q•q
OF CLUTCH
Graph for analysis with clutch
s2226
SLIDING TIME OF CLUTCH
Graph for analysis with clutch
s2227
T/M LUBRICATING OIL TEMPERATURE
Graph for analysis with clutch
CLUTCH DISK SPEED OF REVOLUTION
Graph for analysis with clutch
TRANSMISSION s2228 RELATED s2229 ITEMS
CLUTCH PLATE TEMPERATURE RISE
Graph for analysis with clutch
s222A
CLUTCH PLATE MAX TEMPERATURE
Graph for analysis with clutch
s222B
INTERVAL OF CLUTCH ON/OFF
Graph for analysis with clutch
s222C
T/C OUTPUT OIL TEMPERATURE
Graph for analysis with clutch
s222D
WORKING HISTORY MAP
Map of torque-t/m input speed
s222E
AB-USE COUNT
Number of abnormal operations
s222F
BUILDUP 3 MODULATION
Graph for analysis with clutch
s222G
WEAR CHECK FOR CLUTCH DISK
Graph for clutch wear check
TABLE 8. MACHINE TREND DATA
D32001
6/04
DAD - Data Aquisition Device
D32-17
Machine Check “Machine Check” checks PMC System component hardware. DAD supports the machine check screens listed in Table 9.
DATA ITEM
Event Recorder The “s253 EVENT RECORDER” screen shows the record of faults which have occurred and the order in which they occurred. This screen displays the following data:
SCREENS
> CODE:
System fault code
> DATE:
Date when fault occurred
> TIME:
Time fault occurred
Engine Related Items
s2141 ENGINE CONSTANT SPEED s2142 NO-INJECTION CRANKING
> AC:
Transmission Related Items
s2241 T/M MANUAL SHIFT s2242 T/M MANUAL SHIFT CHECK s2243 T/M CONTROLLER OUTPUT CHECK s2244 T/M TRAVEL CHECK
Action code (1 to 7 representing type of repair action)
> MAX/MIN
Maximum or minimum value of data
Brake Related Items
s2341
> DUR:
Duration the fault was active
> SS:
Whether snap-shot data is recorded or not
BRAKE OIL CHECK
TABLE 9. MACHINE CHECK SCREENS
This screen contains a manual snap-shot trigger switch which sends a signal to each controller. Also, this screen has a download function to save the PMC data stored at the time the fault occurred. DAD supports the following screens: s253 EVENT RECORDER s2531 EVENT RECORDER
Machine Information “Machine Information” contains information about the controllers and optional equipment installed on the truck. It also provides the service meter hour value when a changeable parameter was changed using the Parameter Set Menu. DAD supports the Machine Information screens listed in Table 10.
DATA ITEM
SCREENS
Parameter Set A “parameter set” screen allows the technician to change parameter data of each controller in the PMC System. . DATA ITEM
DATA ITEM
t2
TIME/DATE SET
MOM Time/date setting
t31
ENG., T/M PATTERN SELECT
Setting of engine-transmission matching pattern
t32
SPEED LIMITER
Setting of maximum vehicle speed
t33
T/M MAX GEAR SELECT
Setting of maximum transmission gear
t34
MAX GEAR SELECT (BODY UP)
Setting of maximum transmission gear (body up)
t35
SUSPENSION MODE SET
Suspension mode setting
t51
TIRE PRESSURE LIMIT SET
Setting of tire pressure limit
s31
SYSTEM IDENTIFICATION
Controller Configuration
s32-1/3 to 3/3
CONTROLLER INFORMATION
Controller Information
s33
OPTIONAL FUNCTION INFORMATION
Setting of Optional Functions
t52
TIRE TEMPERATURE LIMIT SET
Setting of tire temperature limit
s34
HISTORY OF USE
History of Parameter Setting Change
t53
CORRELATION CONSTANTS SET
Correlation constant setting
TABLE 10. MACHINE INFORMATION SCREENS
t54
TMS CLOCK SET
TMS clock setting
t55
ID CODE SET
TMS ID code setting
t6
USER DATA INPU
Setting of machine ID, engine ID, user comment
TABLE 11. PARAMETER SET SCREEN
D32-18
DAD - Data Aquisition Device
6/04
D32001
SECTION D33 DAD SCREEN DISPLAYS INDEX
DAD SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3 PASSWORD INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3 Changing the Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3 i3 MENU SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3 s1 SERVICE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4 s2 COMPONENT CHECK MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4 s21 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4 s21 CUMMINS ENG. MENU (for the CUMMINS engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4 s21 KOMATSU ENG. MENU (for the KOMATSU engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4 s22 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-7 s23 BRAKE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-11 s24 SUSPENSION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-14 s25 PMC MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-16 s26 ELECTRONIC DISPLAY PANEL MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-18 s27 PLM MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-20 s28 TMS MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-21 s3 MACHINE INFORMATION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-24 s31 MACHINE INFORMATION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-24 s32-1/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-25 s32-2/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-26 s32-3/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-27 s33 OPTIONAL FUNCTION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-27 s34 HISTORY OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-28 t1 PARAMETER SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-29 t2 TIME/DATE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-29
D33001 2/04
DAD Screen Displays
D33-1
t3 TRAVEL MODE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-30 t31 ENG., T/M PATTERN SELECT (Komatsu Engine Only) . . . . . . . . . . . . . . . . . . . . . . . . . D33-30 t32 SPEED LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-31 t33 T/M MAX GEAR SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-31 t34 T/M MAX GEAR SELECT (BODY UP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-32 t35 SUSPENSION MODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-32 t4 PARAMETER UNIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-33 t5 TMS SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-33 t51 TIRE PRESSURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-34 t52 TIRE TEMPERATURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-34 t53 CORRELATION CONSTANTS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-35 t54 TMS CLOCK SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-35 t55 ID CODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-36
D33-2
DAD Screen Displays
2/04 D33001
DAD SCREEN DISPLAYS PASSWORD INPUT
i3 MENU SELECT
1. With the screen in Figure 33-1 displayed, enter a correct password and press ENT.
DAD supports two maintenance information menus (see Figure 33-2):
FIGURE 33-1.
FIGURE 33-2.
Use the keys 1 to 9 of the 10-key pad on the screen to enter a password. The “PASSWORD INPUT” screen changes to “i3 MENU SELECT” screen. DAD supports five default passwords; 0000, 1111, 2222, 3333, and 4444. Changing the Password To change the password, follow the steps below: 1. Press the box switch placed to the left of “CHANGE PASSWORD.” The box lamp lights and “OLD PASSWORD INPUT” is displayed. 2. Enter the old password to be changed (using the 10-key pad) and press the ENT switch. When the entered password is valid, “NEW PASSWORD INPUT” is displayed. 3. Enter a new password which you want to use from now on (using the 10-key pad) and press the ENT switch. “ONCE MORE” is displayed for reconfirmation. 4. Enter the new password again. If this password agrees to that entered in step 3, the new password is registered. If the entered password does not agree with the password entered the first time, (step 3), “ERROR” is displayed. Enter a correct password again.
• (1) SERVICE MENU • (2) PARAMETER SET MENU The SERVICE MENU screen is used to obtain information of each component on the truck (engine, transmission, brake, suspension, power-train management controller, electronic display panel, payload meter, tire management system, etc.) and information on the whole vehicle. Information for each component is provided on reference screens such as “REAL TIME MONITOR,” “MACHINE TREND,” and “FAULT CONDITION” and a “MACHINE CHECK” screen for checking vehicle hardware. The “PARAMETER SET MENU” screen is used to change parameters. For hierarchy (tree structure) of maintenance information screens, refer to Tables 2. & 3. in the previous Section. The menu hierarchy varies according to model types, component types (Komatsu engine or CUMMINS engine) and optional equipment settings (PLM, TMS, etc.). See “Display Able/Disable by Model and Optional Equipment Status” for setup instructions. When selecting “s1 SERVICE MENU,” the “s1 SERVICE MENU” appears.
5. To quit, press the box switch (located to the left of “CHANGE PASSWORD.”)
When selecting “t1 PARAMETER SET MENU,” “t1 PARAMETER SET MENU” appears. The “t1” menu is not available while the vehicle is running.
6. When the EXIT switch is pressed, the screen will return to Windows.
When the EXIT switch is pressed, “i3 MENU SELECT” screen returns to the Windows screen.
D33001 2/04
DAD Screen Displays
D33-3
s1 SERVICE MENU
s21 Engine
When you select “s2 COMPONENT CHECK MENU”, from the s1 SERVICE MENU screen (Figure 33-3), “s2 COMPONENT CHECK MENU” appears.
s21 CUMMINS ENG. MENU (for the CUMMINS engine) s21 KOMATSU ENG. MENU (for the KOMATSU engine) When the switch box at the left side of the menu title is pressed, the selected menu screen, Figure 33-5, appears.
FIGURE 33-3. When you select “s3 MACHINE INFORMATION MENU”, “s3 MACHINE INFORMATION MENU” appears. FIGURE 33-5.
When the BACK switch is pressed, this screen returns to “i3 MENU SELECT” screen.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
s2 COMPONENT CHECK MENU When the switch box at the left side of the menu title “s2 component check menu” is pressed, the menu screen in Figure 33-4 appears.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
Note: When the Cummins engine is used, “s212 MACHINE TREND MENU” and “s213 FAULT CONDITION MENU” screens are not available and their switch boxes are light. See “Display Able/ Disable by Model and Optional Equipment Status.”
FIGURE 33-4. When the BACK switch is pressed, this screen returns to “s1 SERVICE MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen. Switch boxes of components not available on the truck are displayed light and cannot be selected.
D33-4
DAD Screen Displays
2/04 D33001
s211-1/10 to s211-10/10 REAL TIME MONITOR (ENG.) (for CUMMINS engine) s211-1/9 to s211-9/9 REAL TIME MONITOR (ENG.) (for KOMATSU engine) This screen in Figure 33-6 shows real time data of the engine. For details of real time data displayed on this screen, refer to “Real time Data Tables”.
s213 FAULT CONDITION MENU (ENG.) Note: This screen is selectable only when the KOMATSU engine controller is mounted on vehicle. This screen (Figure 33-7) is used to select an engine fault condition menu. When you select a menu and press its switch box, the selected menu screen appears.
FIGURE 33-6.
FIGURE 33-7.
Units of data can be changed by the “t4 UNIT SET” screen.
When you press the CLEAR switch placed after a menu title (“s2131 FAULT CONDITION”), a dialog box (shown below) appears to ask whether you really want to delete all engine fault data.
The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
Press the OK switch to delete all engine fault data or the CANCEL switch not to delete the data. When the M•TRIG switch is pressed, a manual trigger signal is sent to the engine controller.
When the BACK switch is pressed, this screen returns to “s21 KOMATSU ENG. MENU” or “s21 CUMMINS ENG. MENU” screen. When the RET switch is pressed, this screen changes to: “i3 MENU SELECT”.
D33001 2/04
When the BACK switch is pressed, this screen returns to “s21 KOMATSU ENG. MENU” or “s21 CUMMINS ENG. MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT”.
DAD Screen Displays
D33-5
s2131 FAULT CONDITION (ENG.)
s214 MACHINE CHECK MENU (ENG.)
This screen (Figure 33-8) is selectable only when the KOMATSU engine controller is mounted on vehicle.
This screen (Figure 33-9) is selectable only when the Cummins or Komatsu engine controller is mounted on vehicle. When the Cummins engine controller is installed, switch s2141 is light and not available.
FIGURE 33-8. FIGURE 33-9.
This screen shows the history of engine faults. DAD handles the following data for engine faults:
When the switch box at the left side of the menu is pressed, the selected menu screen appears.
> CODE: System fault code > ERROR CONTENT: Contents of an engine fault > FIRST: Service meter hour of the first occurrence > LAST: Service meter hour of the last occurrence
When the BACK switch is pressed, the screen returns to “s21 CUMMINS ENG. MENU”, or “s21 KOMATSU ENG. MENU” screen. When the RET switch is pressed, the screen changes to “i3 MENU SELECT” screen.
> NO. OF OCCUR: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When the DEL field of a fault code is pressed, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. Two faults are displayed on one screen. Move up or down the screen by the FWD or REV switch to show another page of faults. “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) hours. When the BACK switch is pressed, this screen returns to “s213 FAULT CONDITION MENU (ENG.)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-6
DAD Screen Displays
2/04 D33001
s22 TRANSMISSION When the switch box at the left side of the menu titles (Figure 33-10) is pressed, the selected menu screen appears.
s221-1/14 to s221 14/14 REAL TIME MONITOR (T/M) This screen (Figure 33-11) shows real time data of the engine. (For details, refer to “Real Time Data Tables”.)
FIGURE 33-10.
FIGURE 33-11.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
Units of data can be changed by the “t4 UNIT SET” screen.
The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-7
s222 MACHINE TREND MENU (T/M)
s2221 L/C ON/OFF COUNT
This screen (Figure 33-12) is used to select a transmission trend menu.
This screen (Figure 33-13) shows the number of on/ off operations of the lock up clutch.
FIGURE 33-12.
FIGURE 33-13.
When the switch box at the left side of the menu titles is pressed, the selected menu screen appears. The SELECT switch located after one of the following menu titles; 2223, s2224, s2225, s2226, s2227, s2228, s2229, s222A, s222B, or s222F, is used to select L, M (or 4th), H, 3rd, 2nd, 1st, or R clutch data.
> The “START[h]” field shows the value of vehicle standard service meter (SMR) at which L/C counting started. > The “NOW[h]” field shows the value of vehicle standard service meter (SMR) at which data is requested.
The SELECT switch located after the s222G menu title is used to select “L clutch”, “M clutch”, “H clutch”, “1st (N→F2)”, “1st (F1→F2)”, “2nd clutch”, “3rd clutch”, or “Rev clutch”.
When the CLEAR switch is pressed, a dialog box appears to ask whether you really want to delete L/C ON/OFF COUNT data.
Use the FWD or REV switches to select another page of the machine trend menu.
Press the OK switch to delete the data or the CANCEL switch not to delete the data.
When the CLEAR switch is pressed, a dialog box appears to confirm deletion of all machine trend data. Press OK to delete or CANCEL if the data should not be deleted.
When you press the OK switch to delete the data, the screen turns into “s222 MACHINE TREND MENU (T/ M)” screen.
When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-8
When the BACK switch is pressed, this screen turns into “s222 MACHINE TREND MENU (T/M)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
DAD Screen Displays
2/04 D33001
s222E AB-USE COUNT
s223 FAULT CONDITION MENU (T/M)
This screen (Figure 33-14) shows the number of abnormal shift lever operations.
This screen (Figure 33-15) is used to select a transmission fault condition menu.
FIGURE 33-14.
FIGURE 33-15.
> “DIRECTIONAL SHIFT” counts the number of times at which the shift lever is set to the R position while vehicle runs forward at a preset speed or faster, or the number of times at which the shift lever is set to the Forward positions while vehicle runs backward at a preset speed or faster.
When you select a menu and press its switch box, the selected menu screen appears.
> “ABNORMAL SHIFT” counts the number of times of changing shift lever position from neutral to other ranges while engine speed is higher than preset value.
Press the OK switch to delete all transmission fault data or the CANCEL switch not to delete the data.
The counts are classified into three, “F1,” “F2,” and “F3” according to the actual transmission gear position after abnormal shift operation.
When the M•TRIG switch is pressed, a manual trigger signal is sent to the transmission controller.
> The “START[h]” field shows the value of vehicle standard service meter (SMR) at which L/C counting started.
When you press the CLEAR switch placed after a menu title (“s2231 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all transmission fault data.
Data of the current fault is not deleted.
When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
> The “NOW[h]” field shows the value of vehicle standard service meter (SMR) at which data is requested. When the CLEAR switch is pressed, a dialog box appears to ask whether you really want to delete DIRECTIONAL SHIFT data and ABNORMAL SHIFT data. Press the OK switch to delete the data or the CANCEL switch not to delete the data. When you press the OK switch to delete the data, the screen returns to “s222 MACHINE TREND MENU (T/M)” screen. When the BACK switch is pressed, this screen returns to “s222 MACHINE TREND MENU (T/M)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-9
S2231 FAULT CONDITION (T/M)
s224 MACHINE CHECK MENU
This screen (Figure 33-16) shows the history of transmission faults.
Figure 33-17 shows the Machine Check menu.
FIGURE 33-17. FIGURE 33-16. DAD handles the following data as to transmission faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour of the first occurrence
When the switch box at the left side of the menu title is pressed, the selected menu screen appears. When the BACK switch is pressed, this screen returns to “s22 TRANSMISSION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
> LAST: Service meter hour of the last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. Each page of the screen displays data of more than one fault. Move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s223 FAULT CONDITION MENU (T/M)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-10
DAD Screen Displays
2/04 D33001
s23 BRAKE MENU This screen (Figure 33-18) is selectable only when the RCM is mounted on the vehicle. See Display Able/Disable by Model and Optional Equipment Status.”
s231-1/4 to s231-4/4 REAL TIME MONITOR (BRAKE) This screen (Figure 33-19) is selectable only when the RCM is mounted on the vehicle. See Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-18.
FIGURE 33-19.
When the switch box at the left side of the menu titles is pressed, the selected menu screen appears.
This screen shows real time data of the brake. For details of real time data displayed on this screen, see “Real time Data tables.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s23 BRAKE MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-11
s233 FAULT CONDITION MENU (BRAKE)
s2331 FAULT CONDITION (BRAKE)
This screen (Figure 33-20) is selectable only when the RCM is mounted on the vehicle.
This screen (Figure 33-21) is selectable only when the RCM is mounted on the vehicle. See “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-20.
See “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-21.
This screen is used to select a brake fault condition menu. When you select a menu and press its switch box, the selected menu screen appears.
This screen shows the history of brake faults. DAD handles the following data as to brake faults:
When you press the CLEAR switch placed after a menu title (“s2231 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all brake fault data.
> CODE: System fault code
Press the OK switch to delete all brake fault data or the CANCEL switch not to delete the data. Data of the current fault is not deleted.
> LAST: Service meter hour of the last occurrence
> ERROR CONTENT: Contents of a fault > FIRST: Service meter hour of the first occurrence
> NO. OF OCCUR.: Number of occurrences
Press the M•TRIG switch to send a manual trigger signal to the engine controller.
When the BACK switch is pressed, this screen returns to “s23 BRAKE MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-12
DAD Screen Displays
2/04 D33001
The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch.
s234 MACHINE CHECK MENU (BRAKE) When the switch box at the left side of the menu title (Figure 33-22) is pressed, the selected menu screen appears.
Each page of the screen displays more than one fault. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. FIGURE 33-22.
When BACK switch is pressed, this screen returns to “s233 FAULT CONDITION MENU (BRAKE)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
When the BACK switch is pressed, this screen returns to “s23 BRAKE MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-13
s24 SUSPENSION MENU This screen (Figure 33-23) is selectable only when the suspension controller is mounted on vehicle. See “Display Able/Disable by Model and Optional Equipment Status.”
s241-1/4 to s241-4/4 REAL TIME MONITOR (SUSPENSION) This screen (Figure 33-24) is selectable only when the suspension controller is mounted on vehicle. See “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-23. FIGURE 33-24. When you select a menu and press its switch box, the selected menu screen appears. When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
This screen shows real time data of the suspension. For details of real time data displayed on this screen, refer to “Real time Data Tables”. Units of data can be changed by the “t4 UNIT SET” screen. The screen switches have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s24 SUSPENSION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-14
DAD Screen Displays
2/04 D33001
s242 FAULT CONDITION MENU (SUSPENSION)
s2421 FAULT CONDITION (SUS)
This screen (Figure 33-25) is selectable only when the suspension controller is mounted on vehicle. See “Display Able/Disable by Model and Optional Equipment Status.”
This screen is selectable only when the suspension controller is mounted on vehicle. See “Display Able/ Disable by Model and Optional Equipment Status.”
FIGURE 33-25.
FIGURE 33-26.
This screen is used to select a suspension fault condition menu. When you select a menu and press its switch box, the selected menu screen appears.
This screen shows the history of suspension faults. DAD handles the following data as to suspension faults:
When you press the CLEAR switch placed after a menu title (“s2421 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all suspension fault data. Press the OK switch to delete all suspension fault data or the CANCEL switch not to delete the data. Current fault data is not deleted. When the BACK switch is pressed, this screen returns to “s24 SUSPENSION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
> CODE: System fault code > ERROR CONTENT: Contents of a fault > LAST: Service meter hour of the last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the fault currently occurs becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. Each page of the screen displays data for more than one fault. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s242 FAULT CONDITION MENU (SUS)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-15
s25 PMC MENU
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)
When you select a menu and press its switch box, the selected menu screen appears.
This screen (Figure 33-28) shows PMC real time data. For details of real time data displayed on this screen, refer to “Real time Data tables”.
FIGURE 33-27.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
FIGURE 33-28.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
Units of data can be changed by the “t4 UNIT SET” screen.
The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s25 PMC MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-16
DAD Screen Displays
2/04 D33001
s252 FAULT CONDITION MENU (PMC)
s2521 FAULT CONDITION (PMC)
This screen (Figure 33-29) is used to select a PMC fault condition menu.
This screen (Figure 33-30) shows the history of PMC faults .
FIGURE 33-29.
FIGURE 33-30.
When you select a menu and press its switch box, the selected menu screen appears.
DAD handles the following PMC fault data: > CODE: System fault code (ex. E001, E035)
When you press the CLEAR switch placed after a menu title (“s2521 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all PMC fault data.
> ERROR CONTENT: Contents of a fault
Press the OK switch to delete all PMC fault data or the CANCEL switch not to delete the data. Current fault data is not deleted.
> LAST: Service meter hour of the last occurrence
Press the M•TRIG switch to send a manual trigger signal to the transmission controller.
The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch.
When the BACK switch is pressed, this screen returns to “s25 PMC MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
> FIRST: Service meter hour of the first occurrence
> NO. OF OCCUR.: Number of occurrences
Each page of the screen displays data for more than one fault. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s252 FAULT CONDITION MENU (PMC)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-17
s26 ELECTRONIC DISPLAY PANEL MENU When you select a menu from the screen below and press its switch box, the selected menu screen appears.
s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel) This screen (Figure 33-32) shows real time data of the vehicle monitor panel. For details of real time data displayed on this screen, see “Real time Data Tables”.
FIGURE 33-31. FIGURE 33-32. When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
When the BACK switch is pressed, this screen returns to “s26 ELE. DISPLAY PANEL MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-18
DAD Screen Displays
2/04 D33001
s262 FAULT CONDITION MENU (ELE. DISPLAY PANEL)
s2621 FAULT PANEL)
CONDITION
(ELE.
DISPLAY
This screen (Figure 33-33) is used to select a fault condition menu of the vehicle monitor panel.
This screen (Figure 33-34) shows the history of vehicle monitor panel faults.
FIGURE 33-33. FIGURE 33-34. When you select a menu and press its switch box, the selected menu screen appears. When you press the CLEAR switch placed after a menu title (“s2621 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all vehicle monitor panel fault data. Press the OK switch to delete all vehicle monitor panel fault data or the CANCEL switch not to delete the data. Current fault data is not deleted.
When the BACK switch is pressed, this screen returns to “s26 ELE. DISPLAY PANEL MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
DAD handles the following vehicle monitor panel faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour, first occurrence > LAST: Service meter hour, last occurrence > NO. OF OCCUR.: Number of occurrences The DEL field works as a switch to delete the history of the fault code. When the DEL field of a fault code is pressed, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. Each page of the screen displays data for more than one fault. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence. > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value. When the BACK switch is pressed, this screen returns to “s262 FAULT CONDITION MENU (PANEL)” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-19
s27 PLM MENU
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)
This screen (Figure 33-35) is selectable only when the PLM is mounted on vehicle.
This screen (Figure 33-36) is selectable only when the PLM is mounted on vehicle.
FIGURE 33-35.
FIGURE 33-36.
See “Display Able/Disable by Model and Optional Equipment Status.”
See “Display Able/Disable by Model and Optional Equipment Status.”
When you select a menu and press its switch box, the selected menu screen appears.
This screen shows real time data of the PLM.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen.
For details of real time data displayed on this screen, see “Real time Data Tables”. Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time. When the BACK switch is pressed, this screen returns to “s27 PLM MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-20
DAD Screen Displays
2/04 D33001
s272 CALIBRATION DATA
s28 TMS MENU
This screen (figure 2-37) is selectable only when the PLM is mounted on vehicle.
This screen (Figure 33-38) is selectable only when the TMS is mounted on vehicle.
FIGURE 33-37.
FIGURE 33-38.
See “Display Able/Disable by Model and Optional Equipment Status.”
See “Display Able/Disable by Model and Optional Equipment Status.”
The “s272 CALIBRATION DATA” screen shows data which the payload meter (PLM) used for calibration (calculation of the empty weight of vehicle). For further information refer to Payload Meter, Section D.
When you select a menu and press its switch box, the selected menu screen appears.
The units of data can be changed by the “t4 UNIT SET” screen.
When the BACK switch is pressed, this screen returns to “s2 COMPONENT CHECK MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
When the BACK switch is pressed, this screen returns to “s27 PLM MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-21
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)
s283 FAULT CONDITION MENU (TMS)
This screen (Figure 33-39) is selectable only when the TMS is mounted on vehicle.
This screen (Figure 33-40) is selectable only when the TMS is mounted on vehicle.
FIGURE 33-39.
FIGURE 33-40.
See “Display Able/Disable by Model and Optional Equipment Status.”
See “Display Able/Disable by Model and Optional Equipment Status.”
This screen shows real time data of the TMS.
This screen is used to select a TMS fault condition menu. When you select a menu and press its switch box, the selected menu screen appears.
For details of real time data displayed on this screen, see “Real time Data Tables”. Units of data can be changed by the “t4 UNIT SET” screen. The switches on the screen have the following functions: > FWD: Calls the next real time data screen. > REV: Calls the preceding real time data screen. > HOLD/START: When this switch is pressed once, its indicator lights and the current real time data is held (including a delay due to the system response lag). When this switch is pressed once more, its indicator goes off and data is displayed in real time.
When you press the CLEAR switch placed after a menu title (“s2831 FAULT CONDITION”), a dialog box appears to ask whether you really want to delete all TMS fault data. Press the OK switch to delete all TMS fault data or the CANCEL switch not to delete the data. Current fault data is not deleted. When the BACK switch is pressed, this screen returns to “s28 TMS MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
When the BACK switch is pressed, this screen returns to “s28 TMS MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-22
DAD Screen Displays
2/04 D33001
s2831 FAULT CONDITION (TMS) This screen (Figure 33-41) is selectable only when the TMS is mounted on vehicle.
The DEL field works as a switch to delete the history of the fault code. When you press the DEL field of a fault code, a dialog box appears to ask whether you really want to delete the history of the data. Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch field of the current fault becomes dark and locked. You cannot delete the fault history by pressing the DEL switch. Each page of the screen displays data of more than one fault. You can move up or down the screen by the FWD or REV switch to show another page of faults. > “TOTAL COUNT OF ERROR” indicates the total number of the fault occurrence, > “CURRENT SMR” indicates the current vehicle standard SMR (Service Meter) value.
FIGURE 33-41.
When BACK is pressed, this screen returns to “s283 FAULT CONDITION MENU (TMS)” screen. See “Display Able/Disable by Model and Optional Equipment Status.”
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
This screen shows the history of TMS faults. DAD handles the following data for TMS faults: > CODE: System fault code > ERROR CONTENT: Contents of a fault > FIRST: Service meter hour at first occurrence > LAST: Service meter hour at last occurrence > NO. OF OCCUR.: Number of occurrences
D33001 2/04
DAD Screen Displays
D33-23
s3 MACHINE INFORMATION MENU
s31 MACHINE INFORMATION MENU
When you select a menu and press its switch box, the selected menu screen appears.
This screen (Figure 33-43) shows a machine code and controllers installed on the truck. The names of the controllers mounted on the vehicle are highlighted.
FIGURE 33-43.
FIGURE 33-42.
When the BACK switch is pressed, this screen returns to “s1 SERVICE MENU” screen.
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33-24
DAD Screen Displays
2/04 D33001
s32-1/3 CONTROLLER INFORMATION This screen (Figure 33-44) shows switch status, software versions, and controller-specific SMR values of each controller (CENTRY, CENSE, transmission, electronic display panel, and PMC) on the vehicle.
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
0000
0
8
1000
0001
1
9
1001
0010
2
A
1010
The “CLOCK READ” field shows the controller-specific SMR value based on vehicle standard SMR (not a vehicle standard SMR value).
0011
3
B
1011
0100
4
C
1100
0101
5
D
1101
0110
6
E
1110
0111
7
F
1111
TABLE 2. BINARY-TO-HEXADECIMAL CONVERSION TABLE If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional feature is not installed on the truck, it will ignore the DIP switch setting. Refer to PMC System, “PMC Dip Switch Settings” for additional information concerning the DIP switch settings for the standard and optional equipment installed on the truck.
FIGURE 33-44.
SEL.SW.STATUS of the PMC
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
The PMC (Powertrain Management Controller) has sixteen DIP switches. The status of these DIP switches is represented in hexadecimal (4F0D) in Figure 33-44.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
Table 1. provides an example of how to interpret the switch settings based on the value shown on the screen, the hexadecimal value, the binary value, and the status of the individual DIP switch setting - ON or OFF. Table 2. lists the hexadecimal to binary conversion values. When an optional function is used or optional equipment is installed on the truck, the corresponding DIP switch is set to the ON position. Note: The standard and optional equipment installed on the truck will vary with each truck model and the optional equipment ordered from the factory.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation (1 = ON, 0 = OFF) Hexadecimal Notation
0100
1111
0000
1101
4
F
O
D
Value Displayed on screen
4F0D
TABLE 1:
D33001 2/04
DAD Screen Displays
D33-25
s32-2/3 CONTROLLER INFORMATION MODEL SELECTION SWITCH No. (C0: MACHINE CODE)
This screen (Figure 33-45.) shows controller information of a Payload Meter (PLM) installed on the truck. No value is displayed if the PLM is not installed.
MODEL
0
HD1200-1 STD Large-tire CUMMINS ENGINE
1
HD785-3 STD Large-tire KOMATSU ENGINE
2
HD465-5 STD Small-tire KOMATSU ENGINE
3
HD325-6 STD Large-tire KOMATSU ENGINE
4 5
FIGURE 33-45. When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
6
HD785-3 STD Small-tire KOMATSU ENGINE
7
HD465-5 STD Large-tire KOMATSU ENGINE
8
HD325-6 QUARRY Large-tire KOMATSU ENGINE
9
HD985-3 STD 30.00-51 KOMATSU ENGINE
A
HD465-5 QUARRY Large-tire KOMATSU ENGINE
B
730E
C
930E
D
530M/HD1500
E
330M
F
830E
TABLE 3. MODEL SELECTION CODE
MENU ITEM TRIMMER GAIN(%)
DESCRIPTION
REMARKS
Gain adjusted by payload gain adjustment trimmer (Located on the left side of the PLM)
80% TO 120% Bit 0: Use/non-use of memory card (1: Not used, 0: Used) Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
DIP switch status
Bit 2: Weight unit system (1: Metric ton, 0: Short ton) Bit 3: Auxiliary switch (1: UP, 0: DOWN) Bit 4 to bit 7: Not used
SR
Speed regulation
0 to F): 0:107%, 7:100%, F:92%
DR
Distance correction
(0 to F): 0:107%, 7:100%, F:92%
CO
Machine code
(0 to F): Refer to Table 5.
SOFT VER.
Version of PLM software
0 to 255
REVISION
Revision of PLM software
0 to 255
DATE
Current date and time
TABLE 4. CONTROLLER INFORMATION SCREEN ITEMS
D33-26
DAD Screen Displays
2/04 D33001
s32-3/3 CONTROLLER INFORMATION
s33 OPTIONAL FUNCTION INFORMATION
This screen (Figure 33-46) shows switch status, software versions, and controller-specific SMR values of suspension and brake controllers on the vehicle.
This screen (Figure 33-47) shows whether optional functions are installed or not. The name of each installed option is highlighted.
FIGURE 33-46.
FIGURE 33-47.
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-27
s34 HISTORY OF USE This screen (Figure 33-48) shows the time of the latest parameter change.
• T/M GEAR SELECT When the set value of the maximum transmission gear is changed at the “t33 T/M GEAR SELECT” screen. • T/M GEAR SELECT (BODY UP) When the set value of the maximum transmission gear at body up is changed at the “t34 T/M GEAR SELECT (BODY UP)” screen • SUSPENSION MODE SET When the set value of the suspension mode is changed at the “t35 SUSPENSION MODE SET” screen When the BACK switch is pressed, this screen returns to “s3 MACHINE INFORMATION MENU” screen. When the RET switch is pressed, this screen changes to “i3 MENU SELECT” screen.
FIGURE 33-48.
When a parameter is changed by a related screen, the value of the vehicle standard service meter (SMR) at that time is recorded.
• *ENG.,T/M PATTERN SELE,-ENG. When the pattern in the engine controller is changed at the “t31 ENG.,T/M PATTERN SELECT” screen. • *ENG.,T/M PATTERN SELE,-T/M. When the pattern in T/M controller is changed at the “t31 ENG.,T/M PATTERN SELECT” screen.
*Note: The “ENG.,T/M PATTERN SELE,-ENG.” and “ENG.,T/M PATTERN SELE, -T/M.” fields show values only when the KOMATSU engine is installed.
• SPEED LIMITER (LOADED) When the set value of maximum speed, loaded is changed at the “t32 SPEED LIMITER” screen. • SPEED LIMITER (EMPTY) When the set value of maximum speed, empty is changed at the “t32 SPEED LIMITER” screen.
D33-28
DAD Screen Displays
2/04 D33001
t1 PARAMETER SET MENU
t2 TIME/DATE SET
When you select a menu and press its switch box, the selected menu screen appears.
This screen (Figure 33-49) is used to set the date and time to be displayed on the “i4 NORMAL RUNNING” screen.
FIGURE 33-49.
FIGURE 33-50.
When the BACK switch is pressed, this screen returns to “i3 MENU SELECT” screen.
Note: The switch box “t5 TMS SET MENU” is light and not selectable when the TMS is not used and the appropriate PMC DIP switch is set to OFF. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
Procedure to set a date and a time: 1. Press the SET switch. The cursor appears on the DAY field. 2. Move and position the cursor on a field (DAY, MONTH, YEAR, or TIME) whose value you want to change by using the left or right arrow switches. 3. Increase or decrease the value by pressing the “+” or “-” switch until the desired value appears. Hold down the “+” or “-” switch to change the value continuously. 4. Press the ENT switch to register the date and time or the CANCEL switch to cancel registration. To stop displaying of the time and date on “i4” screen, press the DISPLAY OFF switch. “DISPLAY OFF” turns to “DISPLAY ON.” To display the time and date on the “i4” screen, press the DISPLAY ON switch. “DISPLAY ON” turns to “DISPLAY OFF.” When the BACK switch is pressed, this screen returns to “t1 PARAMETER SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-29
t3 TRAVEL MODE MENU When you select a menu and press its switch box, the selected menu screen appears.
t31 ENG., T/M PATTERN SELECT (Komatsu Engine Only) This screen (Figure 33-52) is selectable only when the KOMATSU engine controller is installed on the vehicle.
FIGURE 33-51. FIGURE 33-52. When the BACK switch is pressed, this screen returns to “t1 PARAMETER SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
Note: The switch boxes of components which are not available (according to the setting of the rotary switches on the transmission controller and DIP switches on the PMC) are light and not selectable. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
Refer to “Display Able/Disable by Model and Optional Equipment Status.” This screen is used to select an engine torque curve and transmission shift schedule (ENG.-T/M pattern). DAD supports three ENG.-T/M patterns. Select a desired ENG.-T/M pattern and press its switch box (under “PATTERN”). When the pattern is selected, its indicator (placed before the switch box) lights. When the BACK switch is pressed, this screen returns to “t3 PARAMETER SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
D33-30
DAD Screen Displays
2/04 D33001
t32 SPEED LIMITER
t33 T/M MAX GEAR SELECT
This screen (Figure 33-53) is selectable only when a maximum speed limit is set by the DIP switches on the PMC.
This screen (Figure 33-54) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 33-53.
FIGURE 33-54.
When entering this screen, current set values at loaded and empty are indicated. Refer to “Display Able/Disable by Model and Optional Equipment Status.” Specify a maximum speed limit when vehicle is fully loaded and a maximum speed limit when vehicle is empty using the procedure below. Procedure to change a speed limit value: 1. Select a desired item “LOADED” or “EMPTY” and press its SET switch. The cursor appears in the entry field of the item.
When entering this screen, the indicator for the current maximum gear is turned on. Select a gear position (F4, F5, F6, or F7) and press its switch box. When the gear position is selected, its indicator (above the switch box) is turned on. When the BACK switch is pressed, this screen returns to the “t3 TRAVEL MODE MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
2. Change the value by increasing or decreasing it by the “+” or “-” switch. 3. Press the ENT key to register the set value or the CANCEL switch to cancel registration of the value.
Note: “F7” is set as a default value when the truck is shipped from the factory.
Units of data can be changed by the “t4 UNIT SET” screen. When the BACK switch is pressed, this screen returns to the “t3 TRAVEL MODE MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-31
t34 T/M MAX GEAR SELECT (BODY UP)
t35 SUSPENSION MODE SET
This screen (Figure 33-55) is used to select a maximum transmission gear position (F1, F2, or F3) for the body-up maximum speed and to enable or disable selection of REVERSE when the body is raised.
This screen (Figure 33-56) is selectable only when the optional suspension controller is mounted on vehicle. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-55. When entering this screen, the currently set values are turned on. Select a gear position (F1, F2, or F3) and press its switch box. When the gear position is selected, its indicator (above the switch box) is turned on. To enable (OK) or disable (NO) selection of the reverse position at body up, press the OK or NO switch. When the selection is set, its indicator (above the switch box) is turned on. When the BACK switch is pressed, this screen returns to the “t3 TRAVEL MODE MENU” screen.
FIGURE 33-56. When entering this screen, the currently set value is turned on. Select a suspension mode (SOFT, MEDIUM, HARD, or AUTO) and press its switch box. When the selected mode is set, its indicator (above the switch box) is turned on. When the BACK switch is pressed, this screen returns to the “t3 TRAVEL MODE MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
Note: “F1” and “NO” are set as default values when the truck is shipped from the factory.
D33-32
Note: “AUTO” is set as a default value when shipped from the factory. Damping forces are fixed in the SOFT, MEDIUM, and HARD modes. In the AUTO mode, the damping force varies according to vehicle conditions.
DAD Screen Displays
2/04 D33001
t4 PARAMETER UNIT SET
t5 TMS SET MENU
This screen (Figure 33-57) is used to set the units of measurement for items displayed on the screen.
This screen (Figure 33-58) is selectable only when the TMS is installed on the vehicle. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-57. FIGURE 33-58.
Procedure to change units: 1. Select an item whose unit you want to change and press its SET switch. The cursor appears in the entry field of the item.
When you select a menu and press its switch box, the selected menu screen appears.
2. Press the UP or DOWN arrow key until a desired unit appears in the entry field.
When the BACK switch is pressed, this screen returns to the “t1 PARAMETER SET MENU” screen.
3. Press the ENT key to register the selected unit or the CANCEL switch to cancel unit change.
When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
The following units are available: > SPEED/DISTANCE: km/h (km), mile/h (mile) > PRESSURE: MPa, kg/cm2, kpsi > TEMPERATURE: °F, °C > VOLUME: us.Gal, l > WEIGHT: us.ton, ton, klb When the BACK switch is pressed, this screen returns to the “t1 PARAMETER SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
Note: Initially, “mile/h”, “kpsi”, “°C”, “us.Gal”, and “us.ton” are set as default values.
D33001 2/04
DAD Screen Displays
D33-33
t51 TIRE PRESSURE LIMIT SET
t52 TIRE TEMPERATURE LIMIT SET
This screen (Figure 33-59) is selectable only when the TMS is mounted on vehicle. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
This screen (Figure 33-60) is selectable only when the TMS is mounted on vehicle. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
FIGURE 33-59.
FIGURE 33-60.
Set the maximum and minimum air pressures of each tire using the procedure below:
Set the maximum and minimum air pressures of each tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN arrow key on “TIRE No.” line.
1. Select a tire number by pressing the UP or DOWN arrow key on “TIRE No.” line.
2. Select a “MAX. LIMIT” or “MIN. LIMIT” item and press the ENT key. The cursor appears in the entry field of the item.
2. Select a “MAX. LIMIT” or “MIN. LIMIT” item and press the ENT key. The cursor appears in the entry field of the item.
3. Press the UP or DOWN key until a desired value appears in the entry field.
3. Press the UP or DOWN key until a desired value appears in the entry field.
4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting.
4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting. The following tire numbers are available:
The following tire numbers are available:
TIRE No.
LOCATION
TIRE No.
LOCATION
1
FR (front right side)
1
FR (front right side)
2
FL (front left side)
2
FL (front left side)
3
RRR (outer side of rear right)
3
RRR (outer side of rear right)
4
RRL (inner side of rear right)
4
RRL (inner side of rear right)
5
RLR (inner side of rear left)
5
RLR (inner side of rear left)
6
RLL (outer side of rear left)
6
RLL (outer side of rear left)
Units of data can be changed on the “t4 UNIT SET” screen.
Units of data can be changed by the “t4 UNIT SET” screen.
When the BACK switch is pressed, this screen returns to “t5 TMS SET MENU” screen.
When the BACK switch is pressed, this screen returns to “t5 TMS SET MENU” screen.
When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
D33-34
DAD Screen Displays
2/04 D33001
t53 CORRELATION CONSTANTS SET
t54 TMS CLOCK SET
This screen (Figure 33-61) is selectable only when the TMS is mounted on vehicle. Refer to “Display Able/Disable by Model and Optional Equipment Status.”
This screen (Figure 33-62) is selectable only when the TMS system is installed. Refer to “Display Able/ Disable by Model and Optional Equipment Status.”
FIGURE 33-61.
FIGURE 33-62.
Set the correlation constants (SLOPE and OFFSET) using the procedure below: 1. Select a tire number by pressing the UP or DOWN arrow key on the “TIRE No.” line. 2. Select a “MAX. LIMIT” or “MIN. LIMIT” item and press the ENT key. The cursor appears in the entry field of the item. 3. Press the UP or DOWN key until a desired value appears in the entry field. 4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting. The following tire numbers are available:
Tire No.
LOCATION
1
FR (front right side)
2
FL (front left side)
3
RRR (outer side of rear right)
4
RRL (inner side of rear right)
5
RLR (inner side of rear left)
6
RLL (outer side of rear left)
This screen is used to set the date and time for the tire management system (TMS) using the procedure below: 1. Press the SET switch. The cursor appears on the DAY field. 2. Move and position the cursor on a field (DAY, MONTH, YEAR, or TIME) whose value you want to change by pressing the left or right arrow key. 3. Increase or decrease the value by pressing the “+” or “-” switch until a desired value appears. Hold down the “+” or “-” switch to change the value continuously. 4. Press the ENT switch to register the date and time or the CANCEL switch to cancel registration. When the BACK switch is pressed, this screen returns to “t5 TMS SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
Units of data can be changed by the “t4 UNIT SET” screen. When the BACK switch is pressed, this screen returns to “t5 TMS SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
D33001 2/04
DAD Screen Displays
D33-35
Procedure to set the ID code:
t55 ID CODE SET This screen (Figure 33-63) is selectable only when the TMS system is installed. Refer to “Display Able/ Disable by Model and Optional Equipment Status.”
1. Press the SET switch. The cursor appears in the leftmost digit of the ID CODE entry field. 2. Enter a 3-digit code using the 10-key pad. 3. Press the ENT switch to register the new ID code or the CANCEL switch to cancel the ID code setting. When the BACK switch is pressed, this screen returns to “t5 TMS SET MENU” screen. When the RET switch is pressed, this screen returns to “i3 MENU SELECT” screen.
FIGURE 33-63. This screen is used to set the ID code for the tire management system (TMS).
D33-36
DAD Screen Displays
2/04 D33001
SECTION D34 REAL TIME DATA TABLES INDEX
REAL TIME DATA TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-3 ACCESSING REAL TIME DATA SCREENS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-3 Real Time Data Screen Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-3
D34002
Real Time Data Tables
D34-1
NOTES
D34-2
Real Time Data Tables
D34002
REAL TIME DATA TABLES Tables on the following pages list the Real Time Data information that appears on the screen numbers and screen pages listed for each controller in the PMC System, whether installed as standard equipment on the truck or as optional equipment. The tables should be used as a reference when troubleshooting the PMC System or when retrieving operational data using the "MOM" or the "DAD". Note that various units of measure are listed for some items in the tables. The desired unit of measure is set using the "t4 PARAMETER UNIT SET" screen. (Refer to "MOM - Screen Displays".)
Real Time Data Screen Switches The switches appearing on the real time data screen function as follows: FWD: Accesses the next realtime data screen. REV: Returns to the previously selected real time data screen. HOLD/START: Pressing this switch once will lock the display on the value that was displayed when the switch was depressed. (The switch will light to indicate the "hold" mode. Pressing the switch again will start the system to continue displaying and updating real time data. BACK: Pressing this switch will leave the real time data display screen and return to the s2_ menu of the selected controller.
ACCESSING REAL TIME DATA SCREENS To access the real time data screens using MOM: 1. Select s1 "Service Menu" from the i9 MENU SELECT Screen.
Refer to "MOM Screen Displays" or "DAD Screen Displays", for information concerning the other switches on the screen.
2. On the SERVICE MENU, select s2, "Component Check Menu". 3. When the COMPONENT CHECK MENU is displayed, choose the appropriate PMC System controller. 4. The s2_ menu screen that appears will allow selection of "Real Time Monitor" and access to the individual screens displaying real time data.
D34002
Real Time Data Tables
D34-3
REAL TIME DATA TABLES No. s211
D34-4
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
ENGINE REAL TIME MONITOR (CENSE) SCREEN 1
ENGINE SPEED
rpm
1
FUEL RAIL PRESSURE
kg/cm2, kpsi, MPa
1
ECM TEMP.
°C, °F
2
ENG. SPEED
rpm
2
BLOWBY PRESS.
inch H2O
2
ENG. SPEED (CENTRY)
rpm
2
INTAKE MANIFOLD PRESS. RB
kg/cm2, kpsi, MPa
2
INTAKE MANIFOLD PRESS. LB
kg/cm2, kpsi, MPa
3
ENGINE SPEED
rpm
3
CMP. IN A. TMP. L
°C, °F
3
CMP. IN A. TMP. R
°C, °F
3
AMBIENT AIR PRESSURE
kg/cm2:1, kpsi:3 MPa:2
3
INTAKE MANIFOLD TMP. LF
°C, °F
3
INTAKE MANIFOLD TMP. LR
°C, °F
3
INTAKE MANIFOLD TMP. RF
°C, °F
3
INTAKE MANIFOLD TMP. RR
°C, °F
4
ENG. SPEED
4
OIL LEVEL
4
OIL PR. PRE. FIL
kg/cm2, kpsi, MPa
4
OIL PR. POST FIL
kg/cm2, kpsi, MPa
4
OIL TEMP.
5
ENG. SPEED
5
COOLANT LEVEL
5
COOLANT PRESS.
5
COOLANT TEMP.
°C, °F
6
ENG. SPEED
rpm
6
EXH. TEMP. L1
°C, °F
6
EXH. TEMP. L2
°C, °F
6
EXH. TEMP. L3
°C, °F
6
EXH. TEMP. L4
°C, °F
7
ENG. SPEED
rpm
7
EXH. TEMP. L5
°C, °F
7
EXH. TEMP. L6
°C, °F
7
EXH. TEMP. L7
°C, °F
7
EXH. TEMP. L8
°C, °F
8
ENG. SPEED
rpm
8
EXH. TEMP. R1
°C, °F
8
EXH. TEMP. R2
°C, °F
8
EXH. TEMP. R3
°C, °F
8
EXH. TEMP. R4
°C, °F
9
ENG. SPEED
rpm
9
EXH. TEMP. R5
°C, °F
9
EXH. TEMP. R6
°C, °F
9
EXH. TEMP. R7
°C, °F
9
EXH. TEMP. R8
°C, °F
10
ENG. SPEED
rpm
10
TOTAL ENG. HOURS
h
10
HOURS TO REBUILD
h
10
ENGINE IDLE HOURS
h
rpm OK: Normal, LOW: Abnormal
—
rpm OK: Normal, LOW: Abnormal
— kg/cm2, kpsi, MPa
Real Time Data Tables
D34002
REAL TIME DATA TABLES No. s221
D34002
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
TRANSMISSION REAL TIME MONITOR SCREEN 1
ENG. SPEED
1
SHIFT LEVER POS
rpm
1
SHIFT LEVER D
ON:D Position, OFF:Not D Position
—
1
SHIFT LEVER 5
ON:5 Position, OFF:Not 5 Position
—
1
SHIFT LEVER 4
ON:4 Position, OFF:Not 4 Position
—
1
SHIFT LEVER 3
ON:3 Position, OFF:Not 3 Position
—
1
SHIFT LEVER L
ON:L Position, OFF:Not L Position
—
1
SHIFT LEVER R
ON:R Position, OFF:Not R Position
—
1
SHIFT LEVER N
ON:N Position, OFF:Not N Position
—
2
ENG. SPEED
rpm
2
SOLENOID LOW
mA
2
SOLENOID MIDDLE
mA
2
SOLENOID HIGH
mA
2
SOLENOID 1st
mA
2
SOLENOID 2nd
mA
2
SOLENOID 3rd
mA
3
ENG. SPEED
rpm
3
T/M OUTPUT SPEED
rpm
3
SOLENOID L
mA
3
SOLENOID R
4
FILL SIGNAL LOCK-UP
4 4 4
SHIFT INDICATOR
4
T/M OUTPUT SPEED
4
FILL SIGNAL R
ON:FILL SW ON, OFF:FILL SW OFF —
4
FILL SIGNAL 3rd
ON:FILL SW ON, OFF:FILL SW OFF —
4
FILL SIGNAL 2nd
ON:FILL SW ON, OFF:FILL SW OFF —
4
FILL SIGNAL 1st
ON:FILL SW ON, OFF:FILL SW OFF —
4
FILL SIGNAL HIGH
ON:FILL SW ON, OFF:FILL SW OFF —
4
FILL SIG. MEDIUM
ON:FILL SW ON, OFF:FILL SW OFF —
4
FILL SIGNAL LOW
ON:FILL SW ON, OFF:FILL SW OFF —
—
mA ON:FILL ON, OFF:FILL SW OFF
—
SHIFT LIMIT SW.
ON:SW ON, OFF:OFF
—
F1 START SW.
ON:SW ON, OFF:SW OFF
— — rpm
5
ENG. SPEED
5
T/M OUTPUT SPEED
rpm rpm
5
T/M MIDDLE SPEED
rpm
5
T/M INPUT SPEED
rpm
6
ENG. SPEED
rpm
6
T/M OUTPUT SPEED
rpm
6
T/C INLET PRESS.
kg/cm2, kpsi, MPa
6
T/C OUTLET PRESS.
kg/cm2, kpsi, MPa
6
T/C OUTLET OIL TEMP.
°C, °F
6
VAL. IN OIL TMP
°C, °F
6
T/M LUB OIL TMP
°C, °F
7
ENG. SPEED
rpm
7
TORQUE SENSOR
kg.m
7
LIMP HOME SW.
ON:SW ON, OFF:SW OFF
—
7
T/M FILTER RESRICTION
ON:Abnormal, OFF:Normal
—
7
T/M OIL LEVEL
ON:Abnormal, OFF:Normal
—
7
T/M CUT RELAY
ON:RELAY ON, OFF:RELAY OFF
—
7
HIGH. GEAR SW.2
ON:SW ON, OFF:SW OFF
—
Real Time Data Tables
D34-5
REAL TIME DATA TABLES No. s221
D34-6
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
TRANSMISSION REAL TIME MONITOR SCREEN (Continued) 7
HIGH GEAR SW.1
8
ENGINE SPEED
ON:SW ON, SW OFF
— rpm
8
FRONT BRAKE OIL TEMP.
°C, °F
8
REAR BRAKE OIL TEMP. L
°C, °F
8
REAR BRAKE OIL TEMP R
°C, °F
8
BRAKE AIR PRESS (Optional)
kg/cm2, kpsi, MPa
9
ENGINE SPEED
9
PARKING BRAKE
ON:BRAKE ON, OFF:BRAKE OFF
—
9
REAR BRAKE
ON:BRAKE ON, OFF:BRAKE OFF
—
9
STEERING PRESSURE
ON:Abnormal, OFF:Normal
—
9
BCV SOLENOID 1
ON:SOLENOID ON, OFF:SOLENOID OFF —
9
BCV SOLENOID 2
ON:SOLENOID ON, OFF:SOLENOID OFF —
9
R. BR. ACCUM. PRESS. 2
ON:Abnormal, OFF:Normal
—
9
R. BR. ACCUM. PRESS. 1
ON:Abnormal, OFF:Normal
—
9
F. BR. ACCUM. PRESS. 1
ON:Abnormal, OFF:Normal
—
9
STRG. ACCUM. PRESS. 2
ON:Abnormal, OFF:Normal
—
ON:Abnormal, OFF:Normal
—
rpm
9
STRG. ACCUM. PRESS. 1
10
ENGINE SPEED
10
BODY FLOAT CAUTION
ON:Body not floated, OFF:Body floated
—
10
LATERAL INCLINATION
ON:Abnormal, OFF:Normal
—
10
BODY SEATING SW
ON:SW ON, OFF:SW OFF
—
10
FUEL LEVEL
Ω
10
ACCEL PEDAL
V
10
THROTTLE MODIFICATION
Hz
10
BRAKE COMMAND
%
10
SHIFT WAIT
%
11
ENGINE SPEED
rpm
11
BRAKE OIL TEMP.
—
rpm
11
BRAKE AIR PRESS (Optional)
—
11
T/C OIL TEMP.
—
11
FUEL LEVEL
—
11
COOLANT TEMP.
°C, °F
11
T/M OUTPUT SPEED
11
BRAKE STROKE SW STATUS
rpm ON:SW ON, OFF:SW OFF
12
ENGINE SPEED
12
ALTERNATOR "R"
ON:Engine running, OFF:Engine stopped
rpm
12
KEY SWITCH "C"
ON:Engine start, OFF:Engine stopped
13
ENGINE SPEED
13
MATCHING PATTERN
13
HIGHEST GEAR
rpm
13
HIGHEST GEAR (BODY UP)
13
REVERSE OK/NO
13
SERVICE METER
13
POWER SUPPLY
13
MACHINE SEL. 4
ON:select(GND), OFF:not select(OPEN)
—
13
MACHINE SEL. 3
ON:select(GND), OFF:not select(OPEN)
—
13
MACHINE SEL. 2
ON:select(GND), OFF:not select(OPEN)
—
13
MACHINE SEL. 1
ON:select(GND), OFF:not select(OPEN)
—
14
ENGINE SPEED
OK: REVERSE enabled, NO: REVERSE disabled h v
rpm
Real Time Data Tables
D34002
REAL TIME DATA TABLES No. s221
s231
s241
D34002
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
TRANSMISSION REAL TIME MONITOR SCREEN (Continued) 14
SOFTWARE VER.
—
14
ROTARY SW.1 STATUS
—
14
ROTARY SW.2 STATUS
—
BRAKE CONTROLLER REAL TIME MONITOR SCREEN 1
ENGINE SPEED
rpm
1
T/M OUTPUT SPEED
rpm
1
WHEEL SPEED (FL)
rpm
1
WHEEL SPEED (FR)
rpm
1
WHEEL SPEED (RL)
rpm
1
WHEEL SPEED (RR)
rpm
2
ENGINE SPEED
rpm
2
RETARD PPC COM.
mA
2
LEFT ASR PPC CO
mA
2
R ASR PPC COMM.
mA
2
BR. OPE. PRESS. RL
kg/cm2, kpsi, MPa
2
BR. OPE. PRESS. RR
kg/cm2, kpsi, MPa
2
AMT. OF RE. LE. OP
%
2
AMT. OF THROTTLE MOD.
%
3
ENGINE SPEED
rpm
3
AMT. OF BR. COMM.
3
EMERGENCY SW
% ON:SW ON, OFF:SW OFF
— —
3
FRONT BRAKE CUT
ON:SW ON, OFF:SW OFF
3
BRAKE LOCK SW
ON:SW ON, OFF:SW OFF
—
3
FOOT BRAKE PEDAL
ON:PRESSED, OFF:RELEASED
—
3
RIGHT ABS
ON:ABS ON, OFF:ABS OFF
—
3
LEFT ABS
ON:ABS ON, OFF:ABS OFF
—
3
LOW BRAKE ACCUM. PRES
ON:SW ON, OFF:SW OFF
—
3
PRESS. IMBALANCE SWITCH
ON:SW ON, OFF:SW OFF
4
ENGINE SPEED
4
KEY SWITCH
ON:SW ON, OFF:SW OFF
—
4
ASR ON/OFF
ON:ASR ON, OFF:ASR OFF
—
4
ABS MANUAL SW
ON:SW ON, OFF:SW OFF
—
4
ASR MANUAL SW
ON:SW ON, OFF:SW OFF
—
4
PW. SUPPLY(BRAKE)
V
4
SR. METER BR. CON
h
— rpm
SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN 1
ENGINE SPEED
1
FOOT BRAKE STATUS
rpm
1
STEERING SPEED.
1
BODY FLOAT STATUS
1
SUS. DAMP STATUS
H:HARD, M:MEDIUM, S:SOFT, -:None
1
SUS. SOL.3 STATUS
ON:Solenoid ON, OFF:Solenoid OFF
1
SUS. SOL.2 STATUS
ON:Solenoid ON, OFF:Solenoid OFF
1
SUS. SOL.1 STATUS
ON:Solenoid ON, OFF:Solenoid OFF
1
SUS. PRESS.(L)
kg/cm2, kpsi, MPa
1
SUS. PRESS.(R)
kg/cm2, kpsi, MPa
2
ENGINE SPEED
rpm
3
ENGINE SPEED
rpm
ON:BRAKE ON, OFF:BRAKE OFF rpm ON:Body not in float, OFF:Body in float
Real Time Data Tables
D34-7
REAL TIME DATA TABLES No. s241
s251
D34-8
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN (Continued) 3
T/M OUTPUT SPEED
rpm
3
T/M OUT. SP. (SUS)
rpm
3
SERVICE METER
h
3
POWER SUPPLY
3
SUS. MODE SET
V H:HARD, M:MEDIUM, S:SOFT, A:AUTO
4
ENGINE SPEED
rpm
4
SOFTWARE VER.
—
PMC REAL TIME MONITOR SCREEN 1
ENGINE SPEED
1
ASR MODE STATUS
ON:ASR MODE ON, OFF:ASR MODE OFF
rpm
1
CANCEL SW. STATUS
ON:SW ON, OFF:SW OFF
—
1
RESUME/UP SW.STATUS
ON:SW ON, OFF:SW OFF
—
1
SET/DOWN SW. STATUS
ON:SW ON, OFF:SW OFF
—
1
ACC. ARC. SYSTEM
ON:SW ON, OFF:SW OFF
—
1
ACC. ARC. MODE STATUS
ON:ACC.ARC.MODE ON, OFF:ACC.ARC.MODE OFF
—
1
ABS MANUAL SW ON/OFF
ON:SW ON, OFF:SW OFF
—
2
ENGINE SPEED
2
DERATE MODE STATUS
ON:DERATE MODE ON, OFF:DERATE MODE OFF
—
2
ALTERNATE TORQ.
ON:MODE ON, OFF:MODE OFF
—
2
ALTERNATE DROOP
ON:MODE ON, OFF:MODE OFF
—
2
VALIDATION SW.2
ON:SW ON, SW OFF
—
2
VALIDATION SW.1
ON:SW ON, SW OFF
—
3
ENGINE SPEED
rpm
3
BRAKE COMMAND T/M
%
3
BRAKE COMMAND (BR)
%
3
ACCEL. PEDAL
v
3
THROTTLE
Hz
3
THROTTLE MOD. T/M
%
3
THROTTLE MOD. BRAKE
%
3
SHIFT WAIT
%
4
ENGINE SPEED
rpm
4
T/M OUTP. SPEED
rpm
4
ENGINE SPEED (PMC)
rpm
4
T/M OUTPUT SPEED (PMC
4
KEY SW. "ACC"
ON:SW ON, SW OFF
—
4
KEY SW. "C" (PMC)
ON:SW ON, SW OFF
—
4
EMERGENCY BRAKE
ON:BRAKE ON, OFF:BRAKE OFF
—
4
F.BR.FILTER RESRICTION
ON:Abnormal, OFF:Normal
—
4
R.BR.FILTER RESTRICTION (L)
ON:Abnormal, OFF:Normal
—
4
R.BR.FILTER RESTRICTION (R)
ON:Abnormal, OFF:Normal
—
4
HYD.FILTER RESTRICTION
ON:Abnormal, OFF:Normal
—
5
ENGINE SPEED
5
BATTERY LIQUID LEVEL
ON:Abnormal, OFF:Normal
—
5
HYD. OIL LEVEL
ON:Abnormal, OFF:Normal
—
5
BRAKE DISK WEAR (RR)
ON:Abnormal, OFF:Normal
—
5
BRAKE DISK WEAR (FL)
ON:Abnormal, OFF:Normal
—
5
BRAKE DISK WEAR (FR)
ON:Abnormal, OFF:Normal
—
5
BRAKE DISK WEAR (RL)
ON:Abnormal, OFF:Normal
—
—
rpm
rpm
rpm
Real Time Data Tables
D34002
REAL TIME DATA TABLES No. S251
s261
D34002
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
PMC REAL TIME MONITOR SCREEN (Continued) 6
ENGINE SPEED
rpm
6
SUS. PRESS. L
kg/cm2, kpsi, MPa
6
SUS. PRESS. R
kg/cm2, kpsi, MPa
6
TORQUE OUTPUT
%
6
T/M INPUT SPEED
rpm
6
MAX. SPEED (LOADED
km/h, mile/h
6
MAX. SPEED (EMPTY)
7
DIP SW. 16 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 15 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 14 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 13 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 12 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 11 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 10 STATUS
ON:SW ON, OFF:SW OFF
—
7
DIP SW. 9 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 8 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 7 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 6 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 5 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 4 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 3 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 2 STATUS
ON:SW ON, OFF:SW OFF
—
8
DIP SW. 1 STATUS
ON:SW ON, OFF:SW OFF
—
9
SERVICE METER
h
9
POWER SUPPLY
V
9
SOFTWARE VERSION
—
km/h, mile/h
ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN 1
ENGINE SPEED
1
AISS SWITCH
rpm
1
STANDARD SMR
2
ENG. SPEED
2
FRONT BRAKE ACCUM. PRE.
2
T/M OIL TEMP.
ON:Abnormal, OFF:Normal
—
2
T/M FILTER RESTRICTION
ON:Abnormal, OFF:Normal
—
ON:SW ON, OFF:SW OFF
— h rpm
ON:Abnormal, OFF:Normal
—
2
BATTERY CHARGE
ON:Abnormal, OFF:Normal
—
2
BLOW-BY PRESS.
ON:Abnormal, OFF:Normal
—
2
ENG. OIL PRESS.
ON:Abnormal, OFF:Normal
—
2
ENG. OIL TEMP.
ON:Abnormal, OFF:Normal
—
2
COOLANT LEVEL
ON:Abnormal, OFF:Normal
—
2
PARKING BR. STATUS
ON:BRAKE ON, OFF:BRAKE OFF
—
2
REAR BRAKE STATUS
ON:BRAKE ON, OFF:BRAKE OFF
—
2
BODY FLOAT CAUTION
ON:Body not in float, OFF:Body in float
—
2
LATERAL INCLINATION
ON:Abnormal, OFF:Normal
—
2
STRG. ACCUM. PRECHARGE
ON:Abnormal, OFF:Normal
—
3
ENGINE SPEED
3
STEERING PRESSURE
ON:Abnormal, OFF:Normal
—
3
REAR BRAKE ACCUM. PRE.
ON:Abnormal, OFF:Normal
—
3
BUZZER
ON:BUZZER ON, OFF:BUZZER OFF
—
3
CENTRAL CAUTION LAMP
ON:LAMP ON, OFF:LAMP OFF
—
rpm
Real Time Data Tables
D34-9
REAL TIME DATA TABLES No. s261
s271
s281
D34-10
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN (Continued) 3
KPH/MPH CHANGE
KPH:km/h, MPH:mile/h
—
3
MODE CHANGE SW.2
ON:SW ON, OFF:SW OFF
—
3
MODE CHANGE SW.1
ON:SW ON, OFF:SW OFF
—
3
LAMP CHECK SW.
ON:SW ON, OFF:SW OFF
—
4
ENG. SPEED
rpm
4
ROTARY SW.1 STATUS
—
4
ROTARY SW.2 STATUS
—
4
POWER SUPPLY
V
4
VEHICLE SPEED
km/h, mile/h
5
ENGINE SPEED
rpm
5
SERVICE METER
—
5
SOFTWARE VER.
—
PLM REAL TIME MONITOR SCREEN 1
ENGINE SPEED
rpm
1
SUS. PRESS. (FL)
kg/cm2, kpsi, MPa:2
1
SUS. PRESS. (FR)
kg/cm2, kpsi, MPa:2
1
SUS. PRESS. (RL)
kg/cm2, kpsi, MPa:2
1
SUS. PRESS. (RR)
kg/cm2, kpsi, MPa:2
1
F-R INCLINATION
°
1
PAYLOAD WEIGHT
ton,us.ton,klb
1
VEHICLE SPEED
km/h,mile/h
2
ENGINE SPEED
2
ALTERNATOR "R"
ON:ENG. running Hi, OFF:ENG. stopped Lo
—
2
ENG. OIL PRESS.
ON:ENG. running, OFF:ENG. stopped
—
2
BODY FLOAT
ON:Body in float, OFF:Body not in float
—
2
SHIFT LEVER N
ON:"Neutral", OFF:Except for "Neutral"
—
2
VEHICLE STATUS
rpm
—
TMS REAL TIME MONITOR SCREEN 1
ENGINE SPEED
rpm:0
1
TIRE PRESS. FL
kg/cm2, kpsi, MPa:2
1
TIRE PRESS. FR
kg/cm2, kpsi, MPa:2
1
TIRE PRESS. RLL
kg/cm2, kpsi, MPa:2
1
TIRE PRESS. RLR
kg/cm2, kpsi, MPa:2
1
TIRE PRESS. RRL
kg/cm2, kpsi, MPa:2
1
TIRE PRESS. RRR
kg/cm2, kpsi, MPa:2
2
ENG. SPEED
rpm:0
2
TIRE TEMP. FL
°C, °F
2
TIRE TEMP. FR
°C, °F
2
TIRE TEMP. RLL
°C, °F
2
TIRE TEMP. RLR
°C, °F
2
TIRE TEMP. RRL
°C, °F
2
TIRE TEMP. RRR
°C, °F
3
ENGINE SPEED
rpm
3
ESTIM. PRESS. FL
kg/cm2, kpsi, MPa:2
3
ESTIM. PRESS. FR
kg/cm2, kpsi, MPa:2
3
ESTIM. PRESS. RLL
kg/cm2, kpsi, MPa:2
3
ESTIM. PRESS. RLR
kg/cm2, kpsi, MPa:2
3
ESTIM. PRESS. RRL
kg/cm2, kpsi, MPa:2
Real Time Data Tables
D34002
REAL TIME DATA TABLES No. s281
PAGE
DATA INDICATION
UNITS
TMS REAL TIME MONITOR SCREEN (Continued) 3
D34002
SIGNAL NAME
ESTIM. PRESS. RRR
kg/cm2, kpsi, MPa:2
4
ENGINE SPEED
rpm
4
BATT. VOLT. FL
V
4
BATT. VOLT. FR
V
4
BATT. VOLT. RLL
V
4
BATT. VOLT. RLR
V
4
BATT. VOLT. RRL
V
4
BATT. VOLT. RRR
V
5
ENGINE SPEED
rpm
5
FIELD STRE. FL
5
FIELD STRE. FR
5
FIELD STRE. RLL
5
FIELD STRE. RLR
5
FIELD STRE. RRL
5
FIELD STRE. RRR
Real Time Data Tables
D34-11
NOTES
D34-12
Real Time Data Tables
D34002
SECTION D35 PAYLOAD METER II - ON BOARD WEIGHING SYSTEM INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-3 Haul Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-3 LIGHTS, SWITCHES AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-4 TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-5 EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-5 THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6 Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6 Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6 Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6 Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7 Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7 Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7 Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7 Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-8 Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-8 Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-9 Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-9 TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-10 Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-10 Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-11 Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-11 Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-12 Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-12 Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-12 OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13 Using the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13 Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13 Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13 Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13 INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-14 Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-14 Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-15 Checking the Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-15 Checking the Gt setting: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-16 Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-16 Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-16 DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-17 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-17 SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-18 Setting The Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-18 Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-18 Setting The Machine I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-19 Setting The Operator I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-19 Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-19 DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-20 DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-20
D35001
Payload Meter II
D35-1
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-24 Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-24 UP FACTOR - PAYLOAD CALCULATION GAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-25 PL MODE -LOAD CALCULATION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-25 FINAL GEAR RATIO SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-26 BATTERY REPLACEMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-27 Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-27 After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-28 SUSPENSION PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-28 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-28 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29 INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29 PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-30 CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-31 PAYLOAD METER II™ RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-32 PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-33 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-34 COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-34 Suspension Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-34 Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-35 Missing Body-Up Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-35 Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-36 F-18: Alternator R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-36 Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-36 FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-37 Payload Lights Won't Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-37 Red, Amber or Green Payload Light Does Not Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . D35-38 Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-39 PC Communications Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-40 F.CAL: Payload Meter Won't Calibrate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-41 F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-42 F-21, F-25: Left Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44 F-22, F-26: Right Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44 F-23, F-27: Left Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44 F-24, F-28: Right Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44 F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-46 Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-48 Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-49 Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-50 Adjusting the Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-50 CONNECTORS AND PRESSURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-52 REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-55 Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-58 Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-58 Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-58 Connections to Payload Meter II™ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-59 USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-60 Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-60 Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-60 Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-63 GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-64
D35-2
Payload Meter II
D35001
PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS) GENERAL INFORMATION The Payload Meter II™ (PLM II™) On Board Weighing System displays and records the payload weight along with other operating information. The system consists of a payload meter, pressure sensors, deck mounted lights and an inclinometer. The payload meter (Figure 35-1) uses the four suspension pressures and an inclinometer to determine the load in the truck. The payload weight can be displayed in short tons or metric tons. Haul Cycles The beginning of a new haul cycle starts at the dump, when the body comes down from dumping the last load. At the loading site, the PLM II™ begins to calculate the size of each shovel pass (swingload) once the payload is greater than 10% of rated load for the truck. There are three external deck-mounted lights on each side of the truck. The lights indicate payload weight divided into three separate stages. A forecast feature will flash a deck mounted light predicting the payload weight if the next bucket of material is dropped into the body. At the moment the wheels begin to turn after loading under the shovel, the PLM II™ takes one sample of
suspension and inclinometer data. After traveling 160 m (0.10 mi.) from the loading site, the PLM II™ uses the data sampled under the shovel to calculate final payload. The PLM II™ displays payload on its display when the truck is stopped. For the first 160 m (0.10 mi.) after loading, the payload meter displays distance from the loading site. At all other times when the truck is moving, the display shows the time of day. The payload meter stores in memory various operating data. This data includes: • payload, time, distance, and travel speed for each cycle • date and time that the engine was started and stopped • date and time of each fault that occurred or was canceled • total payload and the overall number of cycles for a specific time period This data is retained even when the power is switched off. The stored data is backed up by an internal battery. The data can be down loaded from the payload meter to a personal computer when a communication cable is connected to the port inside the cab.
FIGURE 35-1. PAYLOAD METER II 1. Display panel 2. Reception pilot lamp (Rx busy) 3. Transmission pilot lamp (Tx busy) 4. Memory card access lamp (CARD busy) 5. Mode switch [MODE] 6. Calibration/clear switch [CAL] [CLR]
7. Total/shift switch [TOTAL] [SFT] 8. Light/increment switch [LIGHT] [INC] 9. Memory card 10. Cover 11. Diagnostic/Download Port
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)
D35001
Payload Meter II
D35-3
LIGHTS, SWITCHES AND COMPONENTS On The Face Of The Payload Meter (Refer to Figure 35-1) 1. Display Panel
6. Calibration/Clear Switch
Digital display area for the data being recorded in memory. This will include items such as:
Used to calibrate the machine when the conditions regulate this action. Also used with the TOTAL/SFT switch to clear total payload and overall number of cycles.
· Payload · Date & Time
7. Total/Shift Switch
· Cycles
Used to display payload and overall number of cycles each time the load is dumped. Will display the error codes. This switch is also used with the CALIBRATION/CLEAR switch to clear total payload and overall number of cycles.
· Travel Distance · Fault Codes and Warnings 2. Reception Pilot Lamp (Rx Busy) This light will illuminate for 3 seconds when the system is powered up. It will then be lit whenever the computer is communicating.
8. Light/Increment Switch Used to change the digital increments or units for the various displays. Also used to adjust the brightness of the lights on the monitor display.
3. Transmission Pilot Lamp (Tx Busy) This light will illuminate for 3 seconds when the system is powered up. It will then be lit whenever the memory is being downloaded to a personal computer.
9. Memory Card Used to receive data from the payload meter memory to this card which can then be used to transfer the data into a personal computer. This enables the memory to be downloaded and saved when a personal computer is not available.
4. Memory Card Access Lamp (CARD Busy) This light will illuminate for 3 seconds when the system is powered up. It will also be lit whenever the memory data is being downloaded to the memory card.
10. Cover Protective cover for the Memory Card. Do not open or place foreign objects in slot.
5. Mode Switch This switch is used to select the mode or system that will allow a function to be performed. This may include:
11. Diagnostic/Download Port
· Various settings or corrections to the display
Connector port that is used for downloading the memory data to a personal computer.
· Memory card downloading · Clearing data · Display of Abnormalities or Warnings · Setting the speed limit · Setting the date and time
D35-4
Payload Meter II
D35001
TIPS FOR OPERATION
EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records the most accurate and consistent data, these important steps should be followed:
The Payload Meter II™ controls three light relays. The relays operate three deck mounted lights on each side of the truck. There is one green light, one amber light, and one red light. (Figure 35-2)
• Always keep suspension oil and nitrogen properly charged. The most common failure for causing inaccurate payload data is due to improperly charged suspensions. Always follow shop manual procedures when charging a suspension. Refer to Section "H". It is crucial to maintain the proper oil and nitrogen levels at all times.
While the truck is stopped being loaded and the hoist lever is in the float position, the appropriate lights will remain on according to the following schedule:
• For most Komatsu Trucks: Use only the brake lock switch to hold the truck stationary at the loading and dumping area. For Komatsu 330M/HD785 Trucks ONLY: Use the park brake switch to hold the truck stationary at the loading and dumping area. Any other method will not allow the payload system to register properly. FIGURE 35-2. LOAD INDICATOR LIGHTS
• Do not activate the "Lamp Test" switch during loading. Inaccurate and inconsistent data may be stored. • At the loading area do not release the Brake Lock (or Park Brake switch) until the loading is complete and the load shock from the last load dumped has settled. • The loading area surface must be maintained as flat and level as possible. The On Board Weighing System can compensate for slight variations in grade and unevenness, but ruts, berms, rocks, etc. will cause the system to record inaccurate and inconsistent data. • Regularly remove "carryback" from the dump body. • Calibrate regularly. Refer to "Calibrating a Truck". • Do not focus on single payloads when viewing data from the payload meter. Use the average of several payloads to get a more accurate calculation of payload productivity.
INDICATOR LIGHTS
PAYLOAD WEIGHT
Off
Off
Green
50% and Greater
Off
Amber
Green
90% and Greater
Red
Amber
Green
105% and Greater
The shovel or loader operator can predict the payload weight by observing these lights. During the loading operation, a forecast feature flashes a deck mounted light predicting the payload weight after the next bucket of material is loaded into the body. The logic is as follows: 1. If the measured payload is varying 3% or less of the rated load for more than 3 seconds, the current load is deemed a steady value. 2. If the difference between the previous steady value and the current steady value is greater than 15% of the rated load, the difference is taken to be the size of the current bucket. 3. The average size of previous buckets is added to the current load. One of the deck mounted lights will turn on, if another "average" size load is put in the body, and will blink at one second intervals.
D35001
Payload Meter II
D35-5
THEORY OF OPERATION Basic Description The payload meter uses the four suspension pressures and the inclinometer to determine the load in the truck. These inputs are critical to the calculation of the load. The other inputs to the payload meter (Body Up, Speed, Brake Lock, Alternator R Terminal, and Engine Oil Pressure) are used to indicate where the truck is in the haul cycle. These inputs enable the payload meter to make time and distance measurements for the haul cycle. The suspension pressures are the key ingredients in determining the sprung weight of the truck. These pressures are converted into forces using the formulas shown below. Sprung Weight =
3.14 Suspension Diameter2 (Psi Left + Psi Right) 4
Sprung Weight = Axle Weight(lbs)/2000
These forces are combined with the geometry of the truck to produce the load calculation. It is critical that the suspensions are charged according to shop manual specifications and the pressure sensors are functioning properly. Inclinometer The inclinometer gives the payload meter information regarding the pitch angle of the truck. The front and rear incline factors are determined by the pitch angle. These two factors account for the load transfer that occurs when the truck is inclined nose up or nose down.
D35-6
FIGURE 35-3. LINKAGE FACTOR
Linkage Factor The linkage factor is part of the complex calculations performed by the payload meter to determine the load in the truck. The linkage factor is dependent on the load on the rear suspensions. Figure 35-3 shows the side view of a truck. The nose pin is marked with a star and there are three arrows pointing to different spots of the rear tire. This figure shows how the support under the rear tire can affect the calculation of the load. The payload meter does not directly measure the load transferred to the frame through the nose pin. To account for portion of the load carried by the nose pin, the linkage factor is multiplied by the rear suspension force. It is assumed that the truck is supported under the center of the tire. In this case the payload meter uses L2 to help compute the linkage factor. If, however, the truck is backed into a berm and the rear tire is supported towards the back of the tire, the actual linkage factor calculation should use L3. Since the payload meter assumes L2 it will overestimate the load in the truck. The opposite is true in the case where the rear tires are supported toward the front of the tire. The linkage factor should use L1 but the payload meter assumes L2. This change in leverage will cause the payload meter to underestimate the load.
Payload Meter II
D35001
Gain Factor
Sources of Error
Gain factor is part of the formula the payload meter uses to calculate the payload. The gain factor is a tool that compensates for variations between actual weight of the payload and the calculated weight from the payload meter. The gain factor should only be adjusted after several payloads have been weighed on a scale. The gain should never be adjusted based only on one payload. It takes at least 10 scale weighins to determine an average variation. A worksheet is located at the end of this chapter to assist in calculating the necessary gain adjustment.
Poorly charged suspensions can lead to systematic error in the calculation of payload. The error is most obvious when the oil level is low. When there is too little oil in the suspensions, the cylinder may compress completely under a load. The weight of the truck will be carried by the metal to metal contact within the suspension. Not only will the ride of the truck, the life of the tires, and other components be affected, but the pressure in the cylinder will not truly represent the load on the truck. Under-charged suspensions typically cause the payload calculations from the payload meter to be lower than the actual payload.
There are two types of gain adjustments, Gt gain and UP factor. It is recommended that only the Gt gain be adjusted. This adjustment is made using the potentiometer on the side of the payload meter. Refer to "Adjusting the Gain". Brake Lock The Brake Lock only applies the rear brakes. This allows the front wheels to rotate slightly as the truck is being loaded. This is important because the payload meter assumes that the front wheels can rotate freely. As the truck is being loaded, it will begin to squat down on the suspensions. This will change the wheel base dimension of the truck. This freedom of movement prevents additional binding and friction in the front suspensions. The incline of the grade on which the truck is loading is measured by the inclinometer. This helps determine the incline factors that are applied to the front and rear sprung weights. The tire forces on the road surface that hold the truck on grade affect the suspension pressures. If the front and rear brakes are locked, the effect on the suspension pressures cannot be determined. If only the rear brakes are applied the effect is predictable and the incline factors accurately account for the forces on the tires. If the service brake or park brake is used and depending on the incline and other factors, the payload meter can overestimate or underestimate the load. It is important that only the brake lock be used while loading the truck. (Parking brake on 330M/HD785).
Typical Data From Service Check Mode A sample data set is shown in Figure 35-4. This data was taken in the laboratory and is used in Figure 355 to calculate the final load. Note the front suspension pressures were converted into the front sprung weight using the formulas above Figure 35-5. The front sprung weight is then multiplied by the front incline factor and the front linkage factor. The same is done with the rear sprung weight. The front and rear sprung weights are then summed. This number is multiplied by the Gt gain potentiometer value. The calibration load is subtracted from the total to produce the final load. The load displayed on the meter is this final load (item #15) multiplied by the UP gain factor. Number Data
Description
1
13:09
Current Time
2
749.4
Front Left Pressure (Psi)
3
848.9
Front Right Pressure (Psi)
4
863.2
Rear Left Pressure (Psi)
5
1049.0
Rear Right Pressure (Psi)
6
106.0
Front Weight (Tons)
7
75.1
Rear Weight (Tons)
8
-1.85
Inclinometer (Degrees)
9
0.95
Incline Factor - Front Wheels
10
0.984
Incline Factor - Rear Wheels
11
1
Link Factor - Front Wheels
12
1.539
Link Factor - Rear Wheels
13
70.6
Calibration Sprung Weight (Tons)
14
1.000
Gain Adjustment
15
143.8
Current Load (Tons)
16
3.9
Battery Backup Voltage (Volts) FIGURE 35-4.
D35001
Payload Meter II
D35-7
NOTE: This screen is the only place that the value of the Gt gain potentiometer can be checked. There are two gain factors that can be applied to the payload measurement. The first is the Gt gain factor and the other is the UP gain factor. They are not applied uniformly to all payload calculations.
Example Calculation of Payload These calculations used a 13" front suspension diameter and 10" rear suspension diameter. 3.14 Sprung Weight= Suspension Diameter2 (Psi Left + Psi Right) 4 Sprung Weight = Axle Weight(lbs)/2000
Front Weight (6)
106.00
x Incline Factor (9) 0.95
Rear Weight (7)
The PLM II™ estimates payload by monitoring suspension pressures when the truck is loaded and compares them to truck empty pressure values. The PLM II™ uses one empty truck weight for all payload calculations. This empty truck weight is called the 'tare weight'. It is not the empty vehicle weight (EVW). It is an estimate of the empty weight of all the truck components suspended above the suspensions. The process of making the PLM II™ calculate the tare weight is called the calibration procedure. This calibration weight is used as item #13 from the manual calculation procedure in Figure 35-4. 1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the display. 2. Press and hold the CAL/CLR switch until "CALL0" is flashing on the display.
75.10
x Incline Factor (10) 0.98
100.70
Viewing Payload Calculation Inputs
73.90
3. Press the CAL/CLR switch to cycle through the following data. The sequence repeats. Item and Description
Units
x Link Factor (11)
1.00
x Link Factor (12)
1.53
1. Year of Calibration
Last 2 digits of year
Front Weight
100.70
Rear Weight
113.70
2. Month: Day of Calibration
XX:XX
Front Weight
100.70
4. Truck Model Setting
Rear Weight
113.70
5. Pressure Front Left
Psi
Total Weight
214.40
6. Pressure Front Right
Psi
3. Hour: Minute of Calibration XX:XX
x Gain Factor (14) 1.00 - Calibration (13)
7. Pressure Rear Left
Psi
214.40
8. Pressure Rear Right
Psi
-70.60
9. Front Sprung Weight
Tons
10. Rear Sprung Weight
Tons
11. Degree of Incline
±° Nose Up Positive
FIGURE 35-5.
12. Incline Factor - Front Axle 13. Incline Factor - Rear Axle 14. Link Factor Front Axle 15. Link Factor Rear Axle 16. Calibration Weight
Tons
4. Press MODE once and "CHEC" will flash on the display. 5. Press MODE once and the meter will return to normal operation.
D35-8
Payload Meter II
D35001
Adjusting the Gain
Checking the Gain 1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the meter.
Before adjusting the gain perform the following steps: 1. Confirm the suspension oil and nitrogen charges are at the levels specified in the shop manual.
2. Press and hold the LIGHT/INC switch until "ALL0" is flashing on the display. "A.FUL" may also be displayed. 3. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. Press MODE twice to return to normal operation.
2. Weigh the empty truck and then calibrate the payload meter. Do both in succession to ensure the weights are nearly identical. 3. Weigh at least 10 different loads to get an accurate deviation from actual scale weight and the payload calculation from the payload meter. Complete the gain adjustment worksheet at the end of this module. The worksheet is an accurate way to calculate the necessary gain adjustment. Adjustment Procedure: 1. Ensure the PLM II™ is in normal operating mode. 2. Adjust the gain potentiometer on the side of the meter. Right to decrease, left to increase. 3. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing on the meter. 4. Press and hold the LIGHT/INC switch until "ALL0" is flashing on the display. "A.FUL" may also be displayed. 5. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. This is not a "live" reading. Any time the gain is changed, this cycle must be repeated to view the new change. 6. Press MODE once and "CHEC" will flash on the display. 7. Press MODE once and the meter will return to normal operation.
D35001
Payload Meter II
D35-9
TYPES OF DATA STORED Cycle Data One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped. Data between these two points is recorded in memory. Examples of the data are shown below. The maximum number of cycles that can be stored in memory is 2900 cycles.
ITEM
UNIT
RANGE
REMARKS
Engine Operation Number
Number
1 - 65535
Advances by one each time the engine is started.
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock These values are stored when the load is dumped.
Time Minute
Minute
1 - 59
Payload
Metric tons Short tons
0 - 6553.5
Travel Time When Empty
Minute
0 - 6553.5
Travel Distance When Empty
Miles/Km
0 - 25.5
Maximum Travel Speed When Empty
Mph/Kmh
0 - 99
Average Travel Speed When Empty
Mph/Kmh
0 - 99
Time Stopped When Empty
Minute
0 - 6553.5
Time Stopped During Loading
Minute
0 - 6553.5
Travel Time When Loaded
Minute
0 - 6553.5
Travel Distance When Loaded
Miles/Km
0 - 25.5
Maximum Travel Speed When Loaded
Mph/Kmh
0 - 99
Average Travel Speed When Loaded
Mph/Kmh
0 - 99
Time Stopped When Loaded
Minute
0 - 6553.5
Dumping Time
Minute
0 - 6553.5
Speed Limit
Mph/Kmh
0 - 99
Warnings For Each Cycle
The fault codes that occur during each cycle
D35-10
Payload Meter II
D35001
Engine ON/OFF Data When the engine is started or stopped, the following data is recorded.
ITEM
UNIT
RANGE
REMARKS
Engine Operation Number
Number
1 - 65535
Advances by one each time the engine is started.
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Total Payload
Metric tons Short tons
0 - 999900.0
Total payload from the time when the engine was started until the time the engine was shut off.
Total Number Of Cycles
Number
0 - 9999
Totals for the time that the engine was running.
ITEM
UNIT
RANGE
REMARKS
Error Code
Displayed by a combination of letters and numbers representing a specific error code.
Engine Operation Number At Time Of Occurrence
Number
Indicates when the engine was started.
Indicates when the engine was shut off.
Fault Codes and Warning Data
1 - 65535
Number Of Times Of Occurrence Since Number The Engine Was Switched ON
1 - 255
Last Two Digits Of Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
D35001
Payload Meter II
Every time the engine is started the number advances by one.
D35-11
Engine Operation ITEM
UNIT
RANGE
REMARKS
Number when Canceled
Number
1 - 65535
Every time the engine is started the number advances by one.
Last Two Digits Of Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends on the operation that was performed) when the key switch was in the ON position and the engine was not running.
Total Payload and Total Number of Cycles The total payload and overall number of cycles can be displayed using the forced display operation. Both values start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when the load is dumped. ITEM
UNIT
RANGE
REMARKS
Total Payload
Metric Tons Short Tons
0 - 999900.0
The total payload since the unit was cleared.
Total Number Of Cycles
Digital Number 0 - 9999
Last Two Digits Of Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
ITEM
UNIT
RANGE
Set Up Data That The Operator Can Check
Speed Limit
Km/MPH
Option Code
Digital Number Communication Mode
Year
Year
Month
Month
Day
Day
Hour
Hour
Minute
Minute
The number of cycles since the unit was cleared.
Date and time the unit was cleared.
Other Data
Calibration Data
D35-12
Payload Meter II
REMARKS
Date and time when calibrated.
D35001
OPERATOR FUNCTIONS
Clearing the Operator Load Counter
Using the Operator Load Counter The payload meter makes available to the operator a total load counter and haul cycle counter. This allows each operator to track the tons hauled during their shift. The total is displayed in hundreds of tons. For example, if 223 is displayed, this means that 22,300 tons have been hauled since the last time the cycle counter was cleared. This memory location is separate from the main payload data storage. This memory is not cleared when the Data All Clear Operation is performed. Clearing this memory does not affect the main payload data storage.
1. Press the TOTAL/SFT switch once. The number displayed is the total tons hauled since the last time the counter was cleared. The total is displayed in hundreds of tons. 2. Press and hold the CAL/CLR switch until the display flashes. 3. Press the CAL/CLR switch until "0000" is displayed. After 2 seconds the meter will return to normal operation. Clearing this memory does not affect the main payload data storage.
Dimming the Lights on the Display Viewing the Operator Load Counter
There are a total of 10 brightness levels on the PLM II™ display.
1. Press the TOTAL/SFT switch once. If there is a fault code present at this time:
From the normal operation display:
2. The error code for that problem will be displayed. This will be a flashing display. 3. Press the TOTAL/SFT switch again. If additional faults or warnings exist, that fault code will be displayed as a flashing code. 4. Repeat step #3 until no fault codes are displayed. ":" will show when no additional faults exist. The display will then show total tons hauled since the last time the counter was cleared. The total is displayed in hundreds of tons.
1. Press the LIGHT/INC switch. The lighting will become one level dimmer. This will continue until the lighting has reached its lowest level. 2. After reaching the lowest level, the display will return to the brightest setting. If the switch is held in the depressed position, the brightness will change continuously.
5. Press the TOTAL/SFT switch again. The number displayed is the number of haul cycles since the last time the cycle counter was cleared. 6. Press the TOTAL/SFT switch again. ":" is displayed for 2 seconds before the display returns to normal operations.
D35001
Payload Meter II
D35-13
INITIAL SETUP OF PAYLOAD METER There are several things that must be checked and programmed when a payload meter is first installed. 1. Check the switch settings on the side of the meter. 2. Check the Operator Check Mode settings 3. Check the Service Check Mode settings 4. Calibrate the clean truck. The next few pages show the steps required to perform these checks. Only after all of these steps have been performed can the payload meter be released for service.
Switch
Position
1
Initial Setup should be set to 1.00 - Gain Clockwise(-20%) CCW (+20%) Refer to "Gain Factor" for adjust guidelines
B
Do not Adjust - Buzzer Volume
2
7 - Speed Regulation 0=107%, 7=100%, F=92% The 930-2 should be set to '6'.
3
7 - Distance Regulation 0=107%, 7=100%, F=92% The 930-2 should be set to '6'.
4
4 - 685E 5 - 630E B - 730E
Switch Settings
C - 930E D - 530M/HD1500 E - 330M/HD785 F - 830E
FIGURE 35-6.
There are nine switches located behind the panel on the left side of the payload meter. Figure 35-6 shows the switch numbers. The following switch positions should be confirmed before the meter is installed. * Set switch 4 for the appropriate model.
D35-14
5
DOWN - Memory function (DOWN = Enable, UP=Disable)
6
DOWN - Inclinometer Use (DOWN = Enable, UP=Disable)
7
DOWN = Short Tons, UP = Metric Tons
8
UP
930E-2 trucks are equipped with 53/80R63 series tires and require small changes to the switch settings of the PLM II™. The tires have a larger rolling radius than the PLM II™ assumes. This causes the PLM II™ to underestimate distances by 1%. The Speed Regulation and Distance Regulation switches should be switched to position 6. This is contrary to what the label may say. Additionally, the payload gain on 930E-2 trucks also needs to be adjusted. The front suspensions are larger than the original 930E suspension, and therefore, data programmed into the payload meter is not completely accurate. The gain must be increased by 1%. There are two methods for changing this gain; changing the UP factor using the buttons on the front panel, or using the gain adjustment potentiometer on the side of the meter. The preferred method is using the potentiometer. Refer to "Adjusting the Gain".
Payload Meter II
D35001
Checking the Service Check Mode
Checking the Operator Check Mode The Operator Check Mode is used to check and change several settings. These should be checked before the payload meter is put into service. 1. Press and hold the MODE switch. The display will show:
Refer to page 24 for additional information on UP Factor and PL Mode prior to setting these values.
2. Press the MODE switch once. The display will show: Refer to "Data All Clear" to clear the haul cycle data.
Setting "UP:XX" 1. Press and hold the LIGHT/INC and MODE switches. The display will show:
3. Press the MODE switch once. The display will show: Refer to "Display of Fault Codes" for viewing fault codes.
2. Press and hold the LIGHT/INC and TOTAL/SFT switches. The display will show:
4. Press the MODE switch once. The display will show: This is the truck ID number. Refer to "Setting The Machine ID" to change Machine ID.
3. Press the CAL/CLR switch once. The display will show: 4. Press the LIGHT/INC switch until "XX" is set to the desired gain (± 9%).
5. Press the MODE switch once.The display will show.
5. Press MODE. The display will show:
Refer to "Setting The Operator ID" to change operator.
6. Press MODE and the meter will return to normal operation.
6. Press the MODE switch once. The display will show:
Setting "PL:00"
"SP:62" should be displayed. The speed limit should be set to 62 to avoid unnecessary faults and warnings. Refer to "Setting The Speed Limit" to make adjustments. 7. Press the MODE switch once. The display will show:
1. Press and hold the LIGHT/INC and MODE switches. The display will show: 2. Press and hold the LIGHT/INC and TOTAL/SFT switches.The display will show: 3. Press the CAL/CLR switch once. The display will show:
Refer to "Setting The Option Code" to change the option. 8. Press the MODE switch once.The current time should be displayed with the minutes flashing. Refer to "Setting The Time And Date" to change the time and date.
4. Press the CAL/CLR switch once. The display will show:
9. Push the MODE switch to return to normal operation.
6. Press the MODE switch. The display will show.
5. Press the LIGHT/INC switch until "PL:00" is displayed. ONLY "PL:00" IS RECOMMENDED.
7. Press MODE and the meter will return to normal operation.
D35001
Payload Meter II
D35-15
Checking the Gt setting:
Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the Gain" for display and adjustment information.
This procedure causes the PLM II™ to calculate a new empty 'tare' (calibration) weight (refer to "Viewing Payload Calculation Inputs) for use with all subsequent payload estimates. Before calibrating, confirm the truck nose up produces a positive incline.
Checking the Inclinometer Settings Refer to "Viewing Payload Calculation Inputs" for instructions on displaying truck pitch angle. With an empty truck on level ground and suspensions properly charged, the display should indicate 0.0 ± 1.0. Remember, this is not a live display. After adjustment, Service Check Mode must be entered again to obtain a new reading. An alternative method is to use a personal computer running the Komatsu Payload Download Program for Microsoft Windows. The "Monitor Pressures" section of the program displays live inclinometer data. The inclinometer can be loosened and adjusted until the live display shows 0.0 ± 1.0 degrees with an empty truck on level ground, and the suspensions properly charged. Another method is to use a voltmeter to read the voltage output of the inclinometer. With an empty truck on level ground, and the suspensions properly charged, the output voltage should be 2.6 ± 0.1 volts.
The payload meter should be calibrated whenever one of the following occurs: 1. When a new payload meter is installed. 2. When a suspension sensor has been changed. 3. Whenever the suspensions have been serviced or the Nitrogen levels have changed. 4. Whenever any major change to the truck has been performed that would change the empty vehicle weight. 5. Once a month thereafter.
To calibrate the payload meter: 1. With the engine running and the truck stopped, press and hold the CAL/CLR switch until "CAL" is flashing on the display. 2. Drive the truck until the speed is approximately 6-10 MPH (10-15 Km/H) 3. Press the CAL/CLR switch once. 4. Drive until the display switches back to the time of day. This will take up to 30 seconds.
>Carry out this operation on flat level ground. >Travel in a straight line. >Maintain a steady speed, 6-10 MPH (10-15 Km/H) 5. The payload meter is now calibrated and ready for normal operation.
D35-16
Payload Meter II
D35001
DISPLAYS AT START-UP
6. The display will show: This function is not used.
POWER ON: All external display lamps (Figure 35-2) will come on and stay on for approximately 27 seconds during the "Power-up Process".
"SU : - -" indicates Switch 8 is up. "SU : oo" indicates Switch 8 is down. 7. The display will show:
The "Power-up Process" will display the PLM II™ settings. Each display will occur for approximately 3 seconds:
This display indicates the Machine ID code where "xxx" indicates a value between 0 and 200. 8. The display will show:
1. The display will show:
This display indicates the Operator ID code where "xxx" indicates a value between 0 and 200.
In addition, a buzzer will sound and the following lamps will light for 3 seconds:
9. The display will show:
• Reception Pilot Lamp (2, Figure 35-1)
This display indicates the Speed Limit setting where "xx" indicates a value between 0 and 99 km/h.
• Transmission Pilot Lamp (3, Figure 35-1) • Memory Card Pilot Lamp (4, Figure 35-1) 2. The display will show:
10. The display will show:
The "xx" indicates the Truck Model. Refer to "Initial Setup of Payload Meter" for code definitions.
This display indicates the Option code setting. Refer to "Operator Check Mode, Setting the Option Code" and to "Method of Operation" for more information on this function.
3. The display will show:
This display indicates the status of the Memory Card where: "Cd : - -" indicates Card Not Used, and "Cd : oo" indicates Card Is Used. 4. The display will show: Normal Operation If the truck engine is started before the preceding "Power-up Process" is completed, the display will shift to normal operation.
This display indicates the status of the Inclinometer for the PLM II™, where "CL : - -" indicates Inclinometer Not Used, and "CL : oo" indicates Inclinometer Is Used. 5. The display will show:
If the engine is running when the payload meter starts up, only "o:XXX" and "d:XXX" will display before switching to normal operations.
This display indicates method of measurement where: "US : - -" indicates METRIC Tons. "US : oo" indicates U.S. Tons.
D35001
Payload Meter II
D35-17
SETUP AND MAINTENANCE
Setting the Option Code
Speed Limit
1. Press and hold the MODE switch until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a preset speed.
2. Press the MODE switch once. The display will show:
The available range is: 10 - 99 km/h (6 - 62 mph). It is recommended to set the speed limit to 99 km/h (62 mph).
3. Press the MODE switch once. The display will show: 4. Press the MODE switch repeatedly until "OP.XX" is displayed.
Setting The Speed Limit
5. Press the LIGHT/INC switch to change the "unit digit" to the desired number.
1. Press and hold the MODE switch until "Cd:dP" is flashing.
6. Press the TOTAL/SFT switch and the display will then indicate:
2. Press the MODE switch once. The display will show:
7. Press the LIGHT/INC switch to change the "tens digit" to the desired number.
3. Press the MODE switch once. The display will show:
8. Press the MODE switch to return to normal operation.
4. Press the MODE switch repeatedly until "SP.XX" is displayed.
9. The Option Code selects the PLM II™ communication mode as follows:
5. Press the LIGHT/INC switch to change the "unit digit" to the desired number. 6. Press the TOTAL/SFT switch and the display will then indicate: 7. Press the LIGHT/INC switch to change the "tens digit" to the desired number. 8. Press MODE switch to return to normal operation.
Option Code
COMMUNICATION MODE
0
Stand Alone
10
PMC Mode (530M/HD1500 only)
12
Modular Mining Mode, Scoreboard and User Data Communication Mode
NOTES: 1. The Option Code is set to "0" for trucks not equipped with Modular Mining System (MMS) (Except 530M/HD1500). 2. The 530M/HD1500 with Powertrain Management Control (PMC) system uses "10" as the setting for the Option Code. 3. For trucks with Modular Mining System (MMS) or Scoreboard, the Option Code is "12".
D35-18
Payload Meter II
D35001
Setting The Time and Date
Setting The Machine I.D. Code 1. Press and hold the MODE switch until "Cd:dP" is displayed.
1. Press and hold the MODE switch until "Cd:dP" is displayed.
2. Press the MODE switch once. The display will show:
2. Press the MODE switch once. The display will show:
3. Press the MODE switch once. The display will show:
3. Press the MODE switch once. The display will show:
4. Press the MODE switch once."d.XXX" is displayed.
4. Press the MODE switch repeatedly until "XX:XX" is displayed.
5. Press the LIGHT/INC switch to change the last digit to the desired number.
5. Press the LIGHT/INC switch to change the minutes.
6. Press the TOTAL/SFT switch and the display will show:
6. Press the TOTAL/SFT switch and the display will then indicate:
7. Press the LIGHT/INC switch to change the middle digit to the desired number.
7. Press the LIGHT/INC switch to change the hours. The clock is a 24 hour clock.
8. Press the TOTAL/SFT switch and the display will show:
8. Press the TOTAL/SFT switch and the display will then indicate:
9. Press the LIGHT/INC switch to change the first digit to the desired number.
9. Press the LIGHT/INC switch to change the day.
10. Press the MODE switch to return to normal operation.
10. Press the TOTAL/SFT switch and the display will then indicate: 11. Press the LIGHT/INC switch to change the month.
Setting The Operator I.D. Code 1. Press and hold the MODE switch until "Cd:dP" is displayed.
12. Press the TOTAL/SFT switch and the display will then indicate:
2. Press the MODE switch once. The display will show:
13. Press the LIGHT/INC switch to change the year.
3. Press the MODE switch once. The display will show:
14. Press MODE switch to return to normal operation.
4. Press the MODE switch repeatedly until "o.XXX" is displayed. 5. Press the LIGHT/INC switch to change the last digit to the desired number. 6. Press the TOTAL/SFT switch and the display will then indicate: 7. Press the LIGHT/INC switch to change the middle digit to the desired number. 8. Press the TOTAL/SFT switch and the display will show: 9. Press the LIGHT/INC switch to change the first digit to the desired number. 10. Press the MODE switch to return to normal operation.
D35001
Payload Meter II
D35-19
DOWNLOAD OF INFORMATION
DISPLAY OF FAULT CODES 1. Press and hold the MODE switch until "Cd:dP" is displayed.
Payload information and fault codes recorded should be downloaded to a personal computer on a regular basis. The software required is available under part number AK4635. Detailed instructions for installing the software and downloading the data is provided with AK4635 PLM II™ download software.
2. Press the MODE switch once. The display will show:
Data All Clear
4. Press the TOTAL/SFT switch.
3. Press the MODE switch once. The display will show:
This function will erase all of the cycle data, engine ON/OFF data, and fault/warning data. Total payload and the overall number of cycles will not be cleared.
If there are no faults or warnings, the display will show for 6 seconds.
IMPORTANT - Before clearing the data, download the data to a personal computer.
If there are current faults or warnings, the codes will be displayed in order of their priority, the highest priority first. Each code will flash for 6 seconds.
To begin, the shift lever should be in the "N" position, the brake lock set, the hoist control lever should be in the "FLOAT" position and the body in the down position.
5. After the current codes have been displayed, past history codes that have been reset will be displayed. Each code will flash for 3 seconds.
1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show:
If there are no history codes or after all history codes have been shown, the display will show for 3 seconds:
3. Press and hold the CAL/CLR switch until "A.CLE" is flashing.
The system will then proceed to the following displays: Refer to Page 25 for details.
4. Press the CAL/CLR switch again and the memory will be cleared. The meter will then return to normal operation. This does not clear the Operator Load Counter.
• Condition of the shift selector on mechanical trucks or brake lock on electric trucks. The panel will display: "C1:XX" for 3 seconds, then indicate: Mechanical trucks "C1:oo" Shift selector is in "N". "C1:- -" Shift selector is not in "N'. Electric trucks "C1:oo" Brake lock is on. "C1:- -" Brake lock is off. • Condition of the Body Up Switch signal. The panel will display: "C2:XX" for 3 seconds, then indicate: "C2:oo" Body up switch is in up position. "C2:- -" Body up switch is in down position.
D35-20
Payload Meter II
D35001
• Condition of the Engine Oil Pressure signal. The panel will display ":C3:XX" for 3 seconds, then indicate: "C3:oo" Engine is running. "C3:- -" Engine is not running. • Condition of Alternator 'R' terminal signal. The panel will display "C4:XX" for 3 seconds, then indicate: "C4:oo" Engine is running. "C4:- -" Engine is not running. • Condition of the Spare Analog Input 1 signal. The panel will display "C5:XX" for 3 seconds with XX: as an input signal (V). • Condition of the Spare Analog Input 2 signal. The panel will display "C6:XX" for 3 seconds with XX: as an input signal (V). • Condition of the Spare Digital Input 1 signal. The panel will display "C7:XX" for 3 seconds, then: "C7:oo" High. "C7:- -" Low. • Condition of the Spare Digital Input 2 signal. The panel will display "C8:XX" for 3 seconds, then: "C8:oo" High. "C8:- -" Low. 6. Press the TOTAL/SFT switch to view faults again or press the MODE switch to return to normal operation.
D35001
Payload Meter II
D35-21
D35-22
Payload Meter II
D35001
D35001
Payload Meter II
D35-23
Service Check Mode
Monitoring Input Signals This procedure can be used to monitor the current input signals to the payload meter.
1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE switches until "CHEC" is flashing.
2. Press and hold the LIGHT/INC switch until "ALL0" is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT switches until "S.CHE" is flashing. 3. Press the CAL/CLR switch to cycle through the following information : C1:oo - Shift Selector in "N" C1:-- - Shift Selector not in "N"
3. Press the LIGHT/INC switch to cycle through the following data. The sequence repeats. Item and Description
Units
1. Current Time
Hours: Minutes
2. Pressure Front Left
Psi
3. Pressure Front Right
Psi
4. Pressure Rear Left
Psi
5. Pressure Rear Right
Psi
C1
Mechanical Trucks
C1
Electric Trucks
C1:oo - Brake Lock On C1:-- - Brake Lock Off
C2
Body Up
C2:oo - Body Down C2:-- - Body Up
6. Front Weight
Tons
7. Rear Weight
Tons
C3:oo - Engine Run C3:-- - Engine Stopped
8. Degree of Incline
±° Nose Up Positive
C3
Engine Oil Pressure
C4
Alternator R Terminal C4:oo -Alternator Charging C4:-- - Alternator Stopped
10. Incline Factor - Rear Axle
C5
Analog 1 - Not Used
11. Link Factor - Front Axle
C6
Analog 2 - Not Used
12. Link Factor - Rear Axle
C7
Digital 1 - Not Used
13. Calibration Weight
C8
Digital 2 - Not Used
C9
Speed
C10
Travel Distance under the current xx.xx Miles loaded or empty state
9. Incline Factor - Front Axle
Tons
14. Gt Gain Vehicle Speed
03:01 - Empty Stopped 01:02 - Empty Traveling 06:03 - Loading 02:04 - Loaded Traveling 04:05 - Loaded Stopped 05:06 - Dumping
C11
Current Status Note: Sample values are shown.
C12a*
Time Empty Travel
S1:xx - Minutes*10
C12b
Time Empty Stopped
S2:xx - Minutes*10
C12c
Time Loaded Travel
S3:xx - Minutes*10
C12d
Time Loaded Stop
S4:xx - Minutes*10
15. Current Load
Tons
16. Backup Battery Voltage
Volts
4. Press MODE once and "CHEC" will flash on the display. 5. Press MODE once and the meter will return to normal operation.
* After 9.9 minutes, “S1:--” will be displayed. 4. Press the MODE switch once and "CHEC" will flash. 5. Press the MODE switch once and the meter will return to normal operation.
D35-24
Payload Meter II
D35001
UP FACTOR - PAYLOAD CALCULATION GAIN Description of UP Factor The payload calculation gain, or UP factor is multiplied to the actual calculated load. From the example shown in Figure 35-4, the calculated load is 143.8 tons. If the UP factor is set to +5% the displayed load will be 143.8 x 1.05 = 151 tons. This factor can be used to minimize the effects of systematic error for a particular truck. The UP factor is not applied uniformly to all load calculations. There are three operating modes for the payload meter and the UP factor is applied differently to each mode. Therefore, it is recommended that this percentage be set to 0. There are significant differences in final calculated load that can be introduced by adjusting this gain.
Payload meters sent from the factory are typically set to "UP: 5" indicating a +5% gain in final load. This should be checked on all new meters and changed to "UP: 0".
PL MODE -LOAD CALCULATION TIMING Load Calculation Timing The PL mode controls when the payload meter takes a sample of the data and calculates the load. There are three modes available. There are two sets of data that are affected by the PL mode setting. • Modular Mining Transmission
Careful consideration must be given to the use of PL:01 and PL:10. These modes divide the data transmitted by Modular Mining and the data stored in the payload meter's memory. Additionally, each mode handles the UP factor differently and can calculate different loads for the same haul cycle. For these reasons it is recommended that the payload meter be set to use PL:00 in all cases. PL:00 Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to traveling 160 meters from the shovel. The captured data is transmitted when the truck travels 160m from the shovel. This load calculation will use the UP factor percentage. Memory Storage - Same as above, the data is captured at the last transition from 0 to 1 MPH prior to traveling 160 meters from the shovel. The captured data is stored into memory when the body rises at the dump. This load calculation will use the UP factor percentage. PL:01 Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to traveling 160 meters from the shovel. The captured data is transmitted when the truck travels 160m from the shovel. This load calculation will use the UP factor percentage. Memory Storage - The data is captured and stored when the body rises from the frame. This calculation will not use the UP factor percentage. PL:10
• Memory Storage The PL mode setting can have a significant impact on the perceived accuracy of the payload meter. PL:00 is the only recommended setting.
Modular Mining Transmission - The data is captured and transmitted when the truck travels 160 meters from the shovel. This calculation will not use the UP factor percentage. Memory Storage - The data is captured and stored when the body rises from the frame. This calculation will not use the UP factor percentage.
Use of settings other than PL:00 is NOT recommended.
D35001
Payload Meter II
D35-25
FINAL GEAR RATIO SELECTION For an 830E truck, the proper gear ratio has to be selected. 1. Press and hold the MODE and LIGHT/INC switches until "CHEC" is displayed. 2. Press and hold the TOTAL/SFT and LIGHT/INC switches until "S.SEL" is displayed. 3. Press the CAL/CLR switch repeatedly until "A.XX" is displayed, where "XX" is one of the following:
"XX"
Gear Ratio
Remarks
00
31.875
Original
01
36.400
High Traction
02
28.125
Standard
03
26.625
High Speed
NOTE: The Payload Meter is originally set to "00". 4. Press the TOTAL/SFT switch and "XX" will flash. 5. Press the LIGHT/INC switch to select the desired gear ratio. 6. Press the MODE switch "CHEC" will be displayed.
and
7. Press the MODE switch and the meter will return to normal operation.
D35-26
Payload Meter II
D35001
BATTERY REPLACEMENT PROCEDURE ERROR CODE, F-09, DISPLAYED
4. Remove the electrical connector. Remove the screws on the top surface and the rear face. Remove the cover (Figure 35-8). This will expose the battery, its wires, and the connector.
Replacing the Battery The payload meter has an internal battery used to protect the memory from being erased when the key switch is turned to the OFF position. Battery life is approximately 2 years. The capacity of the battery is monitored by the payload meter. When the voltage of the memory battery drops, error code, F-09, will be displayed. When the F-09 error code appears, download the data within 48 hours; otherwise, the data may be lost. The haul cycle data may not be recorded properly while F-09 is displayed. At this time it will be necessary to replace the battery. This should be performed when the truck is in an unloaded condition. The data stored in the payload meter should be downloaded to a personal computer or carry out the memory card dump operation. If this is not done, when the battery is disconnected all data will be lost. All that is required is a phillips-head screwdriver and a new battery (P/N 581-86-55710)
FIGURE 35-8. ACCESS TO BATTERY 5. Grasp the wires coming from the battery and pull outward. By pulling perpendicular from the board, it will disconnect the connector from the board and pull the battery out of its holder simultaneously (Figure 35-9).
1. With the keyswitch in the ON position, download the data stored in the payload memory, or perform the memory card dump operation. 2. Turn the keyswitch to the OFF position. 3. Remove the four mounting screws holding the payload meter in position and then pull the payload meter out, away from the instrument panel (Figure 35-7). NOTICE - Use care not to let dirt, metal or spare parts to drop inside the controller at any time.
FIGURE 35-9. BATTERY INSTALLATION
6. Insert the connector of the new battery directly into the connector on the board (Figure 35-10). Place the battery in the battery holder, and pass the wiring through the notch. When doing this, insert the wiring into the bottom of the holder and pass it through the notch.
FIGURE 35-7. REMOVING PAYLOAD METER
D35001
7. Install the controller cover, replace the electrical connector, and install the payload meter controller back into the instrument panel.
Payload Meter II
D35-27
9. Forcibly clear the data for the total payload and overall number of cycles. With this operation performed, all the unwanted data inside the payload meter is cleared. Except for the calibration data, all the data recorded in the previous steps is also erased. 10. After this procedure has been performed the system is ready for normal function.
SUSPENSION PRESSURE SENSOR The pressure sensors are mounted on top of each suspension cylinder. The sensors produce a voltage signal from 1 - 5 volts output. FIGURE 35-10. BATTERY CONNECTION
The pressure sensor is mounted to the suspension cylinder using a Schrader Valve assembly, adapter and sensor. The sensor can be replaced without releasing the pressure in the suspension by removing the sensor with the adapter.
After Replacing the Battery While replacing the battery, the backup power source for the memory inside the payload meter is momentarily disconnected. This can allow unwanted data (garbage) to enter the memory and affect the meter's recognition procedures. The following will remove this unwanted data. 1. Turn the keyswitch to the ON position. may flash. 2. Using the Operator Check Mode, set the speed limit option code, time and date. (These were erased from memory when the battery was disconnected). 3. Without turning the keyswitch to the OFF position advance to the start position. With the engine running, the display: may flash.
Removal
Ensure the adapter and sensor are removed together from the valve assembly. Removing the complete valve assembly or just the sensor may result in the component being forced out of the suspension by the gas pressure inside. 1. Disconnect sensor from truck wiring harness. Note: The Schrader valve in the valve assembly will prevent gas from escaping when adapter and sensor are removed together. If entire valve assembly is turned allowing nitrogen gas to escape, recharging of the suspension will be required. 2. Hold valve (2, Figure 35-11) with wrench while removing the adapter/sensor assembly (3 & 4). 3. Remove sensor (4) from adapter (3).
4. Perform the calibration procedure. Refer to "Calibrating a Truck". 5. Load the truck to the rated payload, or close to it. Dump the load. 6. Move the truck to a safe area, wait at least 5 seconds after dumping the load, then shut the truck down. 7. Turn the keyswitch back to the ON position but do not start the engine. 8. Perform the Data All Clear in the Operator Check mode.
D35-28
Payload Meter II
FIGURE 35-11. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly
3. Adapter 4. Sensor
D35001
Installation
Installation
1. Install inclinometer (3, Figure 35-13) with capscrews, nuts and lockwashers (4).
1. Install a new O-ring onto sensor (4, Figure 3511) and install sensor onto adapter (3). Tighten the sensor to 22-29 ft.lbs. (30-39 N.m). 2. Install a new O-ring onto adapter (3) and install complete adapter/sensor assembly onto valve (2). Hold the valve body and tighten adapter/ sensor assembly to 103 ft.lbs. (176 N.m). 3. Connect the sensor wiring to the truck wiring harness. The sensors have three wires. Be sure that wires are connected correctly. (Figure 3512)
FIGURE 35-12. SENSOR SIDE CONNECTOR VIEW Pin Number
Wire Color
Wire Function
1
Black
Ground (GND)
2
Red
+ Power
3
White
Signal
FIGURE 35-13. INCLINOMETER 1. Operator's Center 3. Inclinometer Console Frame 4. Capscrew, Nut and 2. Bracket Lockwasher 2. Connect inclinometer wiring to the truck wiring harness. (Figure 35-14) Be sure that wires are connected correctly.
INCLINOMETER As the truck is tilted fore or aft, the weight distribution between the front and rear axles changes. To compensate for this, the inclinometer measures the ground angle at which the truck rests. This data is then sent to the payload meter so it can calculate the correct payload weight. The inclinometer is located below the operator's center console (passenger seat structure). Removal 1. Disconnect inclinometer wire lead from harness. 2. Remove the three capscrews, nuts and lockwashers (4, Figure 35-13) and inclinometer (3).
FIGURE 35-14. INCLINOMETER SIDE CONNECTOR VIEW Pin Number
Wire Color
Wire Function
1
Black
Ground (GND)
2
Red
+ Power
3
White
Signal
Adjustment 1. Park the truck on a 0% grade. 2. Loosen the three inclinometer mounting capscrews (4, Figure 35-13) and rotate the inclinometer until a voltage range of 2.6 ± 0.1 volts can be measured (using a volt-meter) at pins 1 and 2 of the inclinometer harness connector. 3. Tighten all capscrews (4, Figure 35-13) to standard torque, after the adjustment.
D35001
Payload Meter II
D35-29
PAYLOAD METER BACK PANEL
D35-30
Payload Meter II
D35001
CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector Comments
CN3 - AMP MIC-MKII 9 Pins White (RS-232C Port)
No.
Description
1
Power +24V (Battery)
No.
Description
2
Lamp Relay 1
1
RTS
3
Lamp Relay 2
2
SG
4
Lamp Relay 3
3
RD
5
Lamp Relay 4
4
TX
6
Lamp Relay 5
5
CTS
7
Speed Sensor (Signal)
6
DTR
8
Speed Sensor (GND)
7
DSR
9
Alternator R Terminal (Charge Signal)
10
Key Switch ACC Terminal (ACC Signal)
Running - 28VDC Off - 0VDC
8
11 12 13
GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector
CN4 - AMP 040 8 Pins Black (Optional Input, Reserved)
No.
Description
Comments
1
Engine Oil Pressure Switch
Running Open Off - Closed
No.
Description
1
Optional Input GND
+18V
2
Analog Input 1
3
Analog Input 2
2
Sensor Power Out
3
Sensor GND
4
Left Front Suspension Pressure Sensor
1-5VDC Normal
4
Digital Input 1
5
Right Front Suspension Pressure Sensor
1-5VDC Normal
5
Digital Input 2
6
Left Rear Suspension Pressure Sensor
1-5VDC Normal
6
7
Right Rear Suspension Pressure Sensor
1-5VDC Normal
7
8
Inclinometer
9
Body Rise Signal
Body Down - Open Body Up - Gnd
10
Brake Lock Signal/Neutral Signal
Lock Off - Open Lock On - Gnd
11 12
D35001
Payload Meter II
D35-31
PAYLOAD METER II™ RE-INITIALIZATION PROCEDURE This procedure is designed to reset the Payload Meter II™ to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in the operation of the meter. Indication for this procedure is a repeated display of F.CAL on the meter despite repeated calibration. If possible, download the payload meter before performing this procedure. This procedure will erase all memory and user settings.
6. Start the engine. 7. Set the time, date, OP, PL, and UP settings. All other user settings should updated at this time. 8. Calibrate the payload meter by holding the CAL button until CAL flashes. 9. Release the brake lock (park brake for 330M/ HD785), begin driving 5-8 MPH on level ground, and press CAL. CAL should display until the meter finishes its calibration. 10. Load the truck to rated load and drive through one haul cycle. 11. After dumping the load, wait at least 15 seconds and drive the truck to a safe location.
This procedure should be performed before any payload meter is returned for warranty or repair. Before performing this procedure, be sure that the engine inputs into the payload meter can be manipulated to indicate engine running and engine stopped. Some payload meter installations have hard-wired these inputs. These inputs must be accessible and able to produce the following input conditions:
Condition
21C Engine Oil Pressure
21D Alternator "R" Terminal
Engine Running
Open
24VDC
Engine Stopped
Ground
Open
12. Stop the truck and shut down the engine. 13. Turn on the payload meter but leave the engine off. 14. Hold MODE and LIGHT until "CHEC" flashes. 15. Hold LIGHT and CAL until "A:CLE" flashes. 16. Press CAL to clear the service memory. 17. When "CHEC" is displayed, press MODE to return to normal operation. 18. Clear the haul cycle memory by holding MODE until "Cd:dP" is displayed. 19. Press MODE and "A.CLE" will be displayed. 20. Hold CAL until "A.CLE" flashed. 21. Press CAL once more to clear the haul cycle memory.
1. Turn off all systems. 2. Turn on the Payload Meter but leave the engine off.
22. Clear the operator load counter by pressing the TOTAL button until ":" is displayed.
3. Hold MODE and LIGHT until "CHEC" flashes.
23. Hold the CAL button until the display flashes.
4. Hold the CAL, TOTAL and LIGHT buttons until "00:00" is displayed.
24. Hold the CAL button until "0000" is displayed to clear the memory.
5. Press CAL for 2 seconds." 00 00" will flash and the meter will erase its memory and reset to its factory settings. This includes OP, UP, PL, P.SEL, and E.SEL settings. The meter will restart and display "F.CAL".
25. The payload meter should now function normally.
D35-32
Payload Meter II
D35001
PAYLOAD CIRCUIT NUMBERS Circuit Designation
Circuit Description
39F, 39F1...39F5
+18 volt sensor power supply
39FA
Pressure signal Right Rear
39FB
Pressure signal Left Rear
39FC
Pressure signal Right Front
39FD
Pressure signal Left Front
39FE
Inclinometer signal
39FG
Sensor ground
39A
PLM lamp output - green
39B
PLM lamp output - amber
39C
PLM lamp output - red
39D
PLM lamp output - unused
39E
PLM lamp output - unused
39G
+24 volt PLM power
39AA
Load light - green
39BA
Load light - amber
39CA
Load light - red
73FSL
TCI 100% load signal - 930E only
73MSL
TCI 70% load signal - 930E only
714A
Speed signal
714AT
Speed signal
63L
Body up (gnd = up, open = down)
39H
Brake lock (gnd = release, open = lock)
35L1
PLM RS232 RTS (request to send)
35L2
PLM RS232 signal ground
35L3
PLM RS232 receive
35L4
PLM RS232 transmit
35L5
PLM RS232 CTS (clear to send)
35L6 35L7/35L4
Scoreboard 1 to scoreboard 2
35L8
PLM chan 2 TxD
35L9
PLM chan 2 RxD
21C
Engine oil pressure (gnd = off, open = run)
21D
Alternator R-Terminal (open = off,+24V = run)
D35001
Payload Meter II
D35-33
TROUBLESHOOTING
COMMON PROBLEMS Suspension Charging The Payload Meter II™ is a reliable controller and is rarely the source of failure in calculating payloads. The single most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance personnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service. Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for maintenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when they were first checked because service personnel did not take the time to carefully charge the suspensions. The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom. This often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force applied to the suspension by the weight of the material in the body and inaccurate payload calculations will result. In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with undercharged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the suspensions are not being properly maintained and the truck is on a path toward increased operating costs and system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and care. Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the following items are very important for proper charging: • Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove as much of the oil/nitrogen mixture as possible. • Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming out. • Charge the suspension to the proper height with nitrogen. Refer to Section “H” for the proper charging procedures. This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure data.
D35-34
Payload Meter II
D35001
Symptom Table
PROBLEM
PROBABLE CAUSE
Payload meter is not recording haul cycles. Only one haul cycle in memory.
Broken or missing body-up signal. The body up signal triggers the PLM II™to start a new haul cycle. Check using the "Monitoring Input Signals" procedure.
Display shows payload all the time. Display does not show time when the truck is traveling. No distance or speed information is recorded in the haul cycle data.
Broken or missing speed signal. Check using the "Monitoring Input Signals" procedure.
Payload meter does not 'count up' while driving away from the shovel. Payload meter will not calibrate. F-18 fault
Missing alternator R-terminal signal. Troubleshoot signal or make modification to eliminate signal. Refer to the “F-18: R-Terminal, Oil Pressure Signals” on the following page.
F20 - F28 faults flashing
Shorted sensor power or ground. Troubleshoot wiring. Refer to the "Shorted 18v Sensor Power Supply" fault tree in this section.
Pressure sensor value drifts up or down erratically.
Missing Body-Up Signal The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle has started. The payload meter will not record new haul cycles without the body-up signal. This is the most common sign that the signal is missing. 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. This input can be checked using the "Monitoring Input Signals" procedure.
D35001
Payload Meter II
D35-35
Missing Speed Signal The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10 mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m, the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m. When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to reposition around the shovel during loading. If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump. Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will display live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored in memory will have 0 recorded to max speed and haul cycle distance.
F-18: Alternator R-Terminal, Oil Pressure Signals The PLM II™ monitors engine hours using the alternator R-terminal and oil pressure signals. The payload meter will register a fault if both signals are not present. For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped. For the oil pressure input to the payload meter, open=engine running and ground=engine stopped. It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the Rterminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to the payload meter. These changes will cause the payload meter to always consider the engine to be ON. There are 2 effects from this change. •
On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
•
The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload meter.
Shorted 18v Sensor Power Supply (930E) The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all the pressure sensors. The harness may be repaired with a butt splice, or a new harness can be purchased and installed.
D35-36
Payload Meter II
D35001
FAULT TREE DIAGNOSIS Payload Lights Won't Illuminate The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the payload meter to activate the light. There is one relay for each color light. If the load lights do not illuminate during loading, verify the brake lock is being used at the loading site. Verify that the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first. Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.
D35001
Payload Meter II
D35-37
Red, Amber or Green Payload Light Does Not Illuminate The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to troubleshoot the light control relay, refer to “Payload Lights Won't Illuminate”. The most common reason for a payload light not working is a burned out bulb. Replace burned out bulbs with Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED) replacement lights with significantly longer life. Check with your distributor for availability.
D35-38
Payload Meter II
D35001
Cannot Download - PC Communications The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with your distributor. Verify the payload meter is using the proper OP setting. Refer to “Setting the Option Code” for information on OP settings. No body-up input signal can be perceived as a communication problem with the payload meter. Without the bodyup signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul cycles have been stored in memory, a technician may assume that the laptop did not communicate with the payload meter.
?
D35001
Payload Meter II
D35-39
PC Communications Configuration Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong serial port is set, or old software is being used that is not compatible with newer computers. Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is sometimes labeled as COMM1. Occasionally, installed software on the laptop will take command of the serial port and not let the download software have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download software cannot use the serial port and cannot download the payload meter. Ensure this software is not running when attempting to download data from the payload meter.
D35-40
Payload Meter II
D35001
F.CAL: Payload Meter Won't Calibrate The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to the payload meter to confirm that the speed signal is being received. Refer to “Monitoring Input Signals”. The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the engine is running. Verify these signals are being properly received.
D35001
Payload Meter II
D35-41
F-20: Sensor Power Fault A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intrusion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem persists, check the crimps on the terminals for intermittent connection due to vibration and wear. On the 930E’s, the most common cause for sensor power faults is a short in the harness coming from the back of the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305 mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it branches out for each sensor. The 39F circuit from PLM II™ is over-current protected. If this circuit is shorted to ground, the payload meter will automatically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors. In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem lies within the harness from the back of the cab to the control cabinet. Refer to the following page for the fault tree diagram.
D35-42
Payload Meter II
D35001
Sensor Power Fault Fault Tree
D35001
Payload Meter II
D35-43
F-21, F-25: Left Front Pressure Sensor F-22, F-26: Right Front Pressure Sensor F-23, F-27: Left Rear Pressure Sensor F-24, F-28: Right Rear Pressure Sensor A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are not secured to the truck and become caked with mud and debris. They become targets for the power washers used to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnecting the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over time, the terminal crimps may fail and need to be replaced. Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground). Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black, ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of the connector. Corrosion in the connector can affect voltages through the connection. Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output voltage should be:
⎛ 410 ⎞ Voutput = 1 + 4 × ⎜ ⎟ = 1.576vdc ⎝ 2845 ⎠
Don’t forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt The generic version is:
⎛ Suspension _ pressure ⎞ Voutput = 1 + 4 × ⎜ ⎟ 2845 ⎝ ⎠
D35-44
Payload Meter II
D35001
Pressure Sensor Fault Tree NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the power supply first.
D35001
Payload Meter II
D35-45
F-31, F-32: Inclinometer There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to compensate for front-to-rear weight transfer on a grade. Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer is installed backwards. This could significantly reduce the accuracy of payload calculations. The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive incline. 0° = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5° nose up: Using the formula: volts Voutput = 2.6 volts - 0.103 degree x inclinedegrees
The inclinometer output should be: volts Voutput = 2.6 volts - 0.103 degree x 5° = 2.085volts
Refer to the following page for the Inclinometer Fault Tree.
D35-46
Payload Meter II
D35001
Inclinometer Fault Tree
D35001
Payload Meter II
D35-47
Body Up Input The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will not begin recording haul cycles. Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be misaligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches. NOTE: The input to the payload meter is ’live’ and can be checked by raising and lowering the body or using a large washer to trigger the switch.
D35-48
Payload Meter II
D35001
Brake Lock Input The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly and allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be used during loading. Using the service brakes will significantly decrease payload meter accuracy. The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the dash panel. Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so, follow the signal from the switch to the payload meter. It may also be that the connector on the back of the payload meter needs to be disconnected and re-inserted to clean the contacts.
D35001
Payload Meter II
D35-49
Speed Signal The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to “Monitoring Input Signals”. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree. NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the payload meter correctly reads the brake lock input. 930E Speed Signal On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sensor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition, because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the contacts of the harness to determine if the sensor has failed. To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the payload meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a signal back to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in “Monitoring Input Signals”. Adjusting the Speed Sensor 1. Align a tooth on the speed sensor gear with the tip of the speed sensor. 2. Check the distance between the speed sensor and gear tooth with a feeler gauge. 3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place. 4. Rotate the wheel hub 180° and verify that the gap has remained within specifications. 730E/830E Speed Signal The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the transformer, the signal travels through the connector at the back of the cab up to the payload meter. Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the transformer. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in “Monitoring Input Signals”. HD1500/530M Speed Signal The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter. You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in “Monitoring Input Signals”. Refer to the following page for the fault tree diagram.
D35-50
Payload Meter II
D35001
Speed Signal Fault Tree
D35001
Payload Meter II
D35-51
CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320 Terminal 7821915010 Connector 7845253670 Terminal 7827101440 Plate 7821912450
Connector 7830115260 Terminal 7821912020 Plate 7821912510
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE
SENSOR SIDE
Connector 0805500321 Terminal 0805500050 Grommet 0805500060 Holder 0805500330
Connector 0805500311 Terminal 0805500040 Grommet 0805500060 Holder 0805500330
PRESSURE SENSOR CONNECTIONS
D35-52
Payload Meter II
D35001
HARNESS SIDE
A:A: PLM RTS PLM RTS B:B: PLM SGND PLM SGND C:C: PLM Rxd PLM Rxd D:D: PLM Txd PLM Txd E:E: PLM CTS PLM CTS
MATING FACE OF DOWNLOAD CONNECTOR
BRAKE LOCK CONNECTOR
24 Pin Connector PB9818 Pin Contact PB8647 Plug PB8453
Connector Plug PB8643 Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR
D35001
Payload Meter II
D35-53
Housing PB9756 Contact PB8602 Pin Contact PB8626 Strain Relief PB9814 (2) Screw VW7336 (2) Cap PB9827
Housing PB8599 Contact PB8602 Pin PB8626 Strain Relief PB8604 (2) Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS
D35-54
Payload Meter II
D35001
REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM Originally, this program was designed for engineering testing purposes only. It was not designed for general distribution or use. This program sets the Komatsu Mining Systems Payload Meter II™ into real-time data transfer mode. This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this real-time data. These files can be used to analyze the inputs over a period of time. Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into Microsoft Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look for flat or undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC instead of the switches on the front panel of the payload meter System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 harnesses to connect the Payload Meter II™ to the serial port of the PC. Payload Meter II™ must also be set up to use MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting is described in “Setting the Option Code”. Downloading Scope – Scope is available on the internet. It can be found at the following address: http://www.kms-peoria.com/payload The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive and run it. The program will unzip and be ready to run. NOTE: This program has not been tested on all versions of Windows and may not work on all operating systems.
D35001
Payload Meter II
D35-55
Use the following two tables in conjunction with the screen shot on the following page for a description of typical Scope information.
TABLE 1. DATA DEFINITIONS & COMMENTS DISPLAY
DEFINITION
COMMENT
K
K packet data sent
P
P packet data sent
Final payload data
M4
M4 packet data sent
Swing load data
M2
M2 packet data sent
Real time data
ACK
Initialize real-time
The PLM acknowledges the transmission of a command from Scope
NAK
Acknowledge data
No acknowledgment of the transmission of a command from Scope
Unknown
Unassigned packet data
Unexpected Data (error 1)
Missed communication packet, Frame started with something other than STX.
Unexpected STX (error 2)
PLM II™ transmitted a re-transmit request or reinitialized communications unexpectedly in middle of frame
BCC error (error 3)
Block check sum error
Program error (error 4)
Scope cannot resolve communication error
Rep Code Final Load
The final load calculated by the PLM II™.
Final Pressure
The pressure used to calculate the final payload.
Swing Load Data
All data used to calculate and transmit the displayed swing load.
RTM Data
Real-time data transmitted to Scope via the RS232 connection. This data is transmitted by the PLM II™ every 200ms.
D35-56
Payload Meter II
D35001
TABLE 2. TRUCK STATUS & INPUTS DISPLAY
RTM Status
RTM D I/O
D35001
DEFINITION
Truck State
Input States
EXAMPLES 1. 2. 3. 4. 5. 6.
Empty Stop Empty Run Loading Loaded Run Loaded Stop Dumping
N n B b E e R r
Brake Lock ON Brake Lock OFF Body DOWN Body UP Engine RUN, Oil Pressure Up Engine OFF, Low Oil Pressure R Terminal - Alternator Charge R Terminal - Alternator OFF
Payload Meter II
D35-57
Menu Functions The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file described below. There is no online help available for Scope. StartRTM - Initializes the real-time communications link to the PLM II™. StopRTM - Stops the real-time communications link to the PLM II™. StartLog - Begins sending real-time data to the data file started using the File Save As command. StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope 1. Start Scope Payload Meter II™. 2. Power the Payload Meter II™ System. 3. StartRTM - Start real time communications soon after the payload meter finishes it’s initial display of internal settings. This display cycle is described in “Displays at Start-Up”. 4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into the Payload Meter II™. The suspension pressures, inclinometer, speed, and truck status displayed are the current readings from all sensors. This display will remain live as long as the communications connection is maintained. 5. To create a record of the data being transmitted by the Payload Meter II™, press StartLog. The program will prompt for a file name. Once entered, Scope will begin to save data to this file. 6. Use the StopLog command to stop logging data to the file. 7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter should indicate a communications error.
Log File Information There are several considerations to make for log files of data from the Payload Meter. One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of 19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has capacity for these large files. The column headings for Real-Time data lines are not recorded in the data file, they are: Time
D35-58
Type
Tons
FL
FR
RL
RR
Inc
Speed
Payload Meter II
State
Lock
Body
Engine
R
D35001
All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; “R” is used for Real-Time, “F” is used for Final Load and “S” is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR. For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
Connections to Payload Meter II™ Two harnesses are required to connect a PC to the Payload Meter II™. • EF9159 - Connects to the back of the Payload Meter II™ to a panel mount connector. • EF9160 - Connects from the panel mount connector to the PC. The connectors and pins typically used for the payload meter connection are : Description
Part Number
Terminal
7827101440
Connector
7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are : 1 - RTS
D35001
2 - Signal Ground
3 - RxD
4 - TxD
Payload Meter II
5 - CTS
D35-59
USING SCOPE Monitoring Inputs Using Scope 1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness. 2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s, etc. control the serial port and will prevent Scope from working. 3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1 for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is the correct program to use. 4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter inputs and status. 5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the four digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indicators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake lock ON, "n"=brake lock off. 6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty and stopped, the status will be "01" (Empty Stop). Refer to Table 2. 7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all 'live' and will change as the truck moves or changes condition. 8. Confirm that the payload meter properly receives all the inputs. 9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
Monitoring Suspension Charging Using Scope 1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness 2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s, etc. control the serial port and will prevent Scope from working. 3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are using the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is the correct program to use. 4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter inputs and status. 5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the Windows desktop to store log files from tests. 6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma Separated Variable, and open it properly. 7. The Scope program will write each real-time data message from the payload meter into the log file. These messages come 5 times each second. 8. Run the truck through an entire haul cycle. 9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the top of the screen. 10. Stop real-time communications by selecting "StopRTM" from the menu bar.
D35-60
Payload Meter II
D35001
11. Close the Scope program 12. Start Excel or Lotus 123. 13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be more data points than your graphing program can use. The most important part of the haul cycle to analyze is the loaded portion. It is possible to look at the truck ‘state’ in the data to determine when the truck was loaded and graph only this portion.
D35001
Payload Meter II
D35-61
14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspension collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even though more load is added. This can be seen in the graph below. There are some spikes in the graph, but most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat line. These indicate small movements in the suspension where the metal to metal contact may lapse.This suspension is very flat. Charge and oil the suspension according to shop manual procedure.
D35-62
Payload Meter II
D35001
15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around. When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the left pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in good shape.
As shown in the previous examples, Scope can be used to create log files of the suspension pressure data. Graphs of this data can give be used to determine the relative health of the suspensions.
Pressure Sensor Dummy Loads A series of dummy loads is now available that simulate a pressure sensor input to the payload Meter. These can be placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector problems between the payload meter and suspension pressure sensors. The payload meter will read each load within the pressure range indicated. Part Number
D35001
Description
EJ5366
970-1150 psi load
EJ5367
710-870 psi load
EJ5368
490-625 psi load
EJ5369
290-410 psi load
Payload Meter II
D35-63
GAIN ADJUSTMENT WORKSHEET D35-64
Payload Meter II
D35001
SECTION F TRANSMISSION / TORQUE CONVERTER INDEX
TORQUE CONVERTER AND TRANSMISSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
TRANSMISSION OIL COOLER AND STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
DRIVELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
MISCELLANEOUS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
F01012
Index
F1-1
NOTES
F1-2
Index
F01012
SECTION F2 TORQUE CONVERTER AND TRANSMISSION INDEX
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4 MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6 TORQUE CONVERTER REGULATOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8 LOCK-UP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8 HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9 TORQUE CONVERTER STALL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-11 LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13 TRANSMISSION CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-14 ELECTRONIC CONTROL MODULATION VALVE (ECMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-16 Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17 Flow Sensor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17 ECMV and Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17 ECMV and Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17 Action of ECMV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-18
F02018 5/04
Transmission
F2-1
ECMV REPAIR PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21 Filter Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21 ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-22 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-22 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23 TRANSMISSION FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25 TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26 TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-27 Centering the Engine and Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28
F2-2
Transmission
5/04 F02018
TRANSMISSION The Torqflow transmission (9, Figure 2-1) mounted on the HD1500-5 truck is a 7 speed forward,1 speed reverse, planetary gear, multiple-disc clutch transmission, which is hydraulically actuated and pressure lubricated for optimum heat dissipation. A rubber dampened drive line adapter (2) coupling the engine to the transmission and torque converter, reduces harmful engine shock and vibration to the transmission. A lock-up system, consisting of a wet, triple-disc clutch, can be actuated in all forward gears for higher fuel savings. Operation of the transmission is controlled electronically through inputs from the operator (range selector position, accelerator, etc.) and various sensors and switches monitoring speeds and operating conditions. The transmission oil supply is filtered through washable strainers located in the transmission sump and by external, replaceable elements located at the front
of the fuel tank. The two transmission filter elements should be replaced at 500 hour intervals, or sooner if the warning light indicates high restriction. A control valve filter is located on top of the left side of the transmission, next to the Electronic Control Modulation Valves (ECMV) that should be replaced at the same time as the remote mounted filters (500 hours). The transmission oil should be drained, and the strainers in the sump removed and cleaned every 1000 hours of operation. Refer to section P, Lubrication and Service.
Specifications listed for the transmission and torque converter components on the following pages assume the specified oil type and viscosity is being used, the oil level is correct, and oil is at the normal operating temperature.
FIGURE 2-1. POWERTRAIN 1. Engine 2. Driveline Adapter 3. Front Drive Shaft 4. Brake Cooling & Hoist Pump 5. Brake Cooling Pump
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6. Steering & Brake Pump 7. Torque Converter Transmission Pump 8. Torque Converter 9. Transmission
Transmission
10. Rear Drive Shaft 11. Parking Brake 12. Differential Gear 13. Drive Shaft 14. Brakes 15. Planetary Gears
F2-3
TORQUE CONVERTER The torque converter is a 3-element, single-stage, two phase torque converter with lock-up clutch.
A water-to-oil type oil cooler is utilized to dissipate heat from the oil supply. Stall ratio:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1:1
FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES
FIGURE 2-3. TORQUE CONVERTER 1. Front Housing 2. Rear Housing
F2-4
3. Torque Converter Control Valve 4. Torque Converter Regulator Valve
Transmission
5/04 F02018
FIGURE 2-4. TORQUE CONVERTER 1. Rear housing 2. Clutch (one-way) 3. Front housing 4. Disc 5. Plate
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6. Stator 7. Coupling 8. Input shaft 9. Turbine 10. Piston
Transmission
11. Lock-Up Clutch Housing 12. Housing 13. Pump 14. Shaft
F2-5
MAIN RELIEF VALVE Function The main relief valve maintains the main hydraulic pressure in the transmission control circuits and controls the oil flow to the transmission clutches. Operation The oil from the hydraulic pump enters port "C" (Figure 2-5), then passes through orifice "B" and goes to chamber "A". When hydraulic pressure in the circuit rises, the pressure in chamber "A" also rises. This pushes main relief spool (1) to the left, in the direction of the arrow, through the movement of piston (2). The oil at port "C" passes through "D" to chamber "E" and to the torque converter circuit.
ACTUATING PRESSURE Engine @ 2100 rpm, Oil Temperature @ 70° - 90° (158° - 194°)
FIGURE 2-5. MAIN RELIEF VALVE
. . . . . . . . . . . . . . . . . . . . 44 ± 1.5 kg/c (626 ± 21 psi)
1. Main Relief Spool
2. Main Relief Valve Piston
TORQUE CONVERTER RELIEF VALVE Function The torque converter relief valve protects the torque converter oil circuit by preventing the oil pressure from rising to an abnormally high pressure. Operation Oil from the main relief valve enters port "F" (Figure 2-6) and then passes through orifice "H" and goes to chamber "G". When the hydraulic pressure in the circuit rises, the pressure in chamber "G" also rises. This pushes torque converter relief spool (4) to the right, in the direction of the arrow, through the movement of piston (3). As a result, the oil at port "F" can flow to port "I" and then into the transmission lubrication circuit.
ACTUATING PRESSURE Engine @ 2100 rpm Oil Temperature @ 70° - 90° (158° - 194°) . . . . . . . . . . . . . . . . . 9.5 ± 1.0 kg/cm2 (135 ± 14 psi)
F2-6
FIGURE 2-6. TORQUE CONVERTER RELIEF VALVE 3. Relief Valve Piston
Transmission
4. Relief Valve Spool
5/04 F02018
FIGURE 2-7. MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE (Pressure specifications @ 2100 rpm, Oil Temperature 70° - 90° (158° - 194°) 1. Spring (Small) 2. Spring (Large) 3. Valve Body 4. Main Relief Valve 5. Main Relief Valve Piston 6. Piston Spring 7. Torque Converter Relief Valve Spring 8. Torque Converter Relief Valve 9. Piston Spring 10. Torque Converter Relief Valve Piston
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11. To Transmission Sump 12. Transmission Pump 13. To Transmission Control Valve 14. Main Relief Valve (44 kg/cm2) 15. Torque Converter Relief Valve (9.5 kg/cm2) 16. Torque Converter Pressure Test Port 17. To Torque Converter 18. Torque Converter Inlet Test Port 19. Main Pressure Test Port
Transmission
F2-7
TORQUE CONVERTER REGULATOR VALVE Torque converter regulator valve (Figure 2-8) is installed in the output circuit of the torque converter to regulate the hydraulic pressure inside the torque converter to 5.3 kg/cm2 (75 psi). Operation Oil from the torque converter flows from port "A" (Figure 2-9) to port "B". However, the hydraulic pressure at port "B" is lower than the tension of spring (1) and spool (2) does not move. When the hydraulic pressure at port "B" (Figure 2-10) becomes higher than the tension of spring (1), it pushes spool (2) in the direction of the arrow, and the oil at port "A" flows to port "C".
FIGURE 2-9. BELOW REGULATED PRESSURE 1. Spring A: Inlet From Torque 2. Spool Converter B: Chamber C: Outlet to Oil Cooler
ACTUATING PRESSURE Engine @ 2100 rpm Oil Temperature @ 70° - 90° (158° - 194°) . . . . . . . . . . . . . . . . . . 5.3 ± 1.0 kg/cm2 (65 ± 14 psi)
FIGURE 2-10. REGULATED PRESSURE 1. Spring A: Inlet From Torque 2. Spool Converter B: Chamber C: Outlet to Oil Cooler
LOCK-UP CLUTCH
FIGURE 2-8. TORQUE CONVERTER REGULATOR VALVE 1. Valve Body 2. Spring 3. Spool
F2-8
4. Pressure Tap 5. Inlet Port (From Torque Converter)
The operation of the lock-up clutch utilizes an ECMV (Electronic Control Modulation Valve) identical to those used to actuate the transmission range clutches. At the correct rpm, the transmission controller will provide the signal for lock-up clutch engagement. Through the use of this valve and two pressure sensors, the pressure in the apply piston chamber is maintained at the same pressure as the internal torque converter pressure instead of dropping to 0 psi. This keeps the lock-up clutch cavity filled with oil waiting for the next lock-up application. This method of lock-up clutch application greatly reduces the shift shock felt when the lock-up clutch is applied. The pressure sensors monitor the inlet and outlet pressures in the torque converter to actuate the ECMV to control the pressure in the lock-up clutch cavity. In addition, the input and output shaft speeds are also monitored.
Transmission
5/04 F02018
HYDRAULIC PUMP Torque converter and transmission
Volume: . . . . . . . . 491 l/min (130 gpm) @ 2100 rpm Pump Rotation . . . . . . . . . . . .LH (Counterclockwise)
FIGURE 2-11. HYDRAULIC PUMP 1. Washer 2. Stud 3. Nut 4. Drive Gear 5. Seal 6. Snap Ring 7. Plug
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8. Flange 9. Body 10. Dowel Pin 11. O-Ring 12. O-Ring 13. Snap Ring 14. Splined Coupling
Transmission
15. O-Ring 16. Pressure Plate 17. Isolation Plate (Top) 18. Isolation Plate (Bottom) 19. Backup Ring 20. O-Ring 21. Ring Retainer
F2-9
TORQUE CONVERTER STALL CHECK The transmission oil temperature MUST NOT exceed 248° F (120° C), nor should the converter be stalled at full throttle for more than 30 seconds at any one time. Exceeding these limits may result in serious damage to converter components.
Prior to performing a stall test, ensure that all systems such as exhaust piping, air intake piping, fuel controls, and engine warning systems are all working properly, and within specifications. Insufficient fuel or restricted piping can also effect stall speed.
9. Check and record engine rpm with an accurate tachometer or a remote electronic measuring tachometer. Maximum engine RPM with the converter stalled should be within 1865 +/- 50 rpm. 10. If the stall rpm does not meet the listed requirements, refer to the service guidelines below.
RPM Low: • Transmission oil viscosity high due to low temperature, wrong oil or bad oil • Engine power is not within specs • Faulty torque converter assembly or components
1. Install wheel chocks, and apply the parking brake. 2. Apply and hold service brakes fully to prevent movement of the machine. 3. Start the engine. 4. Ensure the F1 start switch is in the OFF position.
RPM High: • Transmission oil viscosity is low due to high temperature, wrong oil, bad oil, or lack of oil flow • Engine power is not within specs • Faulty torque converter assembly or components
5. Move the shift selector lever to D. With the service brakes fully applied (or retard lever at full ON) to prevent machine movement, slowly accelerate the engine to full throttle for no more than 30 seconds. 6. Move the shift lever to NEUTRAL and allow the engine to idle for 30 seconds. 7. Repeat the previous two steps until the engine and transmission are at normal operating temperature: engine 185 - 207° F (85 - 97° C), transmission 158 - 194° F (70 - 90° C). 8. When the engine and transmission are at normal operating temperature, the stall test can be performed. Place the shift selector lever in D. With the service brakes fully applied (or retard lever at full ON) to prevent machine movement, slowly accelerate the engine to full throttle for no more than 30 seconds.
F2-10
Transmission
5/04 F02018
TRANSMISSION The torqflow transmission (Figure 2-12) mounted on the HD1500-5 truck is a 7 speed forward,1-speed reverse, planetary gear, multiple-disc clutch transmission, which is hydraulically actuated and pressure lubricated for optimum heat dissipation. A rubber dampened drive line adapter coupling the engine to the transmission and torque converter, reduces engine shock and vibration to the transmission. A lock-up system, consisting of a wet, triple-disc clutch, can be actuated in all forward gears for higher fuel savings. Operation of the transmission is controlled electronically through inputs from the operator (range selector position, accelerator, etc.) and various sensors and switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through washable strainers located in the transmission sump and by external, replaceable elements located at the front of the fuel tank. The two transmission filter elements should be replaced at 500 hour intervals, or sooner if the warning light indicates high restriction. A control valve filter is located on top of the left side of the transmission, next to the Electronic Control Modulation Valves (ECMV) that should be replaced at the same time as the remote mounted filters (500 hours). The transmission oil should be drained, and the strainers in the sump removed and cleaned every 1000 hours of operation. Refer to Section P, Lubrication and Service, for additional information.
FIGURE 2-12. TRANSMISSION AND TORQUE CONVERTER 1. Torque Converter 2. Lubrication Pressure Tap 3. Transmission
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4. Transmission Control Valve 5. Torque Converter Control Valve
Transmission
F2-11
FIGURE 2-13. TRANSMISSION ASSEMBLY 1. Input shaft 2. Hub 3. #1 planetary pinion gear 4. Transmission case 5. #3 sun gear 6. #3 planetary pinion gear 7. #4 planetary pinion gear 8. #4 sun gear 9. #5 planetary pinion gear 10. #6 planetary pinion gear 11. Rear case 12. #5, #6 planetary carrier 13. #7 clutch (3rd)
F2-12
14. #5 sun gear 15. Output shaft 16. #6 sun gear 17. Coupling 18. Intermediate shaft 19. Case 20. Hub 21. #6 planetary pinion gear 22. #6 ring gear 23. #6 clutch (rev.) 24. #5 ring gear 25. #5 clutch (1st) 26. #4 planetary carrier
Transmission
27. #4 ring gear 28. #4 clutch (2nd) 29. #3 clutch (low clutch) 30. #3 ring gear 31. #3 planetary carrier 32. #2 clutch (high clutch) 33. #1 planetary carrier 34. #1 ring gear 35. #1 clutch (middle clutch) 36. Hub 37. #1 sun gear
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LUBRICATION RELIEF VALVE Function Transmission lubrication relief valve (3, Figure 2-14) is installed on the left side of transmission case (1). This valve prevents abnormal pressure in the transmission lubrication circuit.
OPERATING PRESSURE Engine @ 2100 rpm Oil Temperature @ 70° - 90° (158° - 194°) . . . . . . . . . . . . . . . . . . 2.2 ± 1.0 kg/cm2 (31 ± 14 psi) Cracking Pressure:. . . . . . . . . . . 3.0 kg/cm2 (43 psi)
FIGURE 2-14. TRANSMISSION LUBRICATION RELIEF VALVE 1. Transmission Case 2. Lubrication Pressure Test Port 3. Lubrication Relief Valve 4. Cover 5. O-Ring 6. Spacer
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Transmission
7. Spring Guide 8. Spring 9. Plate 10. Spool 11. Gasket
F2-13
TRANSMISSION CONTROL VALVE
FIGURE 2-15. TRANSMISSION CONTROL VALVE 1. ECMV (for T/C lock-up clutch) 2. ECMV (for medium clutch) 3. ECMV (for high clutch) 4. ECMV (for low clutch) 5. ECMV (for 3rd clutch) 6. ECMV (for 2nd clutch) 7. ECMV (for 1st clutch) 8. ECMV (for reverse clutch) 9. Valve Oil Filter 10. Valve Seat 11. Breather A. Lock-up Clutch Pressure Tap Port B. Medium Clutch Pressure Tap Port C. High Clutch Pressure Tap Port D. Low Clutch Pressure Tap Port E. 3rd Clutch Pressure Tap Port F. 2nd Clutch Pressure Tap Port G. 1st Clutch Pressure Tap Port H. Reverse Clutch Pressure Tap Port
F2-14
SPEED RANGE
ECMV R
R
Q
1st 2nd 3rd
RATIO L
H
Q
5.600 Q
N Q
F1 F2
Q
F3
Q
Q
5.434 Q
4.063 Q
F4
Q
F5
Q
Q Q
F7
Q
3.048 2.415
Q
F6
Transmission
M
Q
1.811 1.333
Q
1.000
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FIGURE 2-16. HYDRAULIC CIRCUIT DIAGRAM TRANSMISSION AND TORQUE CONVERTER (*Engine @ 2100 rpm, Oil Temperature 70° C - 90° C (158° F - 194° F)) 1. Torque Converter
15. Medium Clutch
2. *Torque Converter Relief Valve: 9.5 ± 1kg/cm2 (135 psi) 3. *Main Relief Valve: 44 kg/cm (626 psi)
16. ECMV (High Clutch): 18 ± 1kg/cm2 (256 ± 14 psi) 17. High Clutch
4. *Regulator Valve: 5.3 ± 1kg/cm2 (75 ± 14 psi) 5. Oil Cooler
18. ECMV (Low Clutch): 35 ± 1.5 kg/cm2 (498 ± 21 psi) 19. Low Clutch
2
6. 7. 8. 9. 10. 11.
*Transmission Lubrication Relief Valve: 2.2 ± 1kg/cm2 (31 psi) Filter Assemblies Hydraulic Pump Strainer Transmission Oil Pan Fill Switch
12. Proportional Solenoid: 19 ± 1kg/cm2 (270 ± 14 psi) 13. Lock-up Clutch 14. ECMV (Medium Clutch): 18 ± 1 kg/cm2 (256 ± 14 psi)
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Transmission
20. ECMV (2nd Clutch): 35 ± 1.5 kg/cm2 (498 ± 21 psi) 21. 2nd Clutch 22. ECMV (1st Clutch): 35 ± 1.5 kg/cm2 (498 ± 21 psi) 23. 1st Clutch 24. ECMV (Reverse Clutch): 35 ± 1.5 kg/cm2 (498 ± 21 psi) 25. Reverse Clutch 26. ECMV (3rd Clutch): 18 ± 1kg/cm2 (256 ± 14 psi) 27. 3rd Clutch 28. ECMV Oil Filter
F2-15
ELECTRONIC CONTROL MODULATION VALVE (ECMV)
FIGURE 2-17. ELECTRONIC CONTROL MODULATION VALVE (ECMV 1. Connector 2. Spring 3. Flow Sensor Valve Spool 4. Spring 5. Fill Switch
F2-16
6. Proportional Solenoid 7. Pressure Control Valve Spool 8. Load Piston 9. Spring
Transmission
A: To clutch B: Drain C: From Pump a: Clutch Pressure Measurement Port
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ECMV (Electronic Control Modulation Valve) The ECMV (Electronic Control Modulation Valve) consists of two valves: a pressure control valve and a flow sensor valve. Pressure Control Valve The pressure valve contains a proportional solenoid which takes the current sent from the transmission controller and the pressure control valve converts this current into hydraulic pressure. (Refer to Figure 2-18.) Flow Sensor Valve This valve is actuated by a trigger from the pressure control valve, and has the following functions: 1. The valve is opened until the clutch is filled with oil, thereby reducing the time (filling time) taken for oil to fill the clutch. 2. When the clutch becomes full of oil, the valve closes, and sends a signal (full signal) to the controller to inform that filling is completed. 3. While there is hydraulic pressure applied to the clutch, it outputs a signal (full signal) to the controller to inform whether there is hydraulic pressure or not. ECMV and Proportional Solenoid Each ECMV is equipped with one proportional solenoid.
FIGURE 2-18. A range: Before Gear Shifting (drained) B range: Filling Starts (trigger issued) C range: Filling Completed D range: Regulation E range: Filling
The propulsion force shown in the diagram in Figure 2-19 is generated according to the command current from the controller. The propulsion force generated by the proportional solenoid acts on the pressure control valve spool and this generates the hydraulic pressure shown in the diagram on the right. In this way, by controlling the command current, the propulsion force is changed and this acts on the pressure control valve to control the oil flow and hydraulic pressure. ECMV and Fill Switch Each ECMV is equipped with one fill switch. When the clutch is completely filled, the flow sensor valve acts to switch the fill switch on. As a result of this signal, the oil pressure starts to build up.
FIGURE 2-19.
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Transmission
F2-17
Action of ECMV The ECMV is controlled by the command current from the transmission controller to the proportional solenoid, and the output signal of the fill switch. The relationship between the ECMV proportional solenoid command current and clutch input pressure and the output signal of the fill switch is as shown in the diagram in Figure 2-20. A range: Before gear shifting (drained) B range: Filling starts (trigger issued) C range: Filling completed D range: Regulation E range: Filling
FIGURE 2-20.
Before shifting gear (drained) (A range on graph) 1. (Refer to Figure 2-21): When no current is being sent to proportional solenoid (6), the reaction force for spring (9) of the pressure control valve pushes pressure control valve spool (7). As a result, proportional solenoid (6) is pushed pack, so pressure control valve spool (7) connects the oil at clutch port C to drain port E and drains the oil. In this condition, there is no hydraulic force acting on spool (3) of the flow sensor valve, so the reaction force of spring (4) for the fill switch moves flow sensor valve spool (3) away from fill switch (5), and stops it in a position where it is in balance with return spring (2) of the flow sensor valve. FIGURE 2-21.
F2-18
Transmission
5/04 F02018
Starting to fill (trigger command input to pressure control valve) (B range of graph) 1. (Refer to Figure 2-22): When there is no oil inside the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid (6), the proportional solenoid moves the full stroke and pressure control valve spool (7) moves to the left. As a result of this, pump port A and pressure control valve output port B are opened, and oil passes through orifice "a" of flow sensor valve spool (3) and starts to fill the clutch. 2. (Refer to Figure 2-23): When this happens, a pressure difference is created between the upstream and downstream sides of orifice "a" of flow sensor valve spool (3). Because of this difference in pressure, flow sensor valve spool (3) moves to the left and compresses sensor valve return spring (2).
FIGURE 2-22.
As a result, flow sensor valve spool (3) opens pump port D, and oil flows from here through orifice "a" and goes to the clutch port.
Filling completed (pressure control set to initial pressure) (C range of graph) 1. (Refer to Figure 2-24): When pump port D of the flow sensor valve opens, and the oil flows out from here, a difference in pressure is created between the upstream and downstream sides of orifice "a" of the flow sensor valve spool (3). This continues to push flow sensor valve spool (3) to the left. When this happens, and the current of proportional solenoid (6) is lowered momentarily to the initial pressure level, almost the complete pump pressure comes to bear on load piston (8). As a result, pressure control valve spool (7) is pushed back to the right, and a small amount of oil leaks from pressure control valve outlet port B to drain port E. However, only a small amount of oil leaks, so almost all of the oil from the pump flows to the clutch, and flow sensor valve spool (3) continues to be pushed to the left.
FIGURE 2-23.
FIGURE 2-24.
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Transmission
F2-19
2. (Refer to Figure 2-25): When the clutch is filled with oil, the flow of oil from pump port D to clutch port C stops. The size of areas receiving pressure on the left and right sides of flow sensor valve spool (3) is different (the area on the left side is larger), so when the pressure on both sides becomes the same, the spool is moved by hydraulic force to the right. When this happens, pump port D and clutch port C are closed. Because of this difference in area on the left and right sides, and the force of return spring (2) of the pressure control valve, flow sensor valve (3) compresses fill switch spring (4) and is pushed to the right. It then contacts fill switch (5) and transmits the clutch filling completed signal to the shift controller. At this point, the current for the initial pressure level is flowing to proportional solenoid (6), so the hydraulic pressure is set to the initial pressure by pressure control valve spool (7).
FIGURE 2-25.
Regulating (D range of graph) 1. (Refer to Figure 2-26): When current is sent to proportional solenoid (6), the solenoid generates a force proportional to the current. This propulsion force of the solenoid, and the sum of the propulsion force produced by the hydraulic pressure at the clutch port applied to load piston (8), and the reaction force of pressure control valve spring (9) are regulated so that they are in balance.The difference in hydraulic pressure applied to both sides of flow sensor valve spool (3) pushes the spool to the right, and the fill signal continues to be sent to the transmission controller.
FIGURE 2-26.
F2-20
Transmission
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ECMV REPAIR PROCEDURE 1. Thoroughly wash and flush debris and dirt from transmission control valve mounted on top of transmission. 2. Thoroughly wash and flush the area surrounding the filter assembly (5, Figure 2-27) to prevent the intrusion of sand, mud, dust, paint, etc. 3. Remove mounting nuts (2) and remove cover (1). Flush area under cover, taking care not to allow soil, sand, dust, paint, etc. to enter the ECMV, valve seats, etc. Filter Replacement Procedure 1. Remove the filter assembly protective cover (9, Figure 2-27) and the restriction sensor connector (4). Prior to removal of the complete filter assembly (5) from the valve assembly, loosen the filter case (8) from filter head (6) by rotating counter-clockwise, using the hex nut at the case tip. 2. Remove the complete filter assembly (5). NOTE: When the filter assembly is removed from the valve seat, some oil will flow out of the case on to the transmission. Be prepared to minimize spillage. 3. Remove case (3, Figure 2-28) from filter head (1). 4. Remove filter element assembly (2) from head (1). Remove O-rings (4, 5). 5. Replace the element with a new element. 6. Wash head (1) and case (3) with light oil. 7. Install new O-rings (4 & 5) into head (1) and on case (3). Insert element (2) into case (3).
FIGURE 2-27. TRANSMISSION CONTROL VALVE ASSEMBLY 1. Cover 2. Mounting Nuts 3. Harness 4. Sensor Connector 5. Filter Assembly 6. Filter Head
7. Filter Element 8. Filter Case 9. Cover 10. ECMV Assembly 11. ECMV Mounting Bolts 12. Valve Plate
8. Install the case onto head. Tighten case hand tight. 9. Install the assembled filter assembly onto the valve seat. Tighten mounting capscrews to standard torque. 10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58 ft.lbs.). 11. Install restriction sensor connector (4, Figure 227) to harness (3) and install protective cover (9).
FIGURE 2-28. FILTER ASSEMBLY 1. Filter Head 2. Filter Element 3. Filter Case
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Transmission
4. O-Ring 5. O-Ring
F2-21
ECMV Removal 1. Remove the paint along the boundary between fill switch assembly (16, Figure 2-29) and valve body (1) at each ECMV to be removed. 2. Disconnect the electrical connectors for fill switch assembly (16) and solenoid valve (9) from the harness. 3. Remove the switch and solenoid connectors from bracket (18). Disassembly 1. Before disassembly, flush the ECMV and valve seat (paint at corners of the mating surfaces must be removed thoroughly). NOTE: Do not allow the solenoid connectors, fill switch connectors, or harness to be exposed directly to the water, etc. 2. Remove mounting bolts (8, Figure 2-30) from ECMV assembly (10), and separate ECMV assembly from valve plate (12). 3. Remove solenoid connector (2, Figure 2-30) and fill switch connector (3) from bracket. Loosen bolts (17). Gently remove the flow sensor valve fill switch (16) and bracket. Be careful not to let spring (15) fall out of place.
FIGURE 2-29. ECMV ASSEMBLY 14. O-ring 1. Valve Body 15. Spring 2. Plug 16. Fill Switch 3. Plug 4. Pressure Control Valve 17. O-ring 18. Bracket 5. Piston 19. Bolt 6. Spring 20. Washer 7. Shim 21. Cover Plate 8. O-ring 22. O-ring 9. Solenoid Valve 23. Bolt 10. Bolt 11. Flow Detection Valve 12. Spring 13. Plug
4. Remove cover plate (21, Figure 2-27). Remove plug (13) by installing a capscrew in the tapped hole for easier removal. Then, remove the flow detecting valve spring (12), valve spool (11), and spring (15). a. Examine valve body (1) and spool (11) as well as spring (15) for the existence of plating film pieces and other metallic particles. If found, remove them. b. If foreign matter has lodged in the valves or the pistons, or if their functional movement is not smooth, recondition them with an oil stone, etc. 5. Remove spring (6), shims (7), piston (5), and valve (4) from the pressure control valve. Examine for any trapped foreign matter, seized spool, or rough movement. Be careful not to lose shims (7). Keep shims in storage, after confirming their quantity.
NOTE: Protect valve plate (12, Figure 2-27) and the valve mating surfaces by applying masking tape, etc. Prevent dirt/dust from entering the transmission by covering all openings. Place all removed parts in storage, being careful not to scratch any part.
6. Remove the proportional solenoid valve (9).
F2-22
Transmission
5/04 F02018
Reassembly Inspect each part thoroughly and confirm that the part is free from dirt/dust, scratches, etc. Wash all parts with solvent. Lubricate spools and plungers with a small amount of transmission oil during assembly. Be certain to reassemble all spools and plungers into their original valve body bores. NOTE: When assembling the valve, make sure that valve spools move smoothly in the bore.
This work should be performed in a clean room or workstation free from dirt, dust, etc. 1. Set the pressure control valve spool (4, Figure 2-30) in valve body (1). Be certain the valve movement is smooth, by pushing the valve with fingers on both ends. 2. Install solenoid valve (9) together with O-ring (8), using 4 bolts (10). Tighten bolt (10) to 1.35 ± 0.15 kg.m (9 -11 ft.lbs.). 3. Place the pressure control valve piston (5) inside pressure control valve spool (4). Make sure that piston movement is smooth, by pushing the valve with fingers. 4. Install shims (7) and spring (6) in the pressure control valve. Install O-ring (22, Figure 2-38) in the valve body.
FIGURE 2-30. ECMV VALVE ASSEMBLY 1. Valve Body 2. Solenoid Connector 3. Fill Switch Connector 4. Pressure Control Valve Spool 5. Load Piston 6. Spring 7. Shims 8. Mounting Bolt 9. Proportional Solenoid
10.Bolt 11.Flow Sensor Valve 12.Spring 13.Plug 14.Pressure Test Port 15.Spring 16.Fill Switch 17.Bolt 18.Cover Plate
• The standard number of shims is: . . . . . . . 3 pcs. • Standard shim pack thickness: . . . . . . . . .0.6 mm • Individual shim thickness:. . . . . . . . . . . . .0.2 mm
NOTE 1: (Refer to Figure 2-30.) When parts (1), (6), (5), (4), and (9) are all being reused, the same number of shims removed during disassembly must be reinstalled. When any of these parts have been replaced, the standard number of shims (3 ea.) should be installed. The exact quantity required is determined when clutch pressure test is performed. NOTE 2: When only the proportional solenoid valve (9) is to be replaced, remove cover (18) and make sure that spring (6) has been positively set in place. (There is a possibility that the spring can get out of the valve end when the proportional solenoid valve is removed.)
F02018 5/04
Transmission
F2-23
5. Install flow sensor valve (11) in valve body (1). Make certain the valve movement is smooth, by pushing the valve with fingers on both ends. 6. Set flow detecting valve spring (15, Figure 2-38) in place. Install O-ring (17) and position fill switch (16) and bracket (18) on valve body. Install 2 bolts (19) and tighten to 3.15 ± 0.35 kg.m (20 - 25 ft.lbs.).
11. Install all ECMV's onto the valve seat, making sure that mounting surfaces are free from dirt/ dust, scratches, etc. Secure all electrical connectors to the harness. 12. Check clutch pressure for any ECMV that has been disassembled for repairs.
7. Install spring (12) in the flow detecting valve. Install new O-ring (14) on plug (13) and install in valve body. 8. Install cover plate (21) with 5 bolts (23) and washers (20). Tighten bolts to standard torque. 9. Assemble connectors (2, Figure 2-39) and (3) to the bracket.
After any disassembly, reassembly, and/or parts replacement in the pressure control valve, clutch oil pressure must be checked and adjusted if necessary.
10. For each ECMV assembly, install O-rings (3 places) at the valve seats and install with 4 bolts (8). Tighten bolts (11) to 3.15 ± 0.35 kg.m (20 25 ft.lbs.).
F2-24
Transmission
5/04 F02018
TRANSMISSION FILTERS The transmission filter elements should be replaced every 500 hours of operation or sooner if the warning light indicates high restriction. This maintenance interval may be increased or reduced, depending on operating conditions, by observing the warning light indicator. The two transmission filters are located on the outside of the right frame rail, ahead of the fuel tank. An additional filter is located in the control valve assembly. Refer to ECMV Repair Procedure - Filter Cleaning Procedure.
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. Service 1. Remove plug (6, Figure 2-31) and drain oil from the housing into a suitable container.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 2. Remove bowl (4) and element (5). 3. Replace seal (3) in filter head.
Installation
FIGURE 2-31. TRANSMISSION CIRCUIT FILTER
1. Install new element (5, Figure 2-31). Install housing (4) and tighten. 2. Replace drain plug (6), and O-ring (7).
NOTE: The indicator switch (2, Figure 2-31) is not repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator switch is factory preset. Switch adjustment is not necessary or recommended.
F02018 5/04
1. Head Assembly 2. Indicator Switch 3. Seal 4. Bowl 5. Filter Element
Transmission
6. Plug 7. O-Ring 8. Core Assembly 9. Bypass Valve 10. Anti-Backflow Valve
F2-25
TRANSMISSION REMOVAL 1. Thoroughly clean all components in the area of the transmission, pumps and drivelines. 2. Park truck on a level surface, block wheels and apply park brake. Raise dump body and install body safety cable. Move hoist valve to FLOAT position to put weight of dump body on cables. Lock the hoist lever in the hold position.
Dump body must be up and safety cable in place. DO NOT work under raised dump body unless the body safety cable is installed.
FIGURE 2-32. HYDRAULIC LINES 1. PTO
2. Hydraulic Hoses
NOTE: If hydraulic pump or engine is inoperative, dump body should be raised with a crane to allow safety cable installation. 3. Turn keyswitch OFF, shut down the engine and allow steering accumulators to bleed down completely. Turn the steering wheel and verify no wheel movement occurs. 4. Bleed the brake system accumulators; open the needle valves located on the brake manifold in the hydraulic cabinet and allow all pressure to bleed. Close bleed valves after pressure has bled off. 5. Remove the transmission guard structure. 6. Drain transmission oil. 7. Drain the hydraulic tank. If oil is to be reused, be certain containers are clean and free of contamination. 8. Tag and Disconnect transmission control and sensor wiring connectors. 9. Tag and remove inlet and outlet hoses at the hydraulic pumps mounted on the PTO (1, Figure 2-32) and the transmission. Cap hoses and open ports to prevent dirt entry. Secure loose hoses to frame to allow clearance for transmission removal.
F2-26
10. Remove front and rear driveshaft guards. 11. Disconnect drivelines (1 & 7, Figure 2-33) at cross and bearing and remove front and rear driveshaft assemblies. 12. Remove front transmission trunnion mount capscrews and washers (3). 13. Remove rear mount capscrews and washers (5) for transmission assembly. 14. Attach a lifting device to the transmission/torque converter. Verify all wire harnesses and hydraulic lines have been removed. 15. Carefully lift assembly from the top of the frame. 16. Remove the transmission filter elements and inspect. Clean filter housings and install new elements.
Transmission
5/04 F02018
TRANSMISSION INSTALLATION NOTE: Check the vibration dampener for wear, damage or deterioration. Replace any rubber cushions or dampeners in doubtful condition.
Dump body must be up and safety cable in place. DO NOT work under raised dump body unless the safety cable is installed.
1. Attach a lifting device to transmission/torque converter assembly (4, Figure 2-33). Lift assembly over frame and lower into position over mounts. NOTE: See the procedure (following page) for centering the engine assembly and transmission assembly. 2. Install front mount capscrews and washers (3) for transmission assembly. Tighten capscrews to standard torque. 3. Install rear mount capscrews (5) for transmission assembly. Tighten capscrews to standard torque. 4. Refer to Drivelines, Section F5, for driveline (1 & 7) installation instructions. 5. Install rear driveline guard (6). Install front driveline guard. 6. Remove protective caps from hoses and ports on pumps and transmission. Using new O-rings for flange fittings, install hoses on hydraulic pumps and transmission. (O-rings should be coated with grease to help them stay in position while attaching flange clamps.) 7. Reconnect wiring harness connectors to transmission controls and sensors.
FIGURE 2-33. TRANSMISSION INSTALLATION 1. Front Driveline 2. Trunnion Support 3. Capscrew & Washer 4. Transmission Assembly
5. Capscrew & Washer 6. Driveline Guard 7. Rear Driveline
8. Verify all hoses and wiring have been installed. Install transmission guard structure under transmission.
10. Verify new transmission filter elements have been installed.
Be certain all personnel are clear before lowering body to frame!
NOTE: Oil level must be checked again after the engine has been started and the oil is at operating temperature.
9. Remove safety cable and lower body to the frame. (It may be necessary to lift the body slightly with an overhead crane to relieve tension on safety cable.)
F02018 5/04
11. Refill transmission with oil specified in lube chart in Section P. Oil should be visible in the upper part of the sight gauge, between the "H" and "L" marks.
12. Refill the hydraulic tank with oil. Refer to Section P, Lubrication and Service.
Transmission
F2-27
2. While turning coupling at torque converter end, carry out centering so that tool (2, Figure 2-35 and 2-36) rotates smoothly on both shafts. Move the torque converter/transmission assembly end when centering.
13. Loosen suction lines on hydraulic pumps to bleed air from lines. (Refer to Hydraulic System, Section L for detailed instructions.) Tighten clamps securely after all air has been bled. 14. Start the engine and check for hydraulic leaks. 15. Allow transmission oil to reach normal operating temperature. Recheck transmission oil level with truck level, engine running at low idle, oil at operating temperature and transmission in NEUTRAL. Under the above conditions, oil level should be between the lower "H" and "L" marks of the sight gauge. 16. Operate truck to verify proper operation of transmission and controls.
FIGURE 2-35. SHAFT ALIGNMENT 1. Engine End 2. Tool
Centering the Engine and Transmission
3. Torque Converter End
NOTE: When the engine assembly, torque converter and transmission assembly, or drive shaft have been removed, the alignment of the engine and transmission must be checked and adjusted.
1. Install alignment tool (2, Figure 2-34) to the couplings at the engine end and torque converter end.
FIGURE 2-36. MAXIMUM SHAFT MISALIGNMENT
NOTE: The misalignment should be within 3.0 mm (0.12 in) in both the up-down and left-right directions. However, if they are not parallel, the distance at the point where they are farthest apart must be within 3.0 mm (0.12 in).
FIGURE 2-34. SHAFT ALIGNMENT 1. Engine End 2. Tool
3. Torque Converter End
NOTE: To raise transmission, place shims between the front mounts and the frame bracket.
F2-28
Transmission
5/04 F02018
SECTION F3 TRANSMISSION COOLER INDEX
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 TRANSMISSION OIL STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
F03009
Transmission Oil Cooler
F3-1
NOTES
F3-2
Transmission Oil Cooler
F03009
TRANSMISSION OIL COOLER TRANSMISSION OIL COOLER
Removal and Installation
Transmission oil cooler (1, Figure 3-1) and brake circuit oil cooler (heat exchangers) are contained in a combined unit, located to the rear of the radiator.
Refer to Section C, Engine, Fuel, Cooling and Air Cleaner, for removal and installation procedures.
If a leak occurs in the heat exchanger, antifreeze may contaminate the transmission oil and/or transmission oil may contaminate the engine cooling system. If the engine coolant is found to be contaminated with oil, the system must be examined for leaks and corrected. Then the system must be flushed to remove oil contamination and refilled with a clean coolant solution.
Repair Repairs to transmission cooler and brake oil cooler should be performed by a qualified repair facility.
TRANSMISSION OIL STRAINER
If a leak has been found or suspected in the heat exchanger, the transmission oil must be examined, immediately. Ethylene glycol (even small amounts) will damage clutch plates. Contact your Komatsu distributor for ethylene glycol detection test kits.
The transmission oil pan contains magnetic strainers. They should be removed and cleaned every 1000 hours of operation.
If ethylene glycol is found in the transmission oil, the transmission should be removed, completely disassembled, cleaned and examined, and ALL frictionfaced clutch plates replaced.
Removal 1. Drain transmission oil. Be prepared to capture 153 liters (40.5 gal) of oil. 2. Remove capscrews (5, Figure 3-2) and cover (3). 3. Remove screen/magnets (1) and inspect.
FIGURE 3-2. SCREEN/MAGNET REMOVAL FIGURE 3-1. HEAT EXCHANGERS (Oil Coolers) 1. Transmission Cooler 2. Brake Cooler 3. Coolant Inlet 4. Coolant Outlet 5. Orificed Check Valve 6. Brake Oil Inlet Hoses
F03009
7. Transmission Oil Outlet Hose 8. Transmission Oil Inlet Hose 9. Brake Oil Outlet Hoses
1. Screen/Magnet 2. O-Ring 3. Cover
Transmission Oil Cooler
4. Washer 5. Capscrew
F3-3
Careful inspection of the oil tank interior, drained oil, and screen/magnets immediately after removal can provide valuable information regarding the condition of the transmission internal components. Always perform the inspection procedures on the following page prior to cleaning. Inspection • Check the oil tank and drained oil as well as the strainer for foreign material. Check the strainer for a clogged or fouled condition with metallic particles. When the amount of foreign material has significantly increased compared with preceding inspections, it probably indicates an internal failure, requiring careful and immediate corrective action. • If bronze, aluminum, or other metallic material is detected in the analysis, the source should be investigated, depending on the percentage of content. If a large amount of these contaminates are found in an oil sample, immediate action is necessary; small or trace amounts should be recorded and checked at the next interval for a trend. • Contamination of oil by water or anti-freeze is considered serious. Trace amounts should be tracked to determine a trend. If a large percentage of content is found in an oil sample, the cooler should be checked, replaced if necessary, and the transmission removed for rebuild.
FIGURE 3-3. SCREEN/MAGNET 1. Screen Element 2. Black Foreign Matter (non-metallic)
3. Magnets 4. Iron Particles
Installation 1. Install screen/magnets (1, Figure 3-2) into transmission oil pan. 2. Install new O- Rings (2) in cover and install cover with capscrews (5) and washers (4). 3. Fill transmission with oil. Refer to Section P for recommended lubricant.
Judgement 1. When the element* is clogged with black foreign material (2, Figure 3-3), it indicates that clutch discs are wearing. When the clogged area is about 10 mm (0.40 in) in width and about 60 mm (2.4 in) around the circumference, transmission repair should be considered necessary within 200 operating hours. If the clogged area is more extensive, immediate repair is necessary. 2. When all magnets (3) are fouled* with iron particles, it indicates that excessive wear or damage to internal metal parts has occurred and immediate repair is necessary. *NOTE: Also check the oil tank interior and drained oil for foreign material or for metallic powder in suspension.
F3-4
Transmission Oil Cooler
F03009
SECTION F5 DRIVELINES INDEX
DRIVESHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 Removal - Front Drive Shaft
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Installation - Front Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3 Disassembly - Driveshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4 Assembly - Drive Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4 Removal - Rear Driveshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4 Installation - Rear Driveshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
F05010
Driveshafts
F5-1
NOTES
F5-2
Driveshafts
F05010
DRIVESHAFTS The engine/transmission and transmission/final drive driveshafts differ in length and design. The front driveshaft is a fixed length, approximately 47 cm (18 in.). The rear driveshaft is approximately 101 cm (40 in.) free length [96.1 cm (37.8 in.) installed, empty] and includes a slip-joint to permit oscillation of the final drive assembly. Removal and installation procedures for each driveshaft are similar. Removal - Front Drive Shaft
Block all wheels securely before removing the drive shafts. Because of limited clearance, a special, 30 mm socket must be used to remove and install the capscrews (2, Figure 5-2) used to mount the front drive shaft cross and bearing assembly to the output and input flanges at the engine and transmission. Figure 5-1 illustrates a typical 30 mm, 12 point socket that has been turned down to provide a "thinwall" socket for adequate clearance. This socket can be modified locally. 1. Remove driveshaft guard, if equipped.
FIGURE 5-1. SOCKET MODIFICATIOIN DIMENSIONS (make locally)
2. Remove and tag any wiring or hoses which may interfere with removal. 3. Attach a sling hoist to the drive shaft. 4. Using a socket as shown in Figure 5-1, remove the four capscrews (3, Figure 5-2) at each cross and bearing and remove the drive shaft. Installation - Front Drive Shaft NOTE: Be certain the cross and bearing to drive shaft capscrews (4, Figure 5-2) have been properly torqued prior to installing the drive shaft. Refer to Assembly of Driveshaft Assembly. 1. Position driveshaft (1, Figure 5-2) between the engine and transmission, and align the cross and bearings with the drive flanges. 2. Install four capscrews (2) at each end as follows: M20 capscrews/11C Driveshaft - Apply Three Bond TB1374, and tighten to 44.8 ± 2.2 kg.m (324 ± 15.9 ft. lbs.) M14 capscrews/12C Driveshaft - Tighten to 130 ± 15 ft.lbs. (18 ± 2 kg.m). 3. Install drive shaft guards.
FIGURE 5-2. FRONT DRIVE SHAFT INSTALLATION 1. Front Driveshaft 2. Capscrews 3. Engine Output
4. Capscrews 5. Transmission Input
4. Install any wiring or hoses removed to gain access to drive shaft.
F05010
Driveshafts
F5-3
Removal - Rear Driveshaft
Disassembly - Driveshaft Assembly 1. Remove the cross and bearing assembly from each end of the drive shaft and inspect for rough or frozen bearings. NOTE: Do not disassemble the cross and bearings. If bearings are unserviceable, replace the entire cross and bearing assembly as a unit.
Block all wheels securely before removing the drive shafts. 1. Remove driveshaft guard, if equipped. 2. Remove and tag any wiring or hoses which may interfere with removal.
2. On the rear driveshaft only, match mark the shafts for proper orientation during assembly to maintain the balance on the shaft. Inspect all parts for wear and damage. If either the stub or yoke is considered to be non-serviceable, parts must be replaced with a new, balanced drive shaft.
3. Attach a sling hoist to the driveshaft. 4. Remove four capscrews (2, Figure 5-3) at each cross and bearing and remove the driveshaft.
3. Clean all parts (except the cross and bearing assemblies) in clean solvent and blow dry with compressed air. 4. Insure all grease passages are clear.
Assembly - Drive Shaft Assembly 1. Rear driveshaft only - Lubricate the splines with multi-purpose grease, and carefully slide shafts together with alignment marks lined up. 2. Attach the cross and bearing assembly at each end. • FRONT: Tighten capscrews (4, Figure 5-2) to 44.8 ± 2.2 kg.m (324 ± 15.9 ft. lbs.)
FIGURE 5-3. REAR DRIVE SHAFT INSTALLATION 1. Rear Driveshaft 2. Capscrews (18 mm) 3. Driveshaft Capscrews
4. Transmission Output 5. Final Drive Input
• REAR: Tighten capscrews (3, Figure 5-3) to 39 ± 4 kg.m (282 ± 28 ft. lbs.) NOTE: Due to limited space when installed, these capscrews must be properly torqued before the drive shaft is installed. 3. Install grease fittings if removed, and lubricate bearings and splines with multi-purpose grease. (Refer to Section P, Lubrication and Service, for complete grease specifications.)
Installation - Rear Driveshaft NOTE: Be certain the cross and bearing to driveshaft capscrews (3, Figure 5-3) have been properly torqued prior to installing the driveshaft. 1. Position driveshaft between the transmission and final drive and align the cross and bearings with the drive flanges. 2. Install four capscrews (2) at each end. Apply Three Bond TB1374, and tighten to 39 ± 4 kg.m (282 ± 28 ft. lbs.). 3. Install driveshaft guards. 4. Install wiring or hoses removed to gain access to driveshaft.
F5-4
Driveshafts
F05010
SECTION F6 MISCELLANEOUS COMPONENTS INDEX
MISCELLANEOUS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3 TRANSMISSION SHIFT CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4 Event Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4 Fault History Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4 Snap-Shot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4 Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5 TRANSMISSION RANGE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-6 SENSORS and SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7 Transmission Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7 Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8 Shift Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8 TRANSMISSION/TORQUE CONVERTER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9 TRANSMISSION TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9
F06006
Miscellaneous Components
F6-1
NOTES
F6-2
Miscellaneous Components
F06006
MISCELLANEOUS COMPONENTS General Information Operation of the transmission is controlled by the transmission controller. Various inputs are provided to the controller allowing it to provide optimum transmission performance during truck operation. The transmission controller receives a shift lever position signal, throttle signal, transmission speed signal, and signals from other switches and sensors, and automatically controls the shift schedule of the transmission including the torque converter lock-up clutch. Other inputs are provided by various switches in the service brake, parking brake and retarder systems as well as the position of the hoist control. Speed sensors provide signals for engine rpm and transmission input shaft, output shaft, and intermediate shaft speeds. After processing the input information, the transmission controller determines the proper mode of operation by engaging the proper gear, controlling lock-up clutch operation, etc. Gear selection is achieved by engaging or releasing the required transmission clutches through Electronically Controlled Modulation Valves (ECMV) as determined by the transmission controller. The current gear selected is displayed on the instrument panel during operation.
The transmission uses splitter clutches (H=High, M=Intermediate, L=Low clutches) and range clutches (1st, 2nd, 3rd, and R clutches). In other transmissions, when the splitter and range clutches are engaged at the same time, almost all of the load is applied to one side (the range clutch side), resulting in reduced clutch life. The design of the transmission controls heat generation by splitting the load more equally over both clutches to reduce heat which will increase clutch life. What actually happens is, the load on the disc is constantly calculated and controlled by the transmission controller during the gear shifting procedure. If the oil pressure exceeds a specific value on either clutch, it is shared by the other clutch. To accomplish this sharing of the load, it may be necessary for one clutch to lower its pressure during modulation to be able to receive the excess from the other clutch. For example, when driving the truck in F1 (L and 2nd clutches) with the engine at full throttle; As the clutches fill with oil, the pressures are monitored. When the pressure in 2nd clutch exceeds a specific value, the oil pressure in L clutch begins to lower during the modulation period to receive the load from 2nd clutch.
Each clutch in the transmission and the lock-up clutch in the torque converter are equipped with an Electronically Controlled Modulation Valve and each clutch is controlled independently. This contributes to: • Shock reduction at transmission gear change • Prevention of shift hunting • Improvement of clutch life by controlling the initial engaging pressure
F06006
Miscellaneous Components
F6-3
TRANSMISSION SHIFT CONTROLLER
Snap-Shot Data
Transmission shift controller (Figure 6-1) provides control of the transmission based on various inputs from truck controls and systems. In addition, the controller provides operational and troubleshooting information by storing operational data in memory. The types of data are described below.
There are several transmission faults (trigger faults), that will activate the automatic recording of predetermined data. This snap-shot data includes input and output signals three seconds before and after the occurrence along with the hour meter reading. This snap-shot can also be done manually by DAD. The controller can record a maximum of five packages of data. If a trigger fault occurs and there are already five packages recorded, the oldest package will be dropped and the new package added. This data is displayed and cleared through DAD only. The types of recorded data are the same, whether the recording was done manually or automatically. Refer to Table I. for a list of trigger faults for snapshot data and the corresponding fault code. Table II. lists the data that will be recorded if one of the trigger faults should occur. Refer to Section D32 for more information on capturing and viewing transmission snapshot data.
FIGURE 6-1. TRANSMISSION CONTROLLER 1. Transmission Controller 2. LED Display
3. Rotary Switch Plugs 4. Harness Connectors
Event Memory Transmission controller will store 3 different types of data. Portions of this data can be displayed on MOM (Message for Operation and Maintenance) while all of the data can be obtained through DAD (Data Acquisition Device).
The 3 types of stored data are:
TABLE I. SNAP SHOT DATA TRIGGER FAULTS No.
TRIGGER FAULT
FAULT CODE
1
Clutch engage double
b005
2
Lock-up clutch failure
b021
3
High clutch failure
b022
4
Low clutch failure
b023
5
1st clutch failure
b024
6
2nd clutch failure
b025
7
3rd clutch failure
b026
8
Reverse clutch failure
b028
9
Middle clutch failure
b029
10
T/C out pressure signal failure
b082
11
T/C overheating
b0d2
12
Manual trigger
b0FA
Fault History Data The hour meter reading is recorded with the first and last occurrence of each fault along with the number of occurrences. This is done for both active and history codes, it is displayed on MOM an DAD. The data can be cleared unless it is an active code.
F6-4
Miscellaneous Components
F06006
Trend Data TABLE II. SNAP SHOT DATA TRIGGER FAULTS No.
RECORDED DATA
The transmission records cumulative data which can be evaluated to determine life of the transmission or brakes. Some of this data is shown on MOM while all of the data is displayed on DAD. The data can be cleared by either MOM or DAD.
1
Fill signal, lock-up clutch status
2
Fill signal, low clutch status
3
Fill signal, middle clutch status
4
Fill signal, high clutch status
5
Fill signal, 1st clutch status
6
Fill signal, 2nd clutch status
7
Fill signal, 3rd clutch status
8
Fill signal, reverse clutch status
• Lube oil temperatures of each clutch
9
Shift limit switch status
• Rotating speed of each clutch pack
10
F1 start switch status
• Temperature of each clutch pack
11
Transmission cut relay status
• Number of abnormal uses
12
Rear brake status
13
Shift wait signal
14
Transmission filter switch status
15
Current value for lock-up clutch solenoid
16
Current value for low clutch solenoid
17
Current value for middle clutch solenoid
18
Current value for high clutch solenoid
19
Current value for 1st clutch solenoid
20
Current value for 2nd clutch solenoid
21
Current value for 3rd clutch solenoid
22
Current value for reverse clutch solenoid
23
Torque converter inlet pressure
24
Torque converter outlet pressure
25
Torque converter outlet temperature
26
ECMV inlet oil temperature
27
Transmission lube oil temperature
28
Shift lever position
29
Throttle pedal voltage value
30
Throttle modification to PMC
31
Brake command to PMC
32
Transmission input speed
33
Transmission intermediate speed
34
Transmission output speed
35
Engine speed
F06006
Information that can be recorded includes:
• Number of lock-up clutch applications • Thermal load of each clutch pack
Refer to Section D, for detailed information regarding the transmission controller functions and system troubleshooting procedures.
Miscellaneous Components
F6-5
TRANSMISSION RANGE SELECTOR When the operator moves lever (1, Figure 6-2) to select the travel conditions, such as FORWARD or REVERSE, an electrical signal is sent from a photo interrupter (3, Figure 6-3) to the transmission controller. The lever position is displayed on indicator (3, Figure 6-3) (with night lighting) to the left of the shift lever.
The shift position is also displayed on the instrument panel. Lock button (1, Figure 6-3) must be pressed when moving the range selector lever from N to R or from D to 5.
FIGURE 6-3. TRANSMISSION RANGE SELECTOR (Cross-sectional View) 1. Lock button 2. Screening plate
3. Photo interrupter
FIGURE 6-2. TRANSMISSION RANGE SELECTOR 1. Lever 2. Detent
F6-6
3. Range Indicator
Miscellaneous Components
F06006
SENSORS and SWITCHES
Transmission Speed Sensors Speed sensors are installed to monitor the rpm of the input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which varies with the speed of the gear teeth passing the sensor, sending a signal to the transmission controller. The sensors must be adjusted correctly to ensure an adequate electrical signal is generated. If necessary, adjust as follows: Adjustment Procedure 1. Disconnect wire connector (1, Figure 6-4), release locknut (4), and remove sensor. Observe location of gear teeth through sensor mounting hole. For proper adjustment, the tip of a gear tooth must be aligned with the sensor hole as shown in Figure 6-10. If necessary, reposition gear. 2. Inspect sensor for iron particles or other foreign material and clean if necessary.
FIGURE 6-5. SPEED SENSOR ADJUSTMENT
1. Sensor 2. Locknut 3. Gear Tooth Tip
a. Clearance Gap
3. Reinstall sensor. Adjust by hand until it just contacts the gear tooth. 4. Turn counterclockwise 3/4 turn to obtain proper clearance (a, Figure 6-8) and tighten locknut. 5. Reinstall wire connector.
FIGURE 6-4. TRANSMISSION SPEED SENSOR 1. Connector 2. Flange
F06006
3. Sensor 4. Locknut
Miscellaneous Components
F6-7
Fill Switch
Shift Limit Switch
A fill switch is installed at the flow sensor valve end of each Electronic Control Modulation Valve (ECMV) as shown in Figure 6-6. When the clutch is engaged, the end face of the flow sensor valve spool (2) contacts terminal (1, Figure 6-7) of the switch and turns the switch ON. The fill completed signal is then sent to the transmission controller.
Shift limit switch (3, Figure 6-8) is installed on the console, to the rear of the transmission range selector. When the range selector lever is in the D or L range, it limits the highest speed range of the transmission. If the switch is released and the range selector is placed in D, the transmission will engage F2 and shift up through F7 during acceleration. If the switch is depressed and the selector is in D, the transmission will operate in F2 through F6 gear ranges. If the range selector is placed in L and the switch is released, the transmission will engage F1 and only upshift as far as F2. If the switch is depressed with the range selector in L, F1 will engage and no upshifts will occur. This switch is very effective if used when descending a hill or when working at job sites where speed must be limited.
FIGURE 6-6. ECMV AND FILL SWITCH 1. ECMV Assembly 2. Flow Sensor Valve Spool
3. Fill Switch
FIGURE 6-7. FILL SWITCH 1. Terminal 2. Case
3. Nut 4. Connector
FIGURE 6-8. SHIFT LIMIT SWITCH 1. Center Console 2. Range Selector 3. Shift Limit Switch
F6-8
Miscellaneous Components
4. F1 Switch 5. Hoist Control Lever
F06006
TRANSMISSION/TORQUE CONVERTER TROUBLESHOOTING TRANSMISSION TROUBLESHOOTING PROCEDURES The following pages contain charts which may be used as a general guide to help diagnose and troubleshoot transmission and torque converter problems which may be encountered. Refer to Section D for detailed troubleshooting procedures using system fault codes to identify problems in the entire transmission control system.
Preliminary Checks Prior to detailed troubleshooting, check for obvious reasons for the problem such as:
Is the transmission oil level correct? Are the drive shafts broken or damaged? Is the input shaft of the torque converter or transmission broken? Are the service brakes, parking brake or retarder dragging? Is there any physical damage to the transmission or torque converter cases? Is there any external oil leakage? Are all electrical connectors tight? Is there any damage to wiring harnesses? Check truck speed Are transmission clutch oil pressures correct? Is torque converter lock-up pressure correct?
If inspection of the above items does not reveal an apparent reason for the problems, continue with the detailed troubleshooting procedures.
F06006
Miscellaneous Components
F6-9
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TRUCK DOES NOT MOVE: Abnormal noise from pump or filter Restricted strainer
Truck does not move in any transmission range
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Defective pump
Repair or replace pump
Low main relief valve (torque converter valve) pressure
Adjust or repair relief valve
Defective ECMV
Replace ECMV
Internal transmission damage
Repair or replace transmission
Internal torque converter damage
Repair or replace torque converter
Defective speed sensor
Adjust or replace speed sensor
Defective ECMV
Replace ECMV
Defective transmission clutch seal/groove Transmission clutch seized Truck moves normally in certain transmission ranges
Rotating clutch defective (oil sealing) Rotating clutch circuit shaft seal defective
Repair or replace transmission
Rotating clutch shaft seal ring defective Internal transmission damage
Truck will not move when torque converter temperature rises
Defective speed sensor
Adjust or replace speed sensor
Defective pump
Repair or replace pump
Defective transmission clutch seal/groove Rotating clutch defective (oil sealing) Rotating clutch shaft seal ring defective
Repair or replace transmission
Transmission set pressure too low:
Low at every speed range
Restricted strainers
Remove and clean strainers
Pump cavitating
Check for leaks in suction line
Defective pump
Repair or replace pump
Low main relief valve
Adjust or repair relief valve
Defective ECMV
Replace ECMV
Defective transmission clutch seal/groove Low at certain speed ranges
Rotating clutch defective (oil sealing) Rotating clutch circuit shaft seal defective
Repair or replace transmission
Rotating clutch shaft seal ring defective Gauge fluctuates violently
Restricted strainer
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
No oil flowing when pressure test port plug is removed and engine cranked
Defective pump drive (PTO)
Repair or replace torque converter
Low modulating pressure
Defective ECMV
Replace ECMV
Low pump output pressure
Low main relief valve pressure
Adjust or repair or relief valve
F6-10
Miscellaneous Components
F06006
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TRUCK DOES NOT TRAVEL SMOOTHLY Engine surging or lock-up lamp flashing
Low main relief pressure
Adjust pressure or repair relief valve
Clutch seal ring worn
Repair or replace transmission
EXCESSIVE SHIFT SHOCK DURING GEAR CHANGE: Shift shock is suddenly greater than before or excessive compared to similar trucks
Defect or dirt in ECMV pressure control valve spool and flow detector valve spool
Replace ECMV
Defective ECMV proportional solenoid
TRANSMISSION DOES NOT UPSHIFT Does not shift up or shifts up only Damaged or slipping lockup clutch on downgrade Defective operation of selector valve of clutch not shifted up Does not shift up under any conditions
Repair or replace torque converter
Repair or replace transmission
Defective seal ring of clutch not shifted up Low main relief pressure
Adjust pressure or repair relief valve
TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES: NOTE: Make the following checks prior to diagnosing problems below: • • • • • • Abnormal noise from pump or filter
Torque converter stall speed is high
Torque converter stall speed is low
Engine high idle speed Torque converter stall speed Truck travel speed Transmission clutch oil pressure Torque converter lockup oil pressure Main relief pressure
Restricted strainer
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Defective pump
Repair or replace pump
Drop in set pressure of main relief valve
Adjust or repair main relief valve
Defective torque converter relief valve
Adjust or repair torque converter relief valve
Piping or oil cooler damage
Inspect and repair as required
Internal torque converter damage
Repair or replace torque converter
Engine horsepower low
Repair engine as required
Defective torque converter freewheel
Repair or replace torque converter
Restricted strainer
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Defective pump
Repair or replace pump
Drop in set pressure of main relief valve
Adjust or repair main relief valve
Restricted strainer
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Transmission set pressure is low: Low at all speed ranges, stall speed is high
Gauge fluctuates excessively Low after lockup engages
F06006
(See . . .Torque Converter Oil Pressure Is Low)
Miscellaneous Components
F6-11
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES (Continued): Torque converter inlet pressure low (transmission set pressure normal)
Defective torque converter relief valve
Adjust or repair torque converter relief valve
Piping or oil cooler damage
Inspect and repair as required
Iron and aluminum particles stuck Defective torque converter freewheel to strainer and case drain plug
Repair or replace torque converter
Pressure at pump outlet port is low
Drop in set pressure of main relief valve
Adjust or repair main relief valve
Oil pressure drops as temperature rises
Defective pump
Repair or replace pump
TORQUE CONVERTER OIL TEMPERATURE IS HIGH: Abnormal noise from pump when Restricted strainer oil temperature is low Pump cavitating
Remove and clean strainer Check for leaks in suction line
Both high and low idle speed is too low
Excessive torque converter internal oil leakage
Repair or replace torque converter
Torque converter outlet oil pressure is too low
Excessive torque converter internal oil leakage
Repair or replace torque converter
Torque converter inlet oil pressure is too low
Torque converter relief valve defective
Adjust, repair or replace torque converter relief valve
Restricted strainer
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Pump defective
Repair or replace pump
Transmission modulation pressure too low
TORQUE CONVERTER OIL PRESSURE IS LOW: Restricted strainer
Remove and clean strainer
Abnormal noise from pump
Pump cavitating
Check for leaks in suction line
Low oil pressure between pump and relief valve
Pump defective
Repair or replace pump
Drop in set pressure of torque converter relief valve
Adjust or repair torque converter relief valve
Excessive torque converter internal oil leakage
Repair or replace torque converter
Excessive torque converter internal oil Transmission oil pressure and leakage lockup oil pressure normal, but torque converter inlet pressure is low
Repair or replace torque converter
Low torque converter inlet oil pressure
F6-12
Miscellaneous Components
F06006
SECTION G DRIVE AXLE, SPINDLES AND WHEELS INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
FINAL DRIVE MOUNTING ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
FINAL DRIVE CENTER CASE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
G01018
Index
G1-1
NOTES
G1-2
Index
G01018
SECTION G2 TIRES AND RIMS INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 General Information and Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Installation Of Rear Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6 TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Removal From Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Installation On Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
G02016
Tires and Rims
G2-1
NOTES
G2-2
Tires and Rims
G02016
TIRES AND RIMS General Information and Recommendations Truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure may vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended pressured. Insure valve caps are securely applied to valve stems. Caps protect valves from dirt build-up and damage. DO NOT bleed air from hot tires; under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim that does not support the bead properly may cause abnormal strain on the tire resulting in a malfunction. If a tire should become deeply cut, it must be removed and repaired. Neglected cuts cause many tire problems. Water, sand, grit, dirt and other foreign materials work into a 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.
• 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. • DO NOT go near tires after brake fires until tires have cooled. • The tire/rim assembly weighs approximately 3180 kg (7010 lbs.). BE CERTAIN tire handling equipment is capable of lifting and maneuvering the load. Manual tire removal and installation is possible but, due to the size and weight of the components, special handling equipment such as a "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.
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 deflated tires. If a stored truck cannot be blocked, check air pressure and inspect tires twice a month for proper inflation pressure.
• DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite causing explosion of tire and rim. • When inflating tires ALWAYS use a safety cage. • NEVER inflate a tire until the lockring is securely in place.
G02016
Tires and Rims
FIGURE 2-1. TYPICAL TIRE HANDLER
G2-3
FRONT TIRES AND RIMS Removal 1. Stop the machine on level ground, apply parking brake and put blocks on both sides of the rear wheels. 2. Place a 50 ton capacity or larger hydraulic jack (1, Figure 2-2) under the suspension cylinder on the A-Frame and jack up the front wheel assembly and block up securely.
3. Release air from tire. 4. Grasp tire assembly with the tire handler.
Do not damage the tire inflation stem during tire removal.
Due to its size and weight, always keep personnel away from a wheel and tire assembly when it is being removed or installed. 5. Remove air valve lock plate (3, Figure 2-3). 6. Remove wheel clamp nuts (2) and clamps (1). 7. Move wheel and tire assembly away from wheel hub and into clean work area. 8. Inspect brake components for damage or wear. Inspect hydraulic brake lines for leaking fittings or damage. FIGURE 2-2. JACK PLACEMENT 1. Jack (50 ton capacity)
2. A-Frame
When deflating tires, be wary of flying dirt and debris. Wear eye protection at all times.
Do not totally deflate tire. Keep tire inflated to 0.7 - 1.0 kg/cm2 (10-15 psi) to assure tire and rim components remain assembled during tire handling.
FIGURE 2-3. FRONT WHEEL HUB 1. Clamp 2. Nut 3. Valve Lock Plate
G2-4
Tires and Rims
4. Capscrew 5. Wheel Rim 6. Wheel Hub
G02016
REAR TIRE AND RIM
Installation NOTE: Remove all dirt and rust from mating parts before installing wheel assembly. 1. Grasp tire assembly with the tire handler and move into position on wheel hub. Align the notch in the wheel hub with the wheel rim stopper.
Removal 1. Stop the machine on level ground, apply parking brake, and put blocks on both sides of both front wheels.
2. Install wheel clamps (1, Figure 2-3) and nuts (2). Tighten the wheel clamp nuts uniformly. Rotate the wheel, then check that the lateral runout of the rim is within 5 mm. (0.20 in.)
2. Raise final drive enough for tires to clear the ground surface to be removed. Block the final drive case securely.
3. Continue tightening nuts in increments until the following torque is obtained on each nut:
4. Remove clamp nuts (4) clamps (3).
Threads coated with LM-P Anti friction compound: 175 ± 20 kg.m (1265 ± 145 ft. lbs.) Dry threads: 225 ± 25 kg.m (1630 ± 181 ft. lbs.) 4. Check tire inflation for tire manufacturer's recommended pressure. Raise truck and remove all blocking.
3. Remove air valve lock plate (2, Figure 2-4) 5. Remove wedge ring (7, Figure 2-6). 6. Position tire removal apparatus as shown in Figure 2-5 and remove outside wheel assembly. 7. Remove spacer (2, Figure 2-5).
5. Operate truck for one load and tighten wheel nuts again: Threads coated with LM-P Anti friction compound: 175 ± 20 kg.m (1265 ± 145 ft. lbs.) Dry threads: 225 ± 25 kg.m (1630 ± 181 ft. lbs.) 6. Check torque daily until torque values listed in Step 5 is maintained on each nut. Check torque intermittently thereafter.
FIGURE 2-5. SPACER AND TIRE 1. Final Drive Housing
2. Spacer
FIGURE 2-4. RIM AND CLAMPS 1. Rim 2. Air Valve Lock Plate
G02016
3. Clamp 4. Nut
Tires and Rims
G2-5
FIGURE 2-6. REAR WHEEL RIM MOUNTING 1. Side Ring 2. Rim Base 3. Bead Seat Band 4. O-Ring 5. Lock Ring
6. Spacer 7. Wedge Ring 8. Valve Extension 9. Nut 10. Clamp
8. Remove the three clamp nuts (12, Figure 2-6) and retainers (13). NOTE: Be careful not to break the air valve on the inboard wheel assembly. 9. Remove inboard tire assembly. 10. Move tires to storage area. Tires must lie flat on the ground.
11. Hub 12. Nut 13. Retainer 14. Inflation Valve Extension
Installation Of Rear Wheel Assembly 1. Clean all tire mounting surfaces. Be certain all contact surfaces are free of damage from handling, etc. 2. Position tire removal apparatus (tire handler, forklift, etc.) and install inboard tire assembly. Align the notched groove in the wheel hub with the wheel rim stopper. Be careful not to break the air valve. 3. Install the three retainers (13, Figure 2-6) and nuts (12). 4. Tighten clamp nuts uniformly as follows:
Do not lean tires against the truck, walls, etc.
Threads coated with LM-P Anti friction compound: 175 ± 20 kg.m (1265 ± 145 ft. lbs.) Dry threads: 225 ± 25 kg.m (1630 ± 181 ft. lbs.) 5. Install spacer (6).
G2-6
Tires and Rims
G02016
6. Position tire removal apparatus (tire handler, forklift, etc.) and install outboard wheel assembly. Align the notched groove in the wheel hub with the wheel rim stopper. Be careful not to break the air valve. 7. Install the wedge ring (7) so that the protrusion of the wedge ring from the cover surface is uniform around the whole circumference of the ring. Install clamps (10) and nuts (9) and tighten enough to prevent the tire/rim assembly from moving. 8. Install air valve lock plate (2, Figure 2-4) 9. Remove blocking and lower the truck to the ground. 10. Using the torque specifications below, tighten clamp nuts (9, Figure 2-6) uniformly in the order of tightening shown in Figure 2-7. Threads coated with LM-P Anti friction compound: 175 ± 20 kg.m (1265 ± 145 ft. lbs.) Dry threads: 225 ± 25 kg.m (1630 ± 181 ft. lbs.) 11. Rotate the wheel and verify the lateral runout of the rim is within 5 mm. (0.20 in.) 12. After installing the rear wheel assembly, drive the truck approximately 5 to 6 km (3 to 4 miles) to seat all contacting portions, then tighten clamp nuts again to specifications listed in Step 10. 13. Check torque periodically until specified torque is maintained.
TIRE MATCHING The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory life, both of the tires and of the load carrying components of the final drive. To check matching of duals already mounted on the truck, use a large square. If one tire is too small, it becomes obvious as the square is laid across the dual tires. The square can be made from two 25mm x 50mm (1 in. x 2 in.) wood strips (one piece long enough to span the dual tires). The two wood strips should be squared with a carpenter's square and rigidly fastened to maintain a true 90° angle. Matching of tire diameters from one side of an axle to the opposite side is important to prevent unstable load shifting, excess load on structural members, and rapid wear of the internal components of the final drive. Side by side matching on dual wheel installations is necessary to prevent excess loading on the tire having the larger diameter. Mismatched tires on the duals cause unequal distribution of the load. Rapid wear and/or tire blowout can result. Exact limitations are not specified by tire manufacturers, but a general rule is: Unloaded, inflated tires, when standing side by side, should not exceed a 1% maximum variation in their diameters. Measuring of tire size is most accurate when the tire is mounted on a wheel, inflated to correct pressure, and totally unloaded (off the truck, or off the ground, if mounted on a truck). Use a steel tape placed in the center of the tread and measure the total circumference of the tire. Using the formula below, calculate the diameter, "d". diameter "d" = measured circumference ÷ 3.1416 diameter "d" x 0.01 = Allowable Variation in size
The tires used on opposite sides of Komatsu Trucks should also be limited to a 1% variation in diameter of the inflated, unloaded tires.
FIGURE 2-7. TIGHTENING SEQUENCE
G02016
Tires and Rims
G2-7
RIM Tire Removal From Rim 2. Check inflation fittings. Replace if necessary. 3. Install inner side ring (1, Figure 2-6) on rim. Coat beads of tire with tire mounting soap solution. When deflating tires, be wary of flying dirt and debris. Wear eye protection at all times. 1. Remove valve core and discharge air pressure completely from tire.
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 the air seal and cause air leakage at these locations. 5. Install outer side ring in position and install bead seat band (3). Push in on bead seat band to expose O-ring groove in rim. 6. Lubricate new O-ring with soap solution and install in groove.
Prying against tire bead may cause damage to tire bead which will cause air leaks.
7. Install lock ring(5) and tap into place with a lead hammer. Lock ring lug must fit into slot of rim.
2. Break tire loose from bead seat band (3, Figure 2-6).
8. Remove valve core and inflate tire to seat beads of tire and O-ring as specified by tire manufacturer.
3. Force bead seat band (3), side ring (1) and tire away from lock ring (5). Remove lock ring. 4. Remove O-ring (4) from rim. 5. Remove bead seat band and side ring. 6. Break tire bead loose from back flange side of rim.
Use a safety cage whenever possible. Stand to one side as tire is being inflated. Never start inflating unless the lock ring is in place. DO NOT stand in front or over lock ring when inflating.
7. Remove tire from rim (2).
Tire Installation On Rim 1. Clean all rim components. Be certain the O-ring groove and bead seat area are free of dirt and rust. 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. DO NOT allow paint, rust or other contamination to cover mating surfaces of lock ring (5, Figure 2-6) and rim (2).
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 push the tire bead into position.) 10. As soon as seating has been accomplished, install valve core and inflate to recommended tire pressure.
Be certain proper rim parts are used for reassembly. Use of non-compatible parts may not properly secure the assembly resulting in violently flying parts upon inflation.
G2-8
Tires and Rims
G02016
SECTION G3 FRONT WHEEL HUB AND SPINDLE INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 (Wheel Hub Only; Brake Assy. Remains In Place) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Disassembly - Front Wheel Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Assembly and Installation - Front Wheel Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Front Wheel Hub Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5 FRONT WHEEL SPINDLE REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 SUSPENSION A-FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 Inspection of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 CENTER TIE ROD PIVOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 TOE IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
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Front Wheel Hub and Spindle
G3-1
NOTES
G3-2
Front Wheel Hub and Spindle
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G03019
FRONT WHEEL HUB AND SPINDLE FRONT WHEEL HUB
11. Remove outer bearing (15) and pin (2), then remove wheel hub assembly (20).
Removal (Wheel Hub Only; Brake Assy. Remains In Place)
12. Remove inner bearing (21) and pin (2).
1. Block the rear wheels at the front and rear of each tire. 2. Refer to Front Tire and Rim Removal in this section, and remove front tire and rim assembly. 3. Thoroughly clean hub, brake assembly, and mounting capscrews. Drain oil from the wheel by removing plug (16, Figure 3-1).
13. Transport wheel hub to a clean work area for disassembly and inspection. Disassembly - Front Wheel Hub 1. Remove outer races for bearings (15 & 21, Figure 3-1) from hub (20), only if bearing replacement is required. 2. Clean all metal parts in cleaning solvent. Inspection
Drain the hydraulic tank before removing the wheel hub plugs. Failure to do so may result in high pressure oil being forced out of the wheel leading to spillage and possible human contact. 4. Disconnect and cap brake apply and cooling oil lines at inner side of brakes.
1. Inspect all seals and bearings and replace as required. 2. Check seal ring mounting area on wheel hub and spindle, for damage that could cause leakage. Inspect splined areas for excessive wear. 3. Inspect spindle in area of bearing surfaces and radius under spacer for distress or cracks. Nondestructive methods of crack detection (dye penetrant or magnaflux) should be used. Assembly and Installation - Front Wheel Hub
The wheel hub assembly weighs approximately 960 kg (2116 lbs.). Use adequate lifting devices when lifting these components. 5. Using three evenly spaced bracket tools (790438-1150), secure brake inner gear (19) to outer brake gear (32). NOTE: To install the three tools, remove nut (5) from inner gear (19), and use the three tapped holes in the outer gear (32) to mount the tools. NOTE: To prevent damage to floating seal, always install the 3 bracket tools before removing retainer (11). 6. Remove wheel cover (10, Figure 3-1). 7. Support or lift wheel hub with an adequate lifting device. 8. Remove capscrews (9) and retainer (11). 9. Note the number and thickness of the shims behind retainer. Keep together in a safe place. 10. Rock wheel hub assembly (20) lightly from the rear, and push out together with bearing (15). NOTE: Bearing will slide out easily, use care when removing, so that it does not fall. Also, be alert to retrieve pin (2).
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1. Clean all metal parts in cleaning solvent and lubricate all splines and bearing surfaces with clean hydraulic oil. Refer to Lubrication and Service, Section P, Lubrication Chart, Lube key "C" for correct oil. 2. If removed, use a push tool and press bearing outer races (15 & 21, Figure 3-1) into hub (20). 3. Install pin (2) and inner bearing (21) on spindle. NOTE: During this assembly procedure, be sure the bearings and bearing races are thoroughly lubricated with clean hydraulic oil. The bearing adjustment procedure will require rotation of the hub and bearings prior to filling the hub with oil. 4. Install new O-ring (8). Support wheel hub (20) with an adequate lifting device and install over spindle and into inner gear (19), aligning studs with holes on inner gear. 5. Install pin (2) and outer bearing (15) on spindle. 6. Install retainer (11) without shims and secure with capscrews (9). 7. Install nuts and washers (5). Tighten to standard torque. Remove bracket tools and install three remaining nuts and washers.
Front Wheel Hub and Spindle
G3-3
FIGURE 3-1. FRONT WHEEL HUB & SPINDLE
G3-4
Front Wheel Hub and Spindle
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G03019
Front Wheel Hub Bearing Adjustment FIGURE 3-1. FRONT WHEEL HUB & SPINDLE 1. Capscrew & Washer 2. Dowel Pin 3. Capscrew & Washer 4. Capscrew & Washer 5. Nut & Washer 6. Stud 7. Stud 8. O-Ring 9. Capscrew & Washer 10. Hub Cap 11. Retainer 12. Shim 13. Shim 14. Shim 15. Bearing 16. Plug & O-Ring 17. O-Ring 18. Capscrew & Washer 19. Gear, Inner 20. Front Wheel Hub 21. Bearing 22. Retainer 23. Seal Ring 24. O-Ring 25. O-Ring 26. Dowel Pin 27. Retainer 28. Seal 29. Hub 30. O-Ring 31. Elbow 32. Gear, Outer 33. Tube 34. Friction Disc (External Splines) 35. Separator Plate (Internal Splines) 36. Damper 37. O-Ring 38. Bracket 39. Clip 40. Bolt 41. Washer 42. Housing 43. Seal 44. Seal 45. Piston 46. O-Ring
1. Install retainer (11, Figure 3-1) with 3 evenly spaced capscrews (9) without installing any shims. Rotate hub 20-30 times and tighten capscrews uniformly to 11.0 ± 0.5 kg.m (80 ± 4 ft. lbs.) torque. 2. Measure dimension (A, Figure 3-2) from retainer to tip surface of axle with depth micrometer (2). NOTE: Measure dimension "A" at two places on the retainer and use the average of the measurements. When removing the retainer, be careful that the bearing (15, Figure 3-1) does not come out.
FIGURE 3-2. PRELOAD ADJUSTMENT 1. Retainer
2. Depth Micrometer
3. Remove retainer (1, Figure 3-2), and measure retainer thickness C. Then select shim thickness equal to B (B=A-C) + 0.3mm (0.012 in). NOTE: Select the combination of shims (12, 13, & 14, Figure 3-1) that gives the minimum number of shims. 4. Apply thread tightener, Three Bond #1374, to all capscrews (9) and install required shims (12, 13, and/or 14) and retainer (11). Rotate hub 2030 times and tighten capscrews uniformly to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. NOTE: After tightening the bolts, rotate the hub and check that there is no abnormality or roughness in rotation. 5. Fit O-ring (17) into hub cap (10) and install hub cap with capscrews & washers (18). 6. Remove plug (16) and rotate hole to top. Fill hub with clean hydraulic oil and install plug with new O-ring. Refer to Lubrication Chart, Lube key "C" in Section P, for correct oil. 7. Connect brake apply lines and brake cooling lines to brake assembly.
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Front Wheel Hub and Spindle
G3-5
8. Refer to Front Tire and Rim Installation in this Section, and install front tire and rim assembly.
Installation 1. Install new O-Rings (5, Figure 3-3) in bearing (6). 2. Position A-Frame to frame and install spacers (3) and pins (7) with retaining capscrews. Tighten capscrews to standard torque.
Bleed brakes before placing truck in production. Refer to Brake Bleeding, Section J. 9. After engine start-up, check oil level in hydraulic tank, and fill as required.
3. Refer to Section H, Front Suspension Installation and install the front suspension. 4. Refer to Section G, Front Tire and Rim Installation and install the front tires.
FRONT WHEEL SPINDLE REMOVAL AND INSTALLATION The spindle is attached to the bottom of the front suspension cylinder. To remove or install the spindle, refer to Section H, Suspensions.
SUSPENSION A-FRAME (Both A-Frame mounting pins are the same.) Removal 1. Refer to Section G, Front Tire and Rim Removal and remove front tires. 2. Refer to Section H, Front Suspension Removal and remove the front suspension. 3. Use a suitable lifting device and support the AFrame. Remove retaining capscrew and pin (7, Figure 3-3) and spacers (3). 4. Remove A-Frame from frame. Inspection of Parts
FIGURE 3-3. A-FRAME ARM PIN
1. Inspect bushings (1, Figure 3-3). If damaged, remove old bushings and install new parts. Note: The bushings (1) are a tight fit in the frame ears (2). When installing new bushings, apply a slight amount of heat to frame ears and freeze the bushings before attempting to press new bushings into bores.
1. Bushing 2. Frame 3. Spacer 4. Snap Ring\Seal
5. O-Ring 6. Bearing 7. Pin
2. Inspect pin (7) and bearing (6). Replace if parts are damaged or wear is excessive. 3. Inspect snap ring/seal (4). Replace if damaged or if new bearing is installed.
G3-6
Front Wheel Hub and Spindle
08/04
G03019
CENTER TIE ROD PIVOT Installation
Removal 1. Remove capscrews and washers (9, Figure 34) and the grease lines connected to pins (3 and 10).
1. Press in bushings (4, 6, and 11, Figure 3-4).
2. Slide tie rod (13) away from pivot link (7).
2. Place pivot link in frame with O-Rings (5) and install pin (3). Install washer (1) and snap ring (2).
3. Remove snap ring (2), washer (1) and pivot pin (3).
3. Install ball joint assembly (16), O-Rings (15), and snap ring (14) in pivot link.
4. Remove pivot link.
4. Install seals (12).
5. Remove seals (12), snap rings (14) and push out ball joint assembly (16).
5. Position tie rod in pivot link and install pin (10). Install retaining capscrew and washer (9). 6. Connect grease lines to pins and lubricate all joints.
Inspection 1. Inspect all bushings (4, 6, and 11, Figure 3-4) for wear. 2. Inspect all seals (12) and O-Rings (5, and 15). 3. Replace any worn or damaged parts.
FIGURE 3-4. CENTER TIE ROD PIVOT 1. Washer 2. Snap Ring 3. Pivot Pin 4. Bushing
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5. O-Ring 6. Bushing 7. Pivot Link 8. Spacer
9. Capscrew and Washer 10. Tie Rod Pin 11. Bushing 12. Seal
Front Wheel Hub and Spindle
13. Tie Rod 14. Snap Ring 15. O-Ring 16. Ball Joint
G3-7
TOE IN ADJUSTMENT The correct toe-in specification for these model trucks is zero (0) with the truck at the empty vehicle weight. As the truck is loaded, the geometry of the suspension and steering will result in minor toe-in angles.
FIGURE 3-5. RAISING THE TRUCK
Adjustment Procedure 1. Park the truck on a hard, level surface and chock the rear wheels. 2. Ensure the front and rear suspensions are oiled and charged according to shop manual specifications. Refer to Section H4, Oiling and Charging Procedures. The suspensions must be properly charged and oiled to ensure accurate toe adjustment. 3. Inspect steering and suspension components and replace any damaged and/or worn parts. 4. Place a hydraulic jack below the front suspension to A-arm pin on both sides of the truck. Elevate the truck until the lower portions of the tires are no longer bulged, but allow for full tread contact with the ground across each tire. Ensure the two jacks are at the same height. Refer to Figure 3-5.
G3-8
5. Measure the distance from the edge of the tire rim to the flat face of the frame. Measure this distance at both the front and the rear of the left hand wheel. Refer to Figure 3-6. 6. Calculate the average distance from the two measurements obtained in Step 5. Record the measurement. 7. Start the truck and steer the wheels until the average measurement is achieved at the front and rear of the left hand tire.
Personnel should not stand near the truck when operating the steering wheel. Personal injury may result. Always stand clear of the truck when potential energy exists in the steering circuit. Bleed down accumulators before making adjustments to the steering linkage.
Front Wheel Hub and Spindle
08/04
G03019
FIGURE 3-6. TIRE TO FRAME DISTANCES
8. Mark the centerlines of the tires on the faces of the tread at the front and rear of each tire. The vertical centerline should be a distance of 1220 mm (48 in.) from the ground surface. The horizontal centerline should be exactly half the width of the tire. Refer to Figure 3-7.
13. Check tire wear periodically. If abnormal wear is evident, check for damaged or worn steering components, and verify the toe is properly adjusted. Replace components as necessary, and adjust the toe.
9. Measure the distances between centerlines at the front and rear of the wheels. Record the measurements. 10. Adjust the length of the tie rods until the two measurements obtained in Step 9 are within 3 mm (0.118 in.) of one another. The tie rods must be adjusted equally. One full turn of the tie rods is approximately equal to 25.4 mm (1 in.) of toe adjustment. 11. Record the final distances between the front and rear centerlines for future reference. 12. Remove the jacks and the wheel chocks from the truck. Operate the truck through several complete turn cycles. Recheck the measurements, and readjust if necessary.
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Always adjust the toe after replacing integral steering system components. Failure to adjust the toe after replacing any components that may effect the steering geometry may cause premature wear to the tires and other components. 14. Check the toe adjustment at every 500 hour interval. If abnormal tire wear is evident, check the adjustment, immediately.
Front Wheel Hub and Spindle
G3-9
FIGURE 3-7. MARKING CENTERLINES ON THE TIRES
G3-10
Front Wheel Hub and Spindle
08/04
G03019
SECTION G4 FINAL DRIVE ATTACHMENTS INDEX
FINAL DRIVE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 REAR AXLE ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Lower Side Links and Center Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Spherical Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 PANHARD ROD (DIAGONAL LINK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
G04017
Final Drive Attachments
G4-1
NOTES
G4-2
Final Drive Attachments
G04017
FINAL DRIVE ATTACHMENTS The rear axle and final drive assembly is attached to the truck frame by four links (1, 4, & 5, Figure 4-1) with spherical bearings at each link end, thus allowing the drive axle to oscillate with the ground contour and maintain a positive wheel contact for maximum drive force. The rear axle case also provides the lower mounts for the rear suspensions.
REAR AXLE ATTACHMENT The following discussion covers the complete removal of the links and the removal of the spherical bearings from the links. However, depending on the reason for service, it may not be necessary to remove both ends of the links, or the bearings. The service technician should determine the level of disassembly required and proceed only to that point. If only one end of a link is to be disconnected, be sure to support the free end of the link as necessary, so that it cannot fall and become a hazard to the servicing personnel. Lower Side Links and Center Link
FIGURE 4-1. REAR AXLE ARRANGEMENT 1. Panhard Rod (Diagonal Link) 2. Rear Suspension 3. Rear Axle Housing
4. Lower Link (R.H. & L.H.) 5. Center Link 6. Hoist Cylinder (Ref.)
Removal 1. Securely block front and rear wheels. 2. Support the rear of the truck frame under the hoist cylinder mounting. 3. Support front and rear side of rear axle housing.
Remove only one link at a time. If more than one link is to be removed at the same time, extra supports must be in place to prevent the frame and axle from moving out of position. * Each link weighs approximately 120 kg (265 lbs.). Be sure adequate supports and lifting devices are used. 4. Place jack under the rear suspension mount on the same side as lower link to be removed.
Be sure jack is secure to lower mount so it will not slide off as jack is extended.
G04017
FIGURE 4-2. LINK PIN 1. Link Pin 2. Bushing 3. Spacer 4. Dust Boot/Snap Ring
Final Drive Attachments
5. Link 6. Spherical Bearing 7. Retainer Plate 8. Capscrew, Washer
G4-3
Note: The center link (5, Figure 4-1) is slightly shorter than the lower links (4). Be certain to mark each link prior to removal to insure correct position during assembly. 5. Block final drive securely in this position. Support link to be removed. Remove grease lines. 6. Remove capscrews & washers (8, Figure 4-2) and retainer plate (7) and remove link pin (1). 7. Remove spacers (3, Figure 4-2). 8. If link is to be removed completely from truck, repeat steps 6 & 7 for other end of link. 9. If spherical bearings are to be replaced, remove snap rings (4) and bearings (6). (See bearing replacement information below.) Inspection
Installation 1. Install one snap ring (4) and press bearing (6) in link until it contacts snap ring. Install second snap ring on other side of link. NOTE: Install snap rings as shown in Figure 4-3. 2. Repeat step 1 for other end of link as required. 3. Install bushings (2), if removed, and lift link into position between frame and axle. Install spacers (3, Figure 4-2). Note: If both the center link (5, Figure 4-1) and lower links (4) have been removed, be certain the correct link is installed in the proper location; If in doubt, measure the distance between the centerlines of the bearing bores. The center link is 1190mm (46.85 in) long. The lower links are 1220mm long (48.0 in).
1. Clean all parts. 2. Inspect bushings (2, Figure 4-2) and pin (1) for wear, galling and cracks. 3. Inspect bearing (6) for wear and freedom of movement. 4. Inspect dirt seal (4) for cracks or damage that could allow dirt to enter. 5. Replace any damaged or worn components found during inspection.
4. Install pin (1, Figure 4-2) and retaining capscrews with washers (8). Tighten capscrews to standard torque. 5. Raise rear of frame and remove supports from under lower hoist cylinder mounts and axle as necessary. 6. Install grease lines.
Spherical Bearing Replacement If the bearings are worn or damaged, replacement will be necessary. The bearings are a press fit in the links and require a suitable press with the correct size pusher plate for proper removal and installation. Do not attempt to hammer directly on the bearings. FIGURE 4-3. SNAP RING ORIENTATION 1. Link
G4-4
Final Drive Attachments
2. Snap Ring
G04017
PANHARD ROD (DIAGONAL LINK) Removal
* The panhard rod weighs approximately 95 kg (210 lbs.) Be sure adequate supports and lifting devices are used. 1. Park truck on level surface and securely block wheels. 2. Securely support frame on each side under lower hoist cylinder mounts. Support frame so there is not any weight being applied to the rear axle.
When installing panhard rod, misalignment of second pin and bearing will probably occur. Raise or lower frame with jacks or adequate lifting device ON EACH SIDE OF FRAME. DO NOT use rear suspensions, because there is no restraint to keep frame from shifting to one side or the other. 3. Install bushings (2), if removed, and lift panhard rod into position between frame and axle. Install spacers (3, Figure 4-2).
3. Support panhard rod (1, Figure 4-4).
4. Install pin (1) and retaining capscrews with washers (8). Tighten capscrews to standard torque.
4. Remove capscrews & washers (8, Figure 4-2) and retainer plate (7) and remove link pin (1) from each end of the panhard rod.
5. Raise rear of frame and remove supports from under lower hoist cylinder mounts and axle as necessary.
5. Remove spacers (3, Figure 4-2). Remove panhard rod from between frame and final drive case.
6. Install grease lines and verify grease is present in the bearings.
6. If spherical bearings are to be replaced, remove snap rings (4) and bearings (6). 7. Inspect bushings (2, Figure 4-2) and pin (1) for wear, galling and cracks. Replace parts as necessary. Inspection 1. Clean all parts. 2. Inspect bushings (2, Figure 4-2) and pin (1) for wear, galling and cracks. 3. Inspect bearing (6) for wear and freedom of movement. 4. Inspect dirt seal (4) for cracks or damage that could allow dirt to enter. 5. Replace any damaged or worn components found during inspection. Installation 1. Install one snap ring (4) and press bearing (6) in link until it contacts snap ring. Install second snap ring on other side of link. NOTE: Install snap rings as shown in Figure 4-3. 2. Repeat step 1 for other end of link as required.
FIGURE 4-4. PANHARD ROD (DIAGONAL LINK) 1. Rear Suspension 2. Frame Mount 3. Rear Axle Mount
4. Panhard Rod (Diagonal Link)
Refer to Figure 4-2 for view A-A.
G04017
Final Drive Attachments
G4-5
NOTES
G4-6
Final Drive Attachments
G04017
SECTION G5 REAR AXLE AND FINAL DRIVE ASSEMBLY INDEX
REAR AXLE & FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 DIFFERENTIAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 REAR AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Disassembly of Pinion Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9 Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9 Disassembly Of Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 ASSEMBLY of DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13 Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13 Assembly Of Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13 Installation Of Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14 Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-15 Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-18
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Rear Axle and Final Drive Assembly
G5-1
NOTES
G5-2
Rear Axle and Final Drive Assembly
G05019
REAR AXLE & FINAL DRIVE ASSEMBLY The rear axle and final drive assembly contains the differential assembly, rear oil-cooled disc brake assemblies, drive axles, and the planetary drive assemblies. The rear axle and final drive assembly is attached to the truck frame by four links with spherical bearings at each link end, thus allowing the drive axle to oscillate with the ground contour and maintain a positive wheel contact for maximum drive force. The assembly also provides a mounting for the rear suspensions and the park brake assemblies.
DIFFERENTIAL OPERATION Straight-away-travel Power from the transmission to the input pinion passes through the differential bevel gears to turn the differential case. The differential pinions transfer this rotation to the differential side gears where it turns the drive shafts splined to the gears. During straightaway travel, the resistance on the tires is equal, same resistance on both left and right drive shafts, so the differential pinions do not turn. Instead, the rotation of the case is transferred directly to the side gears. In this case, bevel and side gears rotate at the same speeds, so the case and the shaft turn as a single unit. Turning In a turn, the resistance on the inside tire is greater than on the outside one so the resistances on the drive shaft are not balanced. Consequently, the side gears then rotate at different speeds. The differential pinions; therefore, rotate as they transmit the rotation of the case to the side gears. This rotation forces the two side gears to rotate in opposite directions. The net effect is that the outside wheel turns at a rate equal to the sum of the bevel gear speed and the differential pinion speed, while the inside one turns at a rate equal to the difference. Specifications: Reduction Ratio: Differential: 2.647 Final Drive: 7.235 Total: 19.15 Tire size: 33.00 - 51, 50 PR Rim size: 24.00 - 51
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FIGURE 5-1. REAR AXLE ASSEMBLY 1. Rear Suspension Mount 2. Lower Link Mount 3. Panhard Rod Mount 4. Differential
Rear Axle and Final Drive Assembly
5. Center Link Mount 6. Parking Brake Mount 7. Rear Oil Disc Brakes 8. Planetary Final Drive
G5-3
REAR AXLE ASSEMBLY
14. Remove blocks from behind rear wheels. 15. Roll final drive assembly out from under frame.
Removal
Installation Make sure jacks, lifting equipment and rigging have adequate capacity and are securely attached to raise and hold rear of truck until blocking or support stands are securely installed. Total weight distribution (approximate): Rear axle of empty truck (without body liners): 51 865 kg (112,563 lbs.) Rear Axle assembly with wheels & tires: 19 568 kg (43,140 lbs.) Rear Axle assembly without wheels & tires: 13 209 kg (29,120 lbs.) 1. Park truck on level surface. 2. Securely block front wheels. 3. Refer to Section J, Parking Brake, and remove parking brake assembly. 4. Raise rear of frame high enough for final drive case to clear as it is rolled from under the truck. 5. Securely block under both frame mount structures at the lower end of the hoist cylinders. 6. Block rear wheels to prevent final drive from moving when disconnected from frame. 7. Disconnect the drive shaft between final drive and transmission at both ends. Slide drive shaft out of protector and set aside. 8. Disconnect all hydraulic lines to both oil disc brake assemblies and park brake assembly. Cap/plug all ports and hoses to prevent dirt entry. Identify or mark all connections for easier reassembly. 9. Remove any electrical wiring or lube lines that may interfere with removal of the final drive assembly.
Make sure jacks, lifting equipment and rigging have adequate capacity and are securely attached to raise and hold rear of truck until blocking or support stands are securely installed. Total weight distribution (approximate): Rear axle of empty truck (without body liners): 51 865 kg (112,563 lbs.) Rear Axle assembly with wheels & tires: 19 568 kg (43,140 lbs.) Rear Axle assembly without wheels & tires: 13 209 kg (29,120 lbs.) 1. If not already done, raise rear of frame high enough for final drive case to clear as it is rolled under the truck and securely block under both frame mount structures at the lower end of the hoist cylinders. Align final drive assembly to frame. 2. Roll final drive under frame and block wheels. 3. Refer to Final Drive Attachment, this Section, for Lower and Center Link Installation. Install Links. 4. Raise Diagonal Link to connect to frame. Refer to Final Drive Attachment, this Section, for Diagonal Link Installation. Install Diagonal Link. 5. Refer to Section H, Rear Suspension Installation. Install both suspensions. 6. Install drive line with slip joint end toward transmission. Tighten companion flange capscrews to 39 ± 4 kg.m (282 ± 30 ft.lbs.). 7. Install all hydraulic lines to park brake assembly and both rear oil-cooled disc brake assemblies.
10. Remove rock ejectors from both sides of body. 11. Completely vent all nitrogen gas from both rear suspensions. Refer to Section H, Oiling and Charging Procedures for safe discharging of Nitrogen gas.
Before placing truck in production, brakes must be bled. Refer to Section J for the Brake Bleeding procedure.
12. Refer to Section H, Rear Suspension Removal. Remove both suspensions. 13. Refer to Final Drive Attachment, in this Section, for the Lower Link, Center Link, and Panhard Rod - Removal. Remove these components.
G5-4
Rear Axle and Final Drive Assembly
G05019
8. Install all electrical wiring and lube lines that were previously removed with the final drive assembly. Install rock ejectors on both sides of body. 9. Raise rear of truck frame, and remove blocks or support stands from under lower hoist cylinder mount structures. 10. Refer to Section J, Parking Brake Installation for instructions and install parking brake assembly.
Oil capacity: Differential: 300 liters (79.0 gal) Final Drive: 120 liters (31.7 gal) each side (Refer to Section P for oil specification.) NOTE: a. Breather (6) must be open to atmosphere at all times. Check the breather before each shift of operation and remove any blockage of dirt/mud, etc.
11. Charge all suspensions. Refer to Section H, Suspension Oiling and Charging Procedure.
b. Clean breather as necessary, or at least every 250 hours of truck operation, to insure proper venting.
12. Refer to Planetary Final Drive and fill each final drive with approved oil.
c. Differential and Final Drive oil should be changed every 2000 hours of truck operation.
DIFFERENTIAL ASSEMBLY
To Check Differential Oil Level 1. Truck should be parked on a level surface. 2. Remove plug (2, Figure 5-2) and check the oil level. If the oil level is not at, or near, the lower end of the plug hole, fill with approved oil through the plug hole until oil is at bottom of hole.
The differential assembly is designed to transmit the rotary power from the drive shaft to the left and right wheels. It consists of a reduction unit and a differential unit which provides a difference in rotational speed to the left and right wheels when negotiating curves. Because of the design of the differential assembly, the differential input pinion bearing is subject to both thrust and radial forces. For this reason, a taper roller bearing is used. In order to adjust the bearings and gear backlash, shims are used at the pinion end, and adjusting nuts are used at the bevel gear end. Specifications: Splash-Type Lubrication Ratio: 2.647
Removal 1. Obtain container(s) and prepare to recover 300 l (79.0 gal) of oil from the differential gear case and 120 liters (31.7 gal) of oil from each planetary final drive gear case. Remove drain plug (5, Figure 5-2) and drain the oil from the differential gear case.
FIGURE 5-2. AXLE HOUSING, VIEW A-A, Fig. 5-1 1. Axle Housing 2. Fill/Level Plug 3. Latch Assembly
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4. Pin 5. Drain Plug 6. Axle Housing Breather
2. Refer to Planetary Final Drive, in this Section, for instructions to drain oil from each final drive assembly and for removal of both drive axles. 3. Refer to Parking Brake Removal, Section J, and disconnect all three parking brake spring cylinders and hoses.
Rear Axle and Final Drive Assembly
G5-5
4. Refer to Final Drive Attachment, in this Section, for removal of the Center Link, and Panhard Rod. Remove these components.
Installation
5. Refer to Transmission, Section F, Driveline Removal, and remove the rear driveline. Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).
Make sure lifting equipment is of adequate capacity to handle drive shaft weight of 224 kg (494 lbs). 6. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion end, to adjust the height when removing. NOTE: Be careful not to damage the seal surface of the differential housing. 7. Remove differential assembly (2, Figure 5-3).
Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).
NOTE: Be careful not to damage the seal surface of the differential housing. 1. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion end, and adjust the height when installing differential assembly (2, Figure 5-3). Apply Three Bond #1374 thread tightener to mounting capscrews and tighten to 94.5 ± 10 kg.m (684 ± 72 ft.lbs.). 2. Apply Three Bond #1374 thread tightener to capscrews and install drive shaft assembly. Tighten capscrews to 39 ± 4 kg.m (282 ± 30 ft.lbs.). 3. Refer to Final Drive Attachment, in this Section, for installation of the Center Link, and Panhard Rod. Install these components. 4. Refer to Planetary Final Drive, in this Section, for instructions to install both drive axles. 5. Refer to Transmission, Section F, Drivelines, and install the rear driveline.
Make sure lifting equipment is of adequate capacity to handle drive shaft weight of 224 kg (494 lbs). 6. Refer to Parking Brake Installation, Section J, and connect all three parking brake spring cylinders and hoses.
FIGURE 5-3. DIFFERENTIAL ASSEMBLY 1. Lift Chain
G5-6
7. Add 300 liters (79.0 gal) of oil to the differential gear case and 120 liters (31.7 gal) of oil to each planetary final drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check differential and each final drive for proper oil level.
2. Differential Assem-
Rear Axle and Final Drive Assembly
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DIFFERENTIAL ASSEMBLY NOTE: The illustrations used in the following "Disassembly" and "Assembly" procedures for the Differential Assembly are TYPICAL of the installation, but may not be an exact replica of the particular part(s). Some parts, such as the Park Brake Support, (the HD1500 has mounting surfaces for three brake calipers) may actually appear different, but their fit and function, as depicted in the illustrations, are similar.
4. Remove retaining capscrew (3, Figure 5-5), and mounting capscrews (6), then remove coupling (2) together with holder (4) and O-ring. 5. Remove support (5).
Disassembly 1. Set differential assembly in Tool repair stand (2, Figure 5-4).
FIGURE 5-5. BRAKE COUPLING 1. Brake Disc 4. Holder 2. Coupling 5. Support 3. Capscrew 6. Capscrews 6. Install coupling and lifting device (1, Figure 5-6) and screw in pusher bolts, then lift off pinion and carrier assembly (2).
FIGURE 5-4. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool
NOTE: Check the number and thickness of the shims, and keep together in a safe place for installation at re-assembly of pinion and carrier.
3. Connecting Pin 4. Lever
NOTE: The HD1500 has three brake caliper assemblies. 2. Using a portable power source, pump hydraulic oil into the park brake spring cylinder to retract rod, then pull out connecting pin (3) of adjuster lever (4), and remove spring cylinder (1).
If the hydraulic pressure in the spring cylinder is released, the rod will suddenly extend; keep hands away from rod. 3. Caliper assembly a. Refer to Parking Brake Removal, Section J, and remove all three parking brake assemblies.
FIGURE 5-6. PINION AND CARRIER 1. Lifting Device
2. Carrier Assembly
b. Remove brake disc (1, Figure 5-5).
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Rear Axle and Final Drive Assembly
G5-7
FIGURE 5-7. DIFFERENTIAL ASSEMBLY 1. Seal 2. Capscrew & Washer 3. O-Ring 4. O-Ring 5. Input Pinion (17 Teeth) 6. Capscrew & Washer 7. Pinion Gear (22 Teeth) 8. Bearing 9. Adjusting Nut
G5-8
10. Side Gear (28 Teeth) 11. Differential Gear Case 12. Ring Gear (45 Teeth) 13. Capscrew & Washer 14. Capscrew & Washer 15. Plate 16. Capscrew & Washer 17. Lock 18. Dowel Pin
19. Cage 20. Cross Shaft 21. Differential Case 22. Retainer 23. Capscrew & Washer 24. Bearing 25. Dowel Pin 26. Ring 27. Bearing Carrier Cage
Rear Axle and Final Drive Assembly
28. Shim Assembly 29. Park Brake Support 30. Bearing 31. Coupling 32. Retainer 33. Capscrew & Washer 34. O-Ring
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Disassembly of Pinion Carrier Assembly 1. Remove carrier (2, Figure 5-8) together with inner bearing (3) from pinion gear (1).
FIGURE 5-8. PINION BEARING 1. Pinion Gear 2. Carrier 3. Inner Bearing
4. Inner Bearing 5. Spacer
Differential Gear Unit 1. Remove locks (1, Figure 5-10).
FIGURE 5-10. DIFFERENTIAL 1. Locks 2. Wrench (790-425-1660)
3. Capscrews
2. Remove spacer (5), then remove inner bearing (4). 3. Remove holder (4, Figure 5-9), then remove center bearing inner race (5) from pinion gear (6).
2. Using wrench (2), loosen left and right side bearing adjustment nuts (3) until they can be turned by hand.
4. Remove bearing outer races (2) and (1) from carrier (3).
3. Remove capscrews (2, Figure 5-11). Remove plates (5) and caps (1).
NOTE: The bearing is an adjustment-free bearing assembly (2 tapered roller bearings and spacer). Check the matching numbers, and keep as a set in a safe place.
FIGURE 5-9. PINION GEAR AND RACES 1. Outer Race 2. Outer Race 3. Carrier
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4. Holder 5. Inner Race 6. Pinion Gear
4. Lift off differential gear assembly (4). 5. Remove left and right side bearing adjustment nuts (3).
FIGURE 5-11. DIFFERENTIAL MOUNTING 1. Cap 2. Capscrews 3. Adjustment Nuts
Rear Axle and Final Drive Assembly
4. Gear Assembly 5. Plate
G5-9
Disassembly Of Differential Gear Unit 1. Using a knife edge type puller (1, Figure 5-12) and a porta-power cylinder, remove bearing (2).
FIGURE 5-14. THRUST WASHER 1. Thrust Washer
2. Case
FIGURE 5-12. BEARING PULLER 1. Puller
2. Bearing
2. Punch mark the case sections and remove mounting capscrews (2, Figure 5-13), then remove case (1).
FIGURE 5-15. SIDE GEAR 1. Side Gear
2. Gear
FIGURE 5-13. DIFFERENTIAL CASE 1. Case
2. Capscrews
3. Remove thrust washer (1, Figure 5-14) from case (2). 4. Remove side gear (1, Figure 5-15). 5. Remove pinion gear assembly (1, Figure 5-16) together with cross shaft (2). FIGURE 5-16. PINION GEAR ASSEMBLY 1. Gear Assembly
G5-10
Rear Axle and Final Drive Assembly
2. Cross Shaft
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6. Hold pinion gear assembly (3, Figure 5-17) with press; use wrench (1) to remove ring nut (2).
9. Remove bearing outer races (1 & 2, Figure 519) and from pinion gear. NOTE: The bearing is an adjustment-free bearing, so check the matching numbers of the bearing, collar, and outer race, and keep together as a set in a safe place.
FIGURE 5-17. RING NUT AND GEAR 1. Wrench (09003-08290)
2. Ring Nut 3. Pinion Gear
7. Push out shaft (4, Figure 5-18) with press, and remove pinion (1), bearing (2), and collar (3). 8. Remove bearing from shaft.
FIGURE 5-19. GEAR BEARINGS 1. Outer Race
2. Outer Race
10. Remove side gear (1, Figure 5-20).
FIGURE 5-18. GEAR AND SHAFT 1. Pinion Gear 2. Bearing
3. Collar 4. Shaft
FIGURE 5-20. 1. Side Gear
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Rear Axle and Final Drive Assembly
2. Bevel Gear
G5-11
11. Remove thrust washer (1, Figure 5-21).
14. Remove snap ring (2, Figure 5-23), then remove bearing (1) from differential case (3).
FIGURE 5-21. BEVEL GEAR 1. Thrust Washer
2. Bevel Gear FIGURE 5-23. DIFFERENTIAL BEARING
12. Remove bevel gear (3, Figure 5-22) from case (2).
1. Bearing 2. Snap Ring
3. Differential Case
13. Remove bearing (1) from case. 15. If bevel gear (3, Figure 5-22) is to be replaced, remove gear retaining capscrews and separate gear from case (2). NOTE: Bevel gear and pinion gear must be replaced as a matched set.
FIGURE 5-22. DIFFERENTIAL BEARING 1. Bearing 2. Case
G5-12
3. Bevel Gear 4. Capscrews, Washers
Rear Axle and Final Drive Assembly
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ASSEMBLY of DIFFERENTIAL Differential Bearing 1. Set differential case in tool repair stand (2, Figure 5-4). 2. Using a push tool, press fit bearing (1, Figure 523) in differential case (3), then install snap ring (2). Assembly Of Differential Gear Assembly 1. Align bevel gear (3, Figure 5-22) with dowel pins on differential gear case (2) and install. Apply Three Bond #1374 thread tightener to mounting capscrews (4). Install capscrews and washers and tighten to 135 kg.m (975 ft.lbs.).
FIGURE 5-24. BEARING INSTALLATION 1. Bearing
2. Shaft
2. Install side bearing (1). Shrink fit bearing by heating to 100° C (212° F). NOTE: Bearings should be heated by heat lamps, oil bath, or induction heaters. Do not use a torch or heat greater than 176° C (350° F). After bearing cools, check that there is no clearance between the end face of the case and the bearing. 3. Turn case over, then align with dowel pin, and install thrust washer (1, Figure 5-21). a. Check that the head of the dowel pin is 0.5 [+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.) lower than the surface of the washer. 4. Install side gear (1, Figure 5-20). 5. Differential Pinion Side Gear. NOTE: The bearing is an adjustment-free bearing assembly. Check the numbers on the bearings, collar, and outer races, and use only a matched set.
NOTE: Align the notched portion of the pinion gear shaft with the case dowel pin and install. Move the pinion gear, and verify gear assembly rotates easily. 7. Install side gear (1, Figure 5-15). 8. Align with dowel pin, and install thrust washer (1, Figure 5-14). a. Check that the head of the dowel pin is 0.5 [+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.) lower than the surface of the washer. 9. Heat side bearing (1, Figure 5-25) to 100°C (212°F) and install to case (2). NOTE: Bearings should be heated by heat lamps, oil bath, or induction heaters. Do not use a torch or heat greater than 176°C (350°F).After bearing cools, check that there is no clearance between the end face of the case and the bearing.
a. Using push tool, press fit outer races (1 & 2, Figure 5-19) in pinion gear. b. Using push tool, press fit bearing (1, Figure 5-24) to shaft (2). c. Set pinion gear to shaft, then assemble collar (3, Figure 5-18), and using push tool, install bearing (2). d. Apply Three Bond #1374 thread tightener to ring nut (2, Figure 5-17). Hold pinion gear assembly (3) with press, and using wrench (1), tighten ring nut (2). 6. Assemble pinion gear assembly (1, Figure 516) to cross shaft (2), then raise and install in case. FIGURE 5-25. BEARING INSTALLATION 1. Side Bearing
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Rear Axle and Final Drive Assembly
2. Case
G5-13
FIGURE 5-27. BEARING PRELOAD 1. Micrometer (792-525-3000) 2. Adapter FIGURE 5-26. CASE INSTALLATION 1. Case
2. Capscrews
10. Fit case (1, Figure 5-26) to housing. Apply Three Bond #1374 thread tightener to mounting capscrews (2) and tighten to 94.5 kg.m (684 ft.lbs.). Installation Of Differential Assembly 1. Tighten side bearing adjustment nuts (3, Figure 5-11) temporarily, and place differential gear case assembly (4) temporarily. 2. Align match marks and fit caps (1) to assembly. Rotate the bevel gear 20 - 30 turns to seat the bearings, then tighten. Apply Three Bond thread tightener #1374 to mounting capscrews (2). Position plates (5) on caps and install capscrews. Tighten to 175 kg.m (1266 ft.lbs.). 3. Adjusting preload of bearing: a. Install measurement adapters (2, Figure 527) to both ends of cap.
3. Measuring Posts 4. Spring Balance 5. Plates
d. Fit spring balance (4, Figure 5-27) to the bevel gear mounting bolt and measure the starting force in the tangential direction as shown. Starting force should be 7.7 - 10.3 kg (17 - 23 lbs.). e. Tighten adjustment nuts (3, Figure 5-10) from both ends, and continue to tighten with wrench (2), paying careful attention to the groove that the lock enters. To seat the bearing properly, rotate the bevel gear and tap the bearing cap and bevel gear with a softfaced hammer, NOTE: Precautions when adjusting preload; If the increase in deflection caused by overtightening of the adjustment nut exceeds the standard amount, return the adjustment nuts to the condition before adjusting. When doing this, rotate the bevel gear and tap the bearing cap and bevel gear with a plastic hammer, check that there is no clearance at "A", Figure 5-28, and adjust again. Use a light with a feeler gauge to ensure there is no gap.
b. Measure dimension between adapters with depth micrometer (1). NOTE: When measuring, hold the micrometer securely with one hand, and put the probe in contact parallel to the measurement adapter. c. Add 0.66 ± 0.12 mm (0.025 ± 0.005 in) to the measured dimension, and set scale of micrometer. NOTE: The added dimension becomes the amount of deflection of the case before applying preload and after applying preload.
FIGURE 5-28. BEARING ADJUSTMENT
G5-14
Rear Axle and Final Drive Assembly
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Input Pinion and Carrier Assembly
When assembling the differential pinion carrier assembly (Figure 5-29), if coupling bolts are not tightened while the pinion bearing is turning, the bearing will be damaged in a short period of operation. To prevent this, the following assembly procedure must be followed. 1. Using push tool, press fit outer races (1, Figure 5-30) and (2) in carrier (3). Check that there is no clearance between the outer races and the carrier.
FIGURE 5-30. 1. Outer Race 3. Carrier 2. Outer Race
2. Heat bearing inner race (2, Figure 5-31) to 100°C (212°F), then press center bearing inner race onto pinion gear (3), then install holder (1). Apply Three Bond #1374 thread tightener to mounting bolts and tighten to 28.5 ± 3 kg.m (206 ± 22 ft.lbs.). NOTE: Bearings should be heated by heat lamps, oil bath, or induction heaters. Do not use a torch or heat greater than 176° C (350° F). 3. Heat bearing inner race* (1, Figure 5-32) to 100°C (212°F), then press onto pinion gear shaft and install spacer (2). *The bearing is an adjustment-free bearing. Verify the numbers match and keep them together as a set. *Verify there is no clearance between the end face of the pinion gear and the inner race.
FIGURE 5-29. INPUT PINION ASSEMBLY 1. Capscrew & Washer 2. Park Brake Disc 3. Coupling 4. Capscrew & Washer 5. Holder 6. O-Ring 7. Park Brake Support 8. Oil Seal 9. O-Ring
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10. O-Ring 11. Capscrew & Washer 12. Holder 13. Bearing Race 14. Pinion Gear (15 T) 15. Bearing Carrier 16. Shim Assembly 17. Capscrew & Washer 18. Bearing Assembly
FIGURE 5-31. 1. Holder 2. Bearing Inner Race
Rear Axle and Final Drive Assembly
3. Pinion Gear
G5-15
FIGURE 5-32. 1. Bearing Inner Race
FIGURE 5-34.
2. Spacer
1. Cage Assembly 4. Set carrier (2, Figure 5-33) to pinion gear (3), and install bearing (1). 5. Coat the bearing rollers as well as the running surfaces of the inner and outer races thoroughly with oil. 6. Fit O-ring (10, Figure 5-29) onto bearing carrier (15), and assemble shims* (16), then install pinion and cage assembly (1, Figure 5-34) to differential case.
7. Install oil seal (3, Figure 5-35) and O-ring (2) to park brake support (1). Install support (1) to differential case. Apply Three Bond #1374 thread tightener to mounting bolts and tighten to 56 ± 6 kgm (405 ± 45 ft.lbs).
*NOTE: Use the same amount of shims that were removed at time of pinion disassembly. If any parts, such as bearings, bearing carrier, pinion gear, or housing have been replaced, be certain to refer to Adjusting Tooth Contact, Backlash later in this procedure to determine the correct shim thickness.
FIGURE 5-35. 1. Park Brake Support 2. O-Ring
3. Oil Seal
FIGURE 5-33. 1. Bearing 2. Carrier
G5-16
3. Pinion Gear
Rear Axle and Final Drive Assembly
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8. Fit coupling (4, Figure 5-36), O-ring and holder (2), and apply Three Bond thread tightener #1374 to mounting bolt (3). Tighten bolt* (3) gradually to 280 ± 30 kg.m (2025 ± 217 ft.lbs) torque while the bearing is turning (20 to 30 rotations). *If the bolt (3) is tightened without keeping the bearing turning, there will be a possibility of damaging the bearing.
FIGURE 5-38. Method #2: b. Measure the axial bearing end play for: 0.0 0.118 mm (0.0 - 0.0046 in.) Measuring method: FIGURE 5-36. 1. Park Brake Support 2. O-Ring and Holder
3. Bolt 4. Coupling
9. After tightening bolt (3), turn the bearing 20 to 30 rotations again, and make sure that the bearing is running smoothly and that bolt (3) has been tightened to the specified torque. 10. Using either of the following methods, confirm that the bearing has been set normally. Method #1:
1.) After the bearing has been run 20 to 30 rotations, set a dial gauge as shown in Figure 5-38 to align with Point Zero. 2.) Oscillate the coupling 20 to 30 rotations in its lifted condition (approximately 300 kg) and make sure that the dial gauge reading has been stabilized. (See Figure 5-39) 3.) The dial gauge reading obtained in the previous step will be equal to the end play in the axial direction.
a. Measure the starting torque in the tangential direction with a spring scale (1, Figure 5-37) attached to a threaded hole in the coupling (396 mm [15.6 in.] bolt circle dia.). Starting torque must not be greater than 5.1 kg. (11.2 lbs.) maximum. Perform this measurement on the bevel gear side.
FIGURE 5-39. FIGURE 5-37. 1. Spring Scale
G05019
Rear Axle and Final Drive Assembly
G5-17
Adjusting Tooth Contact, Backlash Adjust backlash and tooth contact at the same time. 1. Adjust backlash as follows. a. Move bevel gear with adjustment nuts (1 & 2, Figure 5-40).
2. Adjust tooth contact as follows. a. Adjust the in and out movement of the bevel pinion by changing the shims between the differential case and bearing cage. b. Adjust tooth contact in Step 3.
When adjusting the bevel gear, do not change the preload of the bearing. Always turn the adjustment nuts at both ends the same amount in the same direction. b. Put a dial Indicator (2, Figure 5-41) at right angles in contact with the reverse face of the tooth at the outside of the bevel gear. Turn the adjustment nut and adjust the backlash. c. Backlash: Adjust at 3 - 4 places. Keep the pinion gear locked when measuring. Adjust to 0.46-0.66 mm (0.018 - 0.026 in) backlash.
FIGURE 5-41. BACKLASH ADJUSTMENT 1. Bevel Gear
2. Dial Indicator
FIGURE 5-40. TOOTH CONTACT ADJUSTMENT 1. Adjustment Nut
G5-18
2. Adjustment Nut
Rear Axle and Final Drive Assembly
G05019
3. Adjusting tooth contact Mix red lead in spindle oil to form a thin paste, then coat the face of 7 or 8 teeth of the driven gear. Hold down the driven gear by hand to act as a brake, and rotate the drive pinion gear forward and backward, then inspect the pattern left on the teeth.
G05019
Adjust the tooth contact as shown in the following illustrations and procedure.
Rear Axle and Final Drive Assembly
G5-19
4. Caliper assembly a. Install brake disc (1, Figure 5-42). Apply Three Bond #1374 thread tightener to disc plate capscrews and tighten to 76 kg.m (550 ft.lbs.).
FIGURE 5-44. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool FIGURE 5-42. BRAKE COUPLING 1. Brake Disc 2. Coupling 3. Capscrew
4. Holder 5. Support 6. Capscrews
b. Install plate (1, Figure 5-43) on one side temporarily. c. Fit pad (2) and install caliper (3). d. Install plate on other side and tighten fully. Apply Three Bond #1374 thread tightener to plate mounting capscrews and tighten to 94.5 kg.m (684 ft.lbs.).
3. Connecting Pin & Clevis 4. Lever
NOTE: Adjust for a clearance of 0.1 mm (0.004 in) between the plate and the caliper. 5. Install spring cylinder assembly (1, Figure 544), and connect rod clevis with connecting pin (3) to lever of slack adjuster (4). NOTE: To retract the rod, pump oil pressure into the spring cylinder. Refer to Parking Brake Adjustment, Section J, Brake System, to adjust park brake assembly.
FIGURE 5-43. CALIPER 1. Plate 2. Pad
G5-20
3. Caliper
Rear Axle and Final Drive Assembly
G05019
SECTION G6 FINAL DRIVE PLANETARIES AND WHEEL HUBS INDEX
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3 FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3 CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5 FINAL DRIVE CARRIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6 FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-9
G06009
Final Drive Planetaries and Wheel Hubs
G6-1
NOTES
G6-2
Final Drive Planetaries and Wheel Hubs
06/99 G06009
FINAL DRIVE PLANETARIES AND WHEEL HUBS FINAL DRIVE
To Check Oil Level:
The final drive uses a planetary gear mechanism to reduce the rotation speed and produce a greater driving torque. Of all the components in the drive train, the final drive has to bear the greatest stresses. The lubrication system should be maintained properly to insure long life of the gears and bearings.
Stop the truck with the casting line horizontal and the drain plug at the bottom. Remove the fill plug and check the oil level. If the oil level is not near the lower edge of the plug hole, add oil until it reaches this level. (Refer to Section P, Lubrication and Service for oil specification.)
FIGURE 6-1. FINAL DRIVE PLANETARY 1. Carrier 2. Planet Gear Shaft 3. Planet Gear (43 Teeth) 4. Sun Gear (17 teeth) 5. Button
6. Cover 7. Ring Gear (106 Teeth) 8. Spacer 9. Retainer 10. Inner Hub
11. Drive Shaft 12. Wheel Hub 13. Seal Assembly 14. Seal Drain Hose
SPECIFICATIONS:
Splash-type Lubrication Ratio:7.235 Oil: 120 L (31.7 gal) - Each Side
G06009
Final Drive Planetaries and Wheel Hubs
G6-3
CARRIER ASSEMBLY Removal 1. Drain 120L (31.7 gal) oil from the planetary carrier case. NOTE: If the drain plug is not at the bottom, use a hydraulic jack (50 ton) to raise the truck, then turn the hub. 2. Remove cover (1, Figure 6-2). 3. Remove button (2). 4. Install an eyebolt at the end of drive shaft (3, Figure 6-3), then use a bar to pull out drive shaft. 5. Remove snap ring (4). 6. Remove sun gear (5). 7. Remove spacer (2). FIGURE 6-3. DRIVE SHAFT 1. Carrier Assembly 2. Spacer 3. Drive Shaft
4. Snap Ring 5. Sun Gear
Be sure lifting device is of adequate capacity to handle 630 kg (1,390 lbs.) safely. 8. Remove carrier assembly (1).
FIGURE 6-2. COVER AND BUTTON 1. Cover
2. Button
FIGURE 6-4. CARRIER ASSEMBLY 1. Carrier Assembly
G6-4
Final Drive Planetaries and Wheel Hubs
2. Rim
06/99 G06009
Installation
Be sure lifting device is of adequate capacity to handle 630 kg (1,390 lbs.) safely. 1. Install carrier assembly (1, Figure 6-4). 2. Install spacer (2 Figure 6-3). 3. Install sun gear (5). 4. Install snap ring (4). 5. Install an eyebolt at the end of drive shaft (3), then use a bar to Install drive shaft. 6. Install button (2, Figure 6-2). 7. Install cover (1).
FIGURE 6-6. BEARINGS
8. Add oil to the final drive case. Refill to the specified level and check the oil level again. Refer to Lubrication and Service, Section P, for the proper oil.
Disassembly 1. Remove four capscrews (6, Figure 6-5) and six capscrews (7), then remove plate (3). 2. Using a press, remove shaft (4).
FIGURE 6-5. CARRIER
G06009
2. Spacer
3. Pull out gear assembly (5), and remove two bearings (1) and spacer (2). (See Figures 6-5 and 6-6) 4. Remove outer race (1, Figure 6-7) and spacer (2).
FINAL DRIVE CARRIER
1. Bearings 2. Spacer 3. Plate 4. Shaft
1. Bearings
5. Gear Assembly 6. Capscrews 7. Capscrews 8. Spacer
NOTE: The bearing is an adjustment-free bearing, so keep together as a set in a safe place. 5. Remove snap ring (3). 6. Remove spacer (8, Figure 6-5) from carrier.
FIGURE 6-7. OUTER BEARING RACES 1. Outer Race 2. Spacer
Final Drive Planetaries and Wheel Hubs
3. Snap Ring
G6-5
FINAL DRIVE ASSEMBLY
Assembly 1. Install spacer (8, Figure 6-5) to carrier. 2. Install snap ring (3, Figure 6-7).
Disassembly
3. Fit spacer (2), and press fit outer race (1). 4. Set spacer (2, Figure 6-5) and bearing (1) in position, then raise planetary gear and assemble, and install bearing (1) from top. 5. Push planetary gear assembly (5) into carrier. 6. Fit plate (3) with capscrew (7) temporarily, then install 2 guide capscrews to shaft (4), and press fit. 7. Apply Three Bond #1374 thread tightener to capscrews (4, Figure 6-8) and tighten to 11.5 kg.m (83 ft.lbs.). After rotating pinion gear 5 - 6 turns, tighten nine capscrews (4) and six capscrews (3) to specified torque again.
1. Remove rear wheel assembly. Refer to Rear Wheel Removal, this section. 2. Remove carrier described.
assembly
as
previously
3. Shim and retainer removal; a. Using three evenly spaced tools 562-993A110 (1, Figure 6-9), secure disc brake inner gear (4) to outer gear (3). To install the tools, remove three capscrews (2) from the outer gear, and insert capscrews (5) using the three tool mounting tapped holes in the inner gear.
To prevent damage to the floating seal, always install tools before removing retainer (1, Figure 69). b. Remove mounting capscrews (2, Figure 610), then remove retainer (1) and shims. NOTE: Check the number and thickness of the shims, and keep together in a safe place.
FIGURE 6-8. PLANETARY SHAFT RETAINER 1. Cover 2. Retainer Plate
3. Capscrew, Washer 4. Capscrew, Washer
FIGURE 6-9. BRAKE GEAR TOOL INSTALLATION 1. Tool (562-99-3A110) (3 required, equally spaced) 2. Capscrew 3. Outer Gear
G6-6
Final Drive Planetaries and Wheel Hubs
4. Inner Gear 5. Capscrew (Temporary) 6. Wheel Hub
06/99 G06009
FIGURE 6-12. INNER GEAR AND RING GEAR FIGURE 6-10. RETAINER 1. Retainer
2. Capscrews
NOTE: The ring gear (1, Figure 6-11) weighs approximately 150 kg (331 lbs.) 4. Lift off ring gear assembly (1, Figure 6-11). Disassemble ring gear assembly as follows. a. Remove mounting capscrews (1, Figure 612), then remove holder (2).
1. Capscrews 2. Holder
3. Inner Hub 4. Ring Gear
5. Rear wheel hub assembly removal. a. Attach a sling to rear wheel hub assembly (1, Figure 6-13) or support with forklift, then remove all nuts (2, Figure 6-14), except those on seal retainer tools.
b. Remove inner hub (3) from ring gear (4).
FIGURE 6-11. RING GEAR 1. Ring Gear Assembly
G06009
2. Hub
FIGURE 6-13. REAR WHEEL HUB 1. Hub Assembly
Final Drive Planetaries and Wheel Hubs
2. Housing
G6-7
FIGURE 6-14. GEAR SUPPORT TOOL 1. Tool (562-99-3A110) 2. Nut 3. Capscrew
4. Outer Gear 5. Wheel Hub
b. Pull out wheel hub assembly (2, Figure 6-15) slowly until outer bearing is unseated. Remove outer bearing (1), and bearing inner race pin. c. Remove wheel assembly. NOTE: The bearing comes out easily, so be extremely careful not to let it drop.
FIGURE 6-16. HUB AND BEARING 1. Hub Assembly 3. Outer Race 2. Outer Race d. Remove outer races (2 & 3, Figure 6-16) from wheel hub assembly (1). 6. Remove inner bearing (1, Figure 6-17) and bearing inner race pin (3). 7. Remove floating seal carrier (13, Figure 6-1) from axle.
FIGURE 6-17. BEARING
FIGURE 6-15. HUB AND BEARING 1. Bearing
G6-8
1. Bearing 2. Axle
3. Pin
2. Hub Assembly
Final Drive Planetaries and Wheel Hubs
06/99 G06009
Assembly NOTE: Refer to Section "J", Rear Wet Disc Brakes Floating Ring Seal Assembly/Installation for detailed seal installation instructions. 1. Install floating seal assembly (13, Figure 6-1) to disc brake inner gear/wheel hub seal carrier. Install a new O-ring on the seal carrier. 2. Install inner bearing (1, Figure 6-17) and pin (3). 3. Wheel hub assembly a. Using a push tool, press fit outer races (2 & 3, Figure 6-16) in wheel hub (1). b. Raise rear wheel hub assembly, slide the assembly over the axle and against disc brake inner gear. c. Install outer bearing retainer pin on axle. Install outer bearing (1, Figure 6-15). d. Install nuts (2, Figure 6-14) and tighten to 94.5 kg.m (684 ft.lbs.). NOTE: Do not remove tools (1, Figure 6-13) until the retainer has been completely secured. 4. Ring gear assembly: a. Set inner hub (3, Figure 6-12) to ring gear (4). b. Install holder (2), and apply Three Bond #1374 thread tightener to mounting capscrews (6) and tighten to 11.5 kg.m (83.2 ft. lbs).
5) Using depth micrometer (1, Figure 6-18) measure dimension "c" between end of shaft and outer edge of retainer (2). 6) Install tools (1, Figure 6-14) at 3 places. 7) Remove retainer, and measure the thickness "a" of retainer. Select a shim thickness which is dimension "b", by using the formula below: (b=c-a) and add 0.3 mm (0.012 in). b. Insert shim pack as determined above, then install retainer (2, Figure 6-18). Apply Three Bond #1374 thread tightener to capscrews (3) and tighten to 94.5 kg.m. (684 ft.lbs.). c. Remove tools (1, Figure 6-14) from 3 places. Tighten capscrews (3) where tools were removed in outer gear (4) to 56 kg.m (405 ft.lbs.). 6. Rotate the wheel hub 5 - 6 times and tighten the capscrews (2, Figure 6-18) uniformly until the tightening torque is constant. After tightening the capscrews, rotate the wheel hub, and verify smooth rotation. 7. Refer to Carrier Assembly Installation, this section, and install carrier assembly. 8. Refer to Rear Wheel Assembly Installation, this section, and install rear wheel assembly.
c. Install ring gear assembly (1, Figure 6-10). 5. Shim retainer: a. Adjust preload of bearing as follows. 1) With no shims assembled, install retainer (2, Figure 6-18) temporarily with 4 equally spaced capscrews (3). 2) Remove tools (1, Figure 6-14) from 3 places. 3) Rotate wheel hub 5 - 6 times. 4) Tighten capscrews uniformly to 17 ± 1.0 kg.m (123 ± 7.2 ft.lbs.).
FIGURE 6-18. SHIM ADJUSTMENT If the capscrews are tightened without rotating the wheel hub, the bearing will not seat properly and the correct preload cannot be obtained.
G06009
1. Micrometer 2. Retainer
Final Drive Planetaries and Wheel Hubs
3. Capscrew
G6-9
NOTES
G6-10
Final Drive Planetaries and Wheel Hubs
06/99 G06009
SECTION H HYDRAIR® II SUSPENSIONS INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01017
Index
H1-1
NOTES
H1-2
Index
H01017
SECTION H2 FRONT SUSPENSION INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 FRONT SUSPENSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Suspension Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4 3-MODE SUSPENSION (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5 Variable Damping Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5 3-Mode Suspension System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 Automatic Suspension Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 Steering Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 Suspension Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8 Suspension Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 DAMPING VALVE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12 Damping Valve (Fixed Rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12 Damping Valve/Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13 (3-Mode Damping Rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13
H02018
Front Suspensions
H2-1
NOTES
H2-2
Front Suspensions
H02018
FRONT SUSPENSION The suspension system supports the weight of the chassis and absorbs the shock from uneven road surfaces to provide a comfortable ride for the operator. At the same time, it maintains the stability of the machine by ensuring that all four wheels are always in contact with the ground surface. The suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspension cylinders carry the gross truck weight less wheels, spindles and final drive assembly. The front suspension consists of two basic components; a suspension cylinder and an A-arm. In addition to these functions, the front suspension employs a variable rate suspension system. In this system, the force of the suspension is automatically changed by selecting the damping force to match the travel conditions and load conditions. This further increases the stability and riding comfort for the operator.
FRONT SUSPENSION ASSEMBLY The front suspension cylinder (Figure 2-1) functions as a shock absorber and spring, and is connected by spherical bearings to the lower A-arm and main frame. The wheels move up and down in accordance with the retraction and extension of the suspension cylinder to maintain the proper alignment for the wheels and to improve the stability of the truck.
H02018
Front Suspensions
FIGURE 2-1. FRONT SUSPENSION
H2-3
Suspension Operation The inside of the cylinder contains oil (B, Figure 2-2), and is charged with nitrogen gas (A). Oil (B) and oil chamber (C) are connected by tube (9) and valve assembly (10). When the machine is traveling, the wheels follow the unevenness of the road surface, and an external, vertical force is applied to the suspension cylinder. When this happens, the volume of the nitrogen in the gas chamber is compressed under the input force, and absorbs the external force. The nitrogen gas is sealed by a rod and oil, so it is always subjected to a pressure corresponding to the external force, and acts as a spring. The damping force is produced inside valve assembly (10) with the orifice plate (12) and leaf springs (11). They restrict the flow of oil between oil chamber (B) and oil chamber (C), and create a damping force. • When retracting, the nitrogen gas is compressed by the external force from the road surface. The oil in chamber (B) flows through the valve assembly (10, Figure 2-2) in direction (Y) and tube (9) to oil chamber (C). The oil flowing through the valve from the tube to the orifice plate is throttled by orifices to generate a damping force. • When extending, the external force from the road surface weakens, the pressure of the nitrogen gas extends the rod, and the oil in chamber (C) passes through tube (9) and valve assembly (10) to oil chamber (B). The oil flowing through the valve flows in direction (Z) and passes through orifices in the orifice plate to generate a damping force.
The optional variable rate suspension described on the following pages, also controls the damping force by a variable orifice located in valve assembly (10).
FIGURE 2-2. FRONT SUSPENSION 1. Charging Valve 2. Retainer 3. Flange 4. Cylinder (with axle) 5. Rod 6. Wear Ring 7. Discharge Plug 8. Air Bleed Plug
H2-4
Front Suspensions
9. Tube 10. Valve Assembly 11. Leaf Springs 12. Orifice Plate A. Gas Chamber B. Oil Chamber C. Oil Chamber
H02018
3-MODE SUSPENSION (Optional) The basic front suspension assembly used on trucks equipped with the fixed rate damping valve is identical to that used on trucks equipped with the optional, variable damping rate (3-mode) suspension system. The 3-mode suspension (1, Figure 2-3) however, utilizes a different valve body (4) and is equipped with a 3-position hydraulic actuator (3) used to achieve the various damping rates on each front suspension.
FIGURE 2-4. VALVE BODY / ACTUATOR 1. Actuator 2. Valve Body 3. Leaf Springs
4. Orifice Plate 5. Leaf Springs 6. Shaft
Variable Damping Operation Refer to Figure 2-2 and 2-4 for the following description.
FIGURE 2-3. 3- MODE SUSPENSION ASSEMBLY (Left Suspension Shown) 1. Front Suspension Assembly 2. Protective Cover
H02018
3. Actuator 4. Valve Body
With the 3-mode damping valve body installed, a bypass circuit (D) is provided before and after the orifice plate (4, Figure 2-4), resulting in oil flow through both the orifice plate and bypass passage (D). Oil flowing through bypass circuit (D) passes through a shaft (6) with orifices at two places on the inside circumference, and flows to oil chamber (C) or oil chamber (B) (Figure 2-2), depending on whether the suspension is retracting or extending. Shaft (6, Figure 2-4) is connected to actuator (1) used to rotate the shaft to select the appropriate orifice for the proper damping rate. The actuator is operated by hydraulic oil pressure received from a manifold valve equipped with three solenoids, energized by the suspension controller.
Front Suspensions
H2-5
3-Mode Suspension System Components The components required for the 3-mode suspension system include: • Automatic Suspension Controller (ASC) • Manifold Valve Assembly • Actuators • Steering Sensor Assembly
Automatic Suspension Controller The Automatic Suspension Controller (ASC) is mounted on the (interior) rear wall of the operator's cab. This controller monitors various truck operational functions and controls the solenoids on the manifold valve to provide hydraulic oil to the actuators at each suspension to switch between the "hard", "medium" and "soft" modes of suspension damping. The default setting of the automatic suspension controller system is "automatic" which allows the controller to determine the optimum damping characteristics based on the various inputs received. These inputs include truck speed, suspension pressures, brake application, steering wheel movement etc. The suspension controller also communicates with the Powertrain Management Controller (PMC) through the SNET (serial communications network). Note: The transmission controller rotary switches must also be set appropriately when the suspension controller is installed. (Refer to Section F, Transmission Shift Controller; Rotary Switch Setting for additional information.)
If manual control is desired, the suspension damping rates may be set to one of the three above modes using the MOM screen or the Data Acquisition Device (DAD). Refer to Section D, PMC System.
FIGURE 2-5. MANIFOLD VALVE 1. Manifold Valve Assembly 2. Solenoids 3. Tank Return
4. Supply 5. To Actuators 6. Pressure Reducing Valve
Manifold Valve Manifold valve (1, Figure 2-5) is mounted on the front of the frame crossmember (horsecollar) near the right suspension upper mount. The manifold contains three solenoid valves (2) which direct pressurized oil to the actuator on each front suspension. The high pressure oil entering supply port “P” (4) passes through an orifice plug in the manifold and is reduced to 13.4 kg/cm2 (190 psi) by a pressure reducing valve (6). Excess oil is returned to the hydraulic tank through port “T” (3). The solenoids are energized by the suspension controller to control the position of the output shaft on the actuator which in turn, determines the variable damping valve orifice size selected and the damping rate.
H2-6
Front Suspensions
H02018
FIGURE 2-6. ACTUATOR 1. Output Shaft A: To Manifold Port A"“ B: To Manifold Port "B" C: To Manifold Port "C"
Actuator
FIGURE 2-7. STEERING SENSOR
The actuator (Figure 2-6) is mounted on the damping selector valve body on the front side of each front suspension. Hydraulic oil applied to port “A”, “B” or “C” (as determined by the suspension controller and the manifold solenoids) rotates the output shaft (1), rotating the orificed shaft inside the valve body to provide the requested suspension damping rate.
1. Sensor Wheel 2. Sensor
3. Steering Control Valve
Steering Sensor The steering sensor (Figure 2-7) is mounted at the base of the steering column. A 25-tooth, notched wheel (1) rotates with the steering column as the steering wheel is turned. A magnetic (non-contact) switch (2) mounted at the periphery of the wheel closes when a tooth approaches the switch and opens when a notch is aligned with the switch. The steering sensor provides a digital input signal to the suspension controller. The frequency of this signal allows the suspension controller to determine whether the operator is steering the truck and if so, how fast he is turning the steering wheel. This information (in addition to various other inputs) allows the controller to change suspension damping rates.
H02018
Front Suspensions
H2-7
Suspension Removal The suspension cylinders require 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. 1. Park unloaded truck on hard level surface. Block wheels and apply parking brake. Refer to Section G, Front Tire and Rim, and to Front Wheel Hub, to remove front wheel, tire and front wheel hub. 2. Remove cover from top of suspension. If equipped with payload meter or variable rate suspension, disconnect wire lead from sensor.
FIGURE 2-9. STEERING LINKAGE REMOVAL Turning the complete valve assembly more than three turns may result in the valve assembly being forced out of the suspension by the gas pressure inside. NOTE: If oil is discharged with the gas, tighten the valve slightly so only the gas will be discharged. 3. Wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening discharge plug (2, Figure 2-8) no more than one turn. After all nitrogen pressure has been relieved, tighten the valve to 4.5 ± 0.5 kg.m (33 ± 4 ft.lbs.).
1. Tie Rod 2. Pin 3. Elbow
4. Grease Tubes 5. Pin 6. Steering Cylinder
NOTE: If equipped with a pressure sensor, refer to Oiling and Charging Procedures in this section, for discharging nitrogen gas. 4. Remove the brake hoses. 5. Remove grease tubes (4, Figure 2-9) and elbows (3). 6. Remove pins (2) and (5) and tie rod (1). 7. Remove steering cylinder rod (6). 8. Remove capscrews (2, Figure 2-10) and lockwashers (3) by rotating the knuckle arm. 9. Steer the knuckle arm to straight ahead position. Place a jack under the king pin and raise up.
FIGURE 2-8. VALVE AND PLUG LOCATION 1. Air Bleed Valve 2. Discharge Plug
H2-8
3. Charging Valve
Front Suspensions
H02018
Suspension Installation 1. Clean all paint or protective coating from mounting surface of suspension. Assure that mount surfaces of suspension and A-frame are smooth and free of any oil.
The suspension weighs approximately 1850 kg (4080 lbs.). Be certain that lifting device is of adequate capacity. 2. Attach lifting device to suspension housing and raise into position on A-arm (1, Figure 2-10). Install top cylinder pin (2, Figure 2-11.) with a spacer on each side of the suspension. 3. Install capscrews (2, Figure 2-10) and lockwashers (3). 4. Connect steering cylinder rod (6, Figure 2-9) to knuckle with pin (5). 5. Connect tie rod (1) to knuckle with pin (2). 6. Install elbows (3) and grease tubes (4). 7. Connect brake hoses.
FIGURE 2-10. STEERING KNUCKLE 1. A-Arm 2. Capscrews
8. Install front hub, wheel and tire. Refer to Section G for installation procedures.
3. Lockwashers
9. After installation of suspension, it will be necessary to check oil level and charge with nitrogen gas. Refer to Oiling and Charging Procedure in this section.
The suspension weighs approximately 1850 kg (4080 lbs). Be certain that lifting device is of adequate capacity.
10. Sling suspension to a suitable lifting device that can safely carry 1850 kg (4080 lbs). See Figure 2-11. 11. Remove pin (2) and two spacers and move suspension away from frame.
FIGURE 2-11. FRONT SUSPENSION 1. Suspension Cylinder
H02018
Front Suspensions
2. Cylinder Pin
H2-9
Disassembly
Inspection
NOTE: Repair procedures for the basic suspension assembly used with the 3-mode automatic suspension control system and the standard suspension are identical. Refer to Damping Valve Repair for the appropriate repair procedure for the 3mode or standard system damping controls.
If scratches or scores are found in housing or on suspension tube, contact a Komatsu distributor for additional information regarding repair services or factory recommended repair procedures.
If available, the suspension should be mounted in a roll-over stand to retain the assembly and allow repositioning during disassembly and reassembly procedures.
Clean all components thoroughly. Lightly coat all Orings, backup rings, seals and wiper with petroleum jelly or suspension oil.
1. Remove top suspension cover.
Assembly
1. Install wear ring (9, Figure 2-13) to cylinder rod (8).
2. Remove charging valve (3, Figure 2-13) and discharge valve (4).
NOTE: In the following steps, use care not to deform the bushings during installation.
3. Remove flange mounting bolts (2) and air bleed plug (5).
2. Press bushing (13) in flange (7), and install seal (12).
4. Raise cylinder rod assembly out of housing with plate (6), retainer (1), and flange (7) installed.
3. Press bushing (10) to retainer (1), and install dust seal (11).
5. Remove plate, retainer, and flange from rod assembly.
4. Install wear ring (9) to rod assembly (8).
6. Remove dust seal (11) and bushing (10) from retainer. 7. Remove seal (12) and bushing (13) from flange. 8. Remove wear ring (9) from cylinder rod (8).
5. Install flange (7), retainer (1), and plate (6) on cylinder rod. 6. Position suspension housing upright. Fill cylinder with oil. Refer to Oiling And Charging Procedures in this section for oil specifications. (Final oil level is determined after the suspension is installed on the truck.) 7. Lift the cylinder rod assembly and install into the cylinder housing. NOTE: When installing the rod assembly in the cylinder, if the rod assembly is inserted too far, the oil will spurt out. If this occurs, do not attempt to insert rod further into housing. 8. Refer to Figure 2-12. Coat the entire mating face "A" of flange (2) and retainer (1) with a thin layer of Liquid Gasket LG-5. Do not allow sealant to contact seal bore area "B". 9. Secure flange (7, Figure 2-13), retainer (1), and plate (6) to cylinder with capscrews (2). Tighten to 39 kg.m (282 ft. lbs.). 10. Install air bleed plug (5), discharge valve (4) and charging valve (3). Tighten each item to 4.5 ± 0.5 kg.m (33 ± 4 ft. lbs.). 11. Install cover on top of suspension.
FIGURE 2-12. LIQUID GASKET SEAL AREA 1. Retainer 2. Flange
H2-10
A - Sealant Area B - No Sealer in this area
Front Suspensions
H02018
FIGURE 2-13. FRONT SUSPENSION ASSEMBLY 1. Retainer 2. Capscrew 3. Charging Valve 4. Discharge Valve
H02018
5. Air Bleed Plug 6. Plate 7. Flange 8. Rod Assembly
Front Suspensions
9. Wear Ring 10. Bushing 11. Dust Seal 12. Seal 13. Bushing
H2-11
DAMPING VALVE REPAIR
If damping valve repairs are being performed with the suspension assembly mounted on the truck, BE CERTAIN ALL NITROGEN PRESSURE HAS BEEN RELEASED prior to removing components. (Refer to Suspension Removal, steps 1 through 3 for the proper procedure.) Use a jack under the truck frame to prevent the suspension from retracting. Damping Valve (Fixed Rate) Disassembly 1. Remove tube (1, Figure 2-14). Be prepared to catch the oil that will run out; approximately 63 liters (17 gal). 2. Remove four capscrews attaching valve body (2) to the suspension, and remove the valve. 3. Orifice plate assembly (3) should be taken out as a complete unit. 4. Remove bolt (4), then remove stopper plate (5), plate (6), oblong leaf springs (7) circular leaf springs (8) from orifice plate (9). 5. Remove pin (10) from orifice plate (9). Assembly 1. Install pin (10, Figure 2-14) to orifice plate (9). NOTE: In the following step, assemble each oblong leaf spring (7) and circular leaf spring (8) with the chamfered side facing orifice plate (2). 2. Assemble circular leaf springs (8), oblong leaf springs (7) along with plates (9), (6), and (5). Secure together with capscrew (4), and tighten to 6.75 kg.m (49 ft. lbs.) 3. Install orifice plate assembly (3) to valve body (2). Tighten capscrews to 6.75 kg.m (49 ft. lbs.). 4. Fit O-ring and install valve body (2) to suspension unit. Coat capscrew threads with Three Bond TB1374. Tighten capscrews to 28.5 kg.m (206 ft. lbs). 5. Using new O-rings, install tube (1). Tighten capscrews to 11.25 kg.m (81 ft. lbs.). 6. If damping valve repairs have been performed while suspension is still mounted on the truck, fill suspension assembly with oil and recharge with nitrogen. Refer to Oiling and Charging Procedure, Section H4.
H2-12
FIGURE 2-14. DAMPING VALVE 1. Tube 2. Valve Body 3. Orifice Plate Assembly 4. Capscrew 5. Stopper Plate
Front Suspensions
6. Plate 7. Oblong Leaf Spring 8. Circular Leaf Spring 9. Orifice Plate 10. Pin
H02018
If damping valve repairs are being performed with the suspension assembly mounted on the truck, BE CERTAIN ALL NITROGEN PRESSURE HAS BEEN RELEASED prior to removing components. (Refer to "Suspension Removal", steps 1 through 3 for procedure.) Use a jack under truck frame to prevent suspension from retracting. Damping Valve/Actuator (3-Mode Damping Rate) 1. Remove plug (4, Figure 2-15) and allow oil to drain from suspension. Be prepared to contain approximately 63 liters (17 gal) of oil. 2. Remove protective cover and cover mounting bracket from actuator (1).
FIGURE 2-15. VALVE BODY / ACTUATOR
3. Remove actuator (with key) from flange (11). Be certain key (14) does not drop out of shaft slot during removal.
1. Actuator 2. Capscrew 3. Capscrew 4. Plug 5. Orifice Plate 6. O-Ring 7. Shaft
4. Remove tube (1, Figure 2-14). 5. Remove capscrews (2, Figure 2-15) and flange (11) from valve body. 6. Remove shaft (7) and bearing (8). 7. Remove packing (12). If bushing is worn and requires replacement, use a tool of the proper size to press bushing out of housing.
8. Bearing 9. O-Ring 10. Backup Ring 11. Flange 12. Packing 13. Bushing 14. Key
Cleaning and Inspection
8. Remove O-ring (9) and backup ring (10).
1. Clean parts thoroughly and inspect for excessive wear or damage.
9. Remove capscrews (3) and remove valve body from suspension.
2. Discard packing (12, Figure 2-15), O-Ring (9), and backup ring (10).
10. The orifice plate assembly (5) should be taken out as a complete unit.
3. Check bearing (8) for smooth operation. Replace if galling, pitting etc. is evident.
11. Remove bolt through center, then remove stopper plate (5, Figure 2-14), plate (6), oblong leaf springs (7) circular leaf springs (8) from orifice plate (9).
4. Check circular (6) and oblong (4) leaf springs for wear, cracking etc.
12. Remove pins (10) from orifice plate (9).
Assembly 1. Install pins (10, Figure 2-14) to orifice plate (9). NOTE: In the following step, assemble each oblong (7) and circular (8) leaf spring plate with the chamfered side facing orifice plate (2). 2. Assemble circular leaf springs (8), oblong leaf springs (7) along with plates (9), (6), and (5). Secure together with capscrew (4), and tighten to 6.75 kg.m (49 ft. lbs.). 3. Install orifice plate assembly (5, Figure 2-15) to valve body. Tighten capscrews to 6.75 kg.m (49 ft. lbs.).
H02018
Front Suspensions
H2-13
4. Using a new O-ring (6) between the suspension and valve body, install valve body assembly. Coat capscrew (3) threads with Three Bond TB1374 and insert. 5. If bushing (13) is being replaced, press new bushing into flange using a 28 mm (1.10 in) O.D. Tool. 6. Install new packing (12). 7. Press outer (fixed) race of bearing (8) into flange (11) using a 52 mm (2.04 in) O.D. tool. Note: Install bearing ball retainer with lip toward outer (fixed) race. 8. Install inner race on shaft (7). Carefully insert shaft into flange. 9. Pack bottom of shaft cavity with Lithium grease No. 2 (G2-LI) as shown in Figure 2-16. 10. Using a new O-ring (9, Figure 2-15) and backup ring (10), install flange assembly into valve body. Coat capscrew (2) threads with Three Bond TB1374. Tighten capscrews (2 & 3) to 28.5 kg.m (206 ft. lbs.). 11. Pack end of shaft area with Lithium grease No. 2 (G2-LI) as shown in Figure 2-16. Coat actuator-to-flange mating surface with Liquid Gasket, LG-5 as shown.
FIGURE 2-16. GREASE & SEALANT APPLICATION AREAS
12. Insert key (14) in actuator shaft slot. Align key with shaft (7) and slide actuator into shaft. Assemble actuator and cover bracket to valve body. Tighten the four actuator body capscrews to 1.0 kg.m (7.2 ft. lbs.) torque. Tighten the four bracket capscrews to 6.75 kg.m (49 ft. lbs.). 13. Coat plug (4, Figure 2-15) threads with Liquid Gasket (LG-5) and install in valve body. Tighten plug to 42.0 kg.m (305 ft. Lbs.). 14. Insert new O-rings in tube (1, Figure 2-14) flanges and install on valve body and suspension. Insert capscrews and tighten to 11.25 kg.m (81 ft. lbs.). 15. Install cover over actuator assembly. 16. Refill suspension with oil and charge with nitrogen. Refer to Oiling and Charging Procedures, Section H4.
H2-14
Front Suspensions
H02018
SECTION H3 REAR SUSPENSION INDEX
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 REAR SUSPENSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 SUSPENSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7 REAR SUSPENSION SPHERICAL BEARING REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
H03017
Rear Suspensions
H3-1
NOTES
H3-2
Rear Suspensions
H03017
REAR SUSPENSION The 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 truck frame and a suspension rod attached to the final drive center case. The rear axle housing is supported on the frame with two radius rods at the bottom, two rods at the top, and two suspension cylinders. They are attached with spherical bearings. The load and motive force are transmitted through the top and bottom rods. The upper rods also keep rear axle housing at vehicle center.
REAR SUSPENSION ASSEMBLY Each rear suspension cylinder contains a charging valve (1, Figure 3-1) and a discharge plug (7). The charging valve is used for nitrogen charging and the discharge plug for relieving nitrogen pressure. On vehicles equipped with the Payload Meter system, the discharge plug is replaced with a pressure sensor assembly. Refer to Oiling and Charging Procedures this section, for proper charging and discharging instructions. The 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. If the vehicle is equipped with the payload meter system, both rear suspension cylinders will have a pressure sensor in place of the discharge plug. FIGURE 3-1. REAR SUSPENSION ASSEMBLY 1. Charging Valve 2. Cylinder 3. Flange 4. Retainer
H03017
Rear Suspensions
5. Rod 6. Ball 7. Discharge Plug
H3-3
SUSPENSION OPERATION The suspension cylinder functions both as a shock absorber and a spring. When a fixed amount of oil is sent from oil area (6, Figure 3-2) through orifices (3) and (4) to cavity (5), the oil flow is restricted by the orifices and a shockabsorbing effect is obtained.
• Retracting action: When the truck is traveling and it hits a bump or object on the road, the wheels are pushed up, and the cylinder rod is pushed inside the cylinder.When this happens, the nitrogen gas inside area (2) is compressed, the oil in area (6) is sent through both orifices (3) and (4) to cavity (5), and the cavity is filled quickly.
• Extending action: After the truck has passed over any bump or object on the road surface, the cylinder is pulled down by the weight of the wheels and axle and pushed down by the pressure of the nitrogen inside area (2). As a result, the amount of oil in cavity (5) is reduced, and pressure is applied to the oil remaining in the cavity. This pressurized oil closes orifice (3) with check ball (8), and is sent to area (6) through only orifice (4). The flow of oil passing through the orifice is controlled so that it is slower than during retraction. In this way, the amount of oil returning to area (6) is restricted to provide a shock absorbing effect.
FIGURE 3-2. REAR SUSPENSION 1. Charging Valve 2. Nitrogen Gas Area 3. Orifice 4. Orifice 5. Cavity
H3-4
Rear Suspensions
6. Oil Area 7. Cylinder Rod 8. Check Ball 9. Discharge Plug
H03017
Installation
Removal 1. Park unloaded truck on hard level surface. Block wheels and apply parking brake.
1. Attach lifting device to suspension. Suspension weighs approximately 500 kg (1100 lbs.).
2. Raise and support the rear of the frame of the truck for rear suspension removal and installation. 3. Wearing face mask or goggles, crack open discharge plug and discharge nitrogen pressure from suspension. If oil escapes with the nitrogen, tighten plug slightly. Tighten discharge plug after all nitrogen is released from suspension. 4. Remove suspension lower retainer bolt and mount pin (2, Figure 3-3).
The suspension weighs approximately 500 kg (1100 lbs.). Be certain lifting device is of adequate capacity. 2. Position suspension on truck and install upper mount pin (1, Figure 3-3) and spacers and pin retaining capscrew. 3. Install lower mount pin (2) and spacers. Install pin retaining capscrew.
The suspension weighs approximately 500 kg (1100 lbs.). Be certain lifting device is of adequate capacity.
4. After installation of suspension, it is necessary to check oil level and charge with nitrogen gas. Refer to "Suspension Oiling and Charging Procedure", this section.
5. Attach lifting device to suspension. Suspension weighs approximately 500 kg (1100 lbs.). 6. Remove retaining capscrew and top mount pin (1, Figure 3-3) and spacers. Remove suspension from truck. 7. Retract rod and move suspension to work area.
FIGURE 3-3. REAR SUSPENSION 1. Top Pin 2. Lower Pin
H03017
3. Suspension Cylinder
Rear Suspensions
H3-5
Disassembly 1. If available, mount the suspension assembly in a roll-over stand. Position the assembly upright. 2. Remove cover (6, Figure 3-5). 3. Remove the charging valve (18) and discharge plug (1) from suspension and drain oil from cylinder. 4. Rotate the assembly to position the flange assembly on top. Remove flange mounting capscrews (9) and washers (10). 5. Using a suitable lifting device, raise cylinder rod (1, Figure 3-4) with plate (3), retainer (2) and flange (4), still installed. Remove rod assembly from cylinder (5). 6. Remove plate, retainer, and flange from rod assembly. 7. Remove U-packing (3, Figure 3-6) and bushing (2) from flange (1). 8. Remove dust seal (2, Figure 3-7) from retainer (1). 9. Remove the wear ring (2, Figure 3-8) from the cylinder rod (1).
FIGURE 3-5. SUSPENSION ASSEMBLY
FIGURE 3-4. ROD ASSEMBLY REMOVAL 1. Cylinder Rod 2. Retainer 3. Plate
H3-6
4. Flange 5. Cylinder
1. Discharge Plug 2. Cylinder 3. Wear Ring 4. Flange 5. Clamp 6. Cover 7. Packing 8. Bushing 9. Capscrew 10. Washer
Rear Suspensions
11. Plate 12. Rod 13. Seal 14. Retainer 15. O-Ring 16. Backup Ring 17. Bushing 18. Charging Valve 19. Spherical Bushing
H03017
FIGURE 3-8. ROD AND WEAR RING 1. Cylinder Rod
6. Install retainer (14) over rod.
FIGURE 3-6. FLANGE COMPONENTS 1. Flange 2. Bushing
2. Wear Ring
7. Install temporary plugs in charging valve and discharge plug ports.
3. U-Packing
8. With cylinder positioned vertically, fill the inside of cylinder housing with SAE 10W diesel engine oil.
Assembly NOTE: Clean all parts thoroughly. Lightly coat all Orings, backup rings, seals and wipers with petroleum jelly or suspension oil.
1. Install wear ring (2, Figure 3-8) on rod (1). 2. Install bushing (2, Figure 3-6) and U-packing (3) in flange (1). 3. Install seal (2, Figure 3-7) in retainer (1).
9. Lift cylinder rod assembly and install into cylinder housing. NOTE: When installing the rod assembly into the cylinder, if the rod assembly is inserted too far, the oil will spurt out. If this occurs, do not attempt to insert rod further into housing. 10. Refer to Figure 3-9. Coat the entire mating face "A" of flange (2) and retainer (1) with a thin layer of Liquid Gasket LG-5. Do not allow sealant to contact packing bore area "B".
4. Install backup ring (16, Figure 3-5) and O-ring (15) in groove in flange. 5. Install flange (4) over rod (12).
FIGURE 3-7. RETAINER AND SEAL FIGURE 3-9. LIQUID GASKET SEAL AREA 1. Retainer
H03017
2. Dust Seal
1. Retainer 2. Flange
Rear Suspensions
A - Sealant Area B - No sealer in this area
H3-7
11. Secure flange, retainer, and plate to cylinder with capscrews (9, Figure 3-5) and washers (10). Tighten to standard torque. 12. Install charging valve (18, Figure 3-5) and discharge plug (1). Tighten to 4.5 ± 0.5 kg.m (33 ± 4 ft.lbs). NOTE: The charging valve and discharge plug can be installed in either port.
REAR SUSPENSION SPHERICAL BEARING REPAIR NOTE: If either top (19, Figure 3-5) or bottom spherical bearings are to be replaced with the suspension mounted on truck, be sure truck frame is securely supported. Refer to Suspension Removal and Installation for procedure. Securely support suspension as bearing is being removed and installed.
13. Install cover (6). Disassembly 1. Remove retaining ring from mounting eye of housing or tube. 2. Remove bearing (18, Figure 3-5).
Inspection 1. Inspect spacers and mounting eye bearing bores for damage. Inspect retainer ring grooves. Repair or replace as necessary. 2. Inspect mount pin. Replace pin if worn or damaged.
Assembly 1. Install retainer ring in groove. 2. Press spherical bearing in mount eye bore. 3. Install remaining retaining ring. 4. Refer to Suspension Installation. 5. Be sure grease is applied to bearing before operating truck. 6. After suspension is installed on truck, it may be necessary to charge suspension with nitrogen. Refer to Suspension Oiling and Charging procedure, this section.
H3-8
Rear Suspensions
H03017
SECTION H4 OILING AND CHARGING PROCEDURES INDEX
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8 Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9 Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-12 Length Adjustment - Front And Rear Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-13
H04017
Oiling and Charging Procedures
H4-1
NOTES
H4-2
Oiling and Charging Procedures
H04017
OILING AND CHARGING PROCEDURES GENERAL These procedures detail the oiling and charging of the front and rear suspensions. Suspensions which have been properly charged will provide improved handling and a better ride while improving the service life of the suspensions, the truck main frame, and other main components. NOTE: Inflation pressures and oiling/charging dimensions are calculated for original truck gross vehicle weight (GVW). Any accumulation of dirt/mud/ debris on the truck or in the body must be removed before starting these procedures. Additions to truck weight (tailgates, water tanks, etc.) must be considered part of the payload. Keeping the truck GVW within the specification will result in a better ride and will extend the service life of the truck main frame and suspensions. Proper charging of suspensions requires three basic conditions be established in the following order:
Equipment List 1. Service Kits: a. EC6027 Oil Charging Kit (Figure 4-5) b. EC3331Nitrogen Charging Kit (Figure 4-6) 2. Jacks and/or overhead crane 3. Spacers (two) for oiling height; 95 mm (3.7 in.) 4. Oil (SAE 10W) 5. Dry nitrogen (See Nitrogen Specifications Chart) NITROGEN GAS SPECIFICATIONS Nitrogen gas used in suspension cylinders must meet or exceed CGA Specification G-10.1 for Type 1, Grade F Nitrogen Gas.
PROPERTY Nitrogen Water Dew Point Oxygen
VALUE 99.9% Min. 32 PPM Max. -55°C(-68°F) Max. 0.1% Max.
1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct, and this dimension be maintained during nitrogen charging. 3. Nitrogen charge pressure must be correct. For best results, suspensions must be charged in pairs (fronts together and rears together). NOTE: Setup dimensions specified in the charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions will change.
All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety notes, CAUTIONS, and WARNINGS in these procedures to prevent accidents during servicing and charging.
It is extremely important to properly maintain oil and nitrogen levels on the suspension cylinders. The oil is not only used to provide dampening, but also to lubricate internal parts. If an oil leak is present, it must be repaired immediately. Excess nitrogen charging will not compensate for an oil leak. The lack of oil will cause excess friction in the cylinder leading to suspension cylinder failure.
H04017
Oiling and Charging Procedures
H4-3
FRONT SUSPENSION
Front Suspension Oiling
1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and block the wheels. 2. Check that the bottom of each cylinder cover is within the range designated by the arrows (Figure 4-1) signifying correct nitrogen charge. 3. If each suspension is within the area indicated by the arrows, no service is necessary for the front suspensions. See NOTE below. If a suspension is not within the area indicated by the arrows, the front suspensions will have to be serviced.
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.
NOTE: The oil level must be checked: • Before charging or adding nitrogen. • When there are signs of oil leakage. • After rebuild/repair and installed on the truck
the
suspension
.
is
A common mistake when performing oiling procedures is the failure to recognize and/or properly react to oil that contains trapped nitrogen or "foamy oil". Oil, such as this, is common when the truck has recently been operating and the suspension oil and gas haven’t been allowed to settle and separate. This condition needs to be handled properly to ensure that the suspension receives the proper amount of oil. Failure to do so may cause a low oil level resulting in premature component wear. Premature bearing and seal wear can, in many cases, be attributed to this occurrence. If the truck has been operating, allow time for the oil and nitrogen gas to separate. This may take several hours. Alternatively, foamy oil can be purged from the cylinder during oiling.
FIGURE 4-1. FRONT SUSPENSION HEIGHT
Each suspension is equipped with a charging valve (3, Figure 4-2), air bleed valve (1) and a discharge plug (2) or a pressure sensor assembly. The pressure sensor assembly is used if the truck is equipped with the payload meter and/or the variable rate suspension. The pressure sensors are fitted in place of the discharge plug. If equipped with a pressure sensor, disconnect the sensor wiring harness before continuing. 1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and block the wheels. 2. Remove the outside suspension covers and thoroughly clean the area around charging valves (3, Figure 4-2). 3. Place a hydraulic jack (1, Figure 4-3) under the main frame, and raise the jack until it contacts the frame.
H4-4
Oiling and Charging Procedures
H04017
4. While wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening discharge plug (2, Figure 4-2) one revolution. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-4) one revolution. (DO NOT exceed one revolution). NOTE: When releasing the nitrogen gas, there is danger that releasing the gas from the valve core of charging valve (3, Figure 4-2) will damage the valve core. Therefore, remove the gas by loosening discharge plug (2) or sensor valve assembly (2, Figure 4-4).
Loosening the discharge plug (pressure sensor valve) more than three revolutions may result in the component being forced out of the suspension by the gas pressure inside. DO NOT exceed one revolution. When discharging the nitrogen pressure (on units equipped with pressure sensors), only loosen valve assembly (2, Figure 4-4). Do not loosen pressure sensor (3). Wear a face mask or goggles while relieving nitrogen pressure. NOTE: If oil is discharged with the gas, tighten the discharge plug (or pressure sensor) slightly so only the gas will be discharged. If this is not possible, the foamy oil will need to be purged from the suspension during the oiling procedure, prior to charging.
FIGURE 4-2. VALVE AND SENSOR LOCATION 1. Air Bleed Valve 3. Charging Valve 2. Discharge Plug (Pressure Sensor)
FIGURE 4-3. OIL HEIGHT 1. Jack (50 ton min.) 2. Frame
A: 97 ± 3 mm (3.8 ± 0.12 in.)
5. Adjust the hydraulic jack (1, Figure 4-3) so that dimension "A" of the cylinder is 97 ±3 mm (3.8 ± 0.12 in.). 6. After all nitrogen pressure has been relieved, close discharge plug (6, Figure 4-5) (or sensor valve assembly, if equipped).
FIGURE 4-4. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly
3. Sensor
7. Remove charging valve (5), and install fitting (4).
H04017
Oiling and Charging Procedures
H4-5
8. Install adapter (3) to fitting (4), then connect hose and oil pump. NOTE: Discharge plug/pressure sensor (6) must be installed, and the air bleed valve (7) must be loose to insure there are no air pockets inside the suspension. 9. Loosen air bleed valve (7), then pump oil into the cylinder until no air bubbles or foamy oil is discharged from air bleed valve hole (8).
Front Suspension Nitrogen Charging
Dry nitrogen is the only gas approved for use in 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. Refer to Nitrogen Gas Specifications at the beginning of this chapter. 1. Remove the caps from charging valves (3, Figure 4-2).
NOTE: Before installing regulator (11, Figure 4-6, blow out the cylinder connector with nitrogen gas at 10 kg/cm2 (140 psi) or more, to clean out all dirt or dust. (Dirt or dust in the system can cause suspension failures.) 2. Connect the regulator to the nitrogen cylinder. Open the valve on the gas cylinder, and check the pressure reading on regulator gauge (1).
FIGURE 4-5. OIL CHARGING KIT (EC6027) 1. Hose 2. Connector 3. Adapter 4. Fitting 5. Charging Valve
6. Discharge Plug (Pressure Sensor) 7. Air Bleed Valve 8. Air Bleed Hole 9. Oil Pump Lever 10. Oil Pump
10. When no air bubbles or foamy oil is discharged, tighten air bleed valve (7) to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.). 11. Remove discharge plug (pressure sensor valve assembly) (6), then operate the oil pump until no air bubbles or foamy oil is discharged from the plug hole. 12. After all air and/or foamy oil is discharged, install and tighten the discharge plug (pressure sensor valve assembly) to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.).
NOTE: The internal pressure of the gas cylinder must be substantially higher than the suspension charging pressure (refer to the chart in Figure 4-7). 3. Install the nitrogen charging kit to the suspensions, as shown in Figure 4-6. 4. Turn the handle of regulator (11) slowly clockwise. Adjust the pressure, shown on gauge (2), to the required charging pressure (refer to the chart in Figure 4-7). Then, open valves (3 & 4, Figure 4-6) to fill the suspension cylinders with nitrogen gas. 5. Fill the left and right cylinders at the same time. Verify the required charging pressure on gauge (10) by closing valve (4). 6. When the left and right cylinders reach the specified length as shown in Figure 4-7, close valve (4, Figure 4-6) to stop the flow of nitrogen gas. Turn the handle of regulator (11) counterclockwise to close the valve.
13. After filling with oil, remove the oil pump and fittings, then install charging valve (5) and tighten the valve to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.).
H4-6
Oiling and Charging Procedures
H04017
FIGURE 4-7. FRONT SUSPENSION
FIGURE 4-6. NITROGEN CHARGING KIT (EC3331) 1. Nitrogen Cylinder Gauge 2. Charging System Gauge 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Connection Valve w/EC2253 Adapter Installed 6. Valve "T" Handle 7. Discharge Plug 8. Air Bleed Valve 9. Manifold 10. Charging Pressure Gauge (Suspensions) 11. Regulator Valve (Nitrogen Pressure) 12. Dry Nitrogen Gas (see Nitrogen Gas Specifications at the beginning of this chapter) NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N.
DIMENSION
CHARGING HEIGHT
CHARGING PRESSURE
FRONT "A"
287 ± 10 mm (11.3 ± 0.4 in.)
28.1 kg/cm2 (400 psi)
Dimension "A" is measured from the top of the cover to the top of the suspension cylinder plate. Do not include capscrews in measurement. Removal of an access panel on the top cover is required. NOTE: Setup dimensions specified in the charts must be maintained during oiling and charging procedures. However, after truck has been operated, these dimensions may vary. After charging suspensions, operate empty truck over a short course and then park truck on a level surface. Record dimensions again and save for periodic reference.
7. Turn handle (6) on valve adapter (5) fully counterclockwise to close the charging valve. Then, remove the charging equipment, the hydraulic jack, and install the suspension covers. 8. Install the caps and O-rings onto charging valves (3, Figure 4-2).
H04017
Oiling and Charging Procedures
H4-7
REAR SUSPENSION General Information If the rear suspension is being filled with oil while installed on the truck, the angle in which the rear suspension is positioned coupled with the location of the charging valve port results in a significantly large volume of air being trapped inside the suspension. This has the effect of lowering the oiling height since the rear suspension can not be filled with the correct amount of oil. To compensate for this, all HD1500/ 530M rear suspensions being filled with oil while installed on the truck should use the new "Installed On Truck" oiling heights listed in Table 1. When the suspension is in a vertical position while off the truck, the oiling height will be different. All rear suspensions being filled with oil while off the truck should use the "On Bench" oiling heights listed in Table 1. Additionally, all HD1500 trucks beginning at serial number A30053 were built with a new rear suspension assembly (EJ6044) that utilizes a shorter rear suspension housing (1, Figure 4-11). The performance characteristics of this suspension can be improved by reducing the amount of oil in the cylinder to a new specification. The new rear suspensions can be identified by measuring the length of housing (1). The new housing is approximately 34 mm (1.3 in.) shorter than the previous housing. The new housing has an overall length of 510 mm (20 in.) from the surface adjacent to bearing retainer (2) to the top of the cap. The previous housing measured 544 mm (21.3 in.). See Table 1 for the new oiling heights for each version of the rear suspension.
Service personnel must be aware that the trucks in a fleet could have different sized suspensions, thus requiring different oiling and charging height dimensions. Also, during the lifetime of a truck, the original suspensions could be replaced by the newer suspensions (with the shorter housing), requiring different oiling and charging heights. The service technician must properly identify each rear suspension cylinder before performing any oiling or charging procedures. NOTE: The oiling block height has also changed. Refer to Table 1 for the approximate block height. Due to variances in frames and axle housings, one oiling block height will not be accurate for all trucks. Shims may also be required in addition to the block to aid during the oil filling procedure. The oiling height of the cylinder must always be determined by using Dimension A or C, only. The “final charging height” in Table 1 is for suspensions at normal operating temperature and must not be exceeded. After charging a cold suspension, operate the truck for several hours and check/adjust the charging height at normal operating temperature. If the suspensions are not checked/adjusted at normal operating temperature, the suspension height may be incorrect, possibly causing excessive driveline angles that could result in damage to powertrain components.
NOTE: Replacement parts for original suspensions (with the longer housing) are still available, as well as the complete suspension assembly.
NOTE: A short housing suspension can not be used with a long housing suspension on the same truck. The difference in oiling and charging heights would make it difficult to properly service each suspension, and could possibly cause premature suspension and/ or driveline failures.
H4-8
Oiling and Charging Procedures
H04017
Rear Suspension Oiling 1. Check whether dimension "A" (refer to Figure 411) on each suspension cylinder is within the specified value listed in Table 1. Refer to General Information for an explanation of listings in Table 1. If dimension “A” is within specifications, no service is necessary for the rear suspensions. See NOTE below. NOTE: The oil level must be checked; • Before charging or adding nitrogen. • When there are signs of oil leakage. • After repair/rebuilds. 2. If a suspension (Dimension “A”) is not within the specified value, the rear suspensions must be serviced.
Do not adjust/check oil level if the oil is foamy or contains air bubbles. If the oil is foamy or contains air bubbles, let the truck sit stationary for 34 hours to let the nitrogen separate from the oil. Otherwise, the oil will need to be purged and replaced with new oil. The wrong oiling height will be observed if the oil level is adjusted/ checked with foamy oil or with air bubbles present.
All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety notes, CAUTIONS and WARNINGS in these procedures to prevent accidents during servicing and charging. 1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and block the wheels. 2. Remove the outside suspension covers and thoroughly clean the area around charging valves (5, Figure 4-9). 3. Position the oiling spacer between the stopper and the axle housing as shown in Figure 4-8 (if on the truck). Dimension "A", Figure 4-11, must be equal to the proper dimension listed in Table 1. NOTE: Oiling block dimensions are listed in Table 1.
Oil Specification: . . . . . . .SAE 10W diesel engine oil Oil Quantity (approximate): . . . . . . . . . . Long housing - 31.4 Liters (8.3 Gallons) . . . . . . . . . . Short housing - 30.4 Liters (8.0 Gallons)
NOTE: Never fill a suspension cylinder with oil based on quantity alone. Oil quantities are given as reference, only. Always fill/adjust the oil level in the suspension cylinders based on the oiling height dimensions given in Table 1.
H04017
FIGURE 4-8. OILING BLOCK INSTALLATION 1. Oiling Block 2. Cylinder
Oiling and Charging Procedures
3. Dust Cover
H4-9
FIGURE 4-10. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly
3. Pressure Sensor
FIGURE 4-9. OIL CHARGING KIT (EC6027) 1. Hose 2. Connector 3. Adapter 4. Fitting 5. Charging Valve
6. Discharge Plug (Pressure Sensor) 7. Oil Pump 8. Dust Cover Band 9. Dust Cover
4. If equipped with a pressure sensor, disconnect the pressure sensor wire lead. NOTE: When releasing the nitrogen gas, there is danger that releasing the gas from the valve core of charging valve (5, Figure 4-9) will damage the valve core. Therefore, remove the gas by loosening discharge plug/pressure sensor valve assembly (6) one revolution.
H4-10
Oiling and Charging Procedures
H04017
Dimension "A" is measured from the retainer to the bottom of the cylinder rod. Do not measure from the capscrews or capscrew heads. Dimension "B" is measured from the housing surface (adjoining the bearing retainer) to the top of the cap. Dimension "C" is measured from the center line of the top pin to the center line of the bottom pin.
FIGURE 4-11. REAR SUSPENSION 1. Housing
2. Retainer
TABLE 1. REAR SUSPENSION OILING & CHARGING DIMENSIONS Long Housing (EG6924 or EJ5532) mm (inch) Housing Length (Dimension B)
Short Housing (EJ6044) mm (inch)
544 (21.3)
510 (20.0)
Installed On Truck
187 ± 3 (7.4 ± 0.1)
221 ± 3 (8.7 ± 0.1)
On Bench
120 ± 3 (4.7 ± 0.1)
154 ± 3 (6.1 ± 0.1)
Installed On Truck
1148 ± 3 (45.2 ± 0.1)
1148 ± 3 (45.2 ± 0.1)
On Bench
1081 ± 3 (42.6 ± 0.1)
1081 ± 3 (42.6 ± 0.1)
Dimension A
200 ± 10 (7.9 ± 0.4)
234 ± 10 (9.2 ± 0.4)
Dimension C
1161 ± 10 (45.7 ± 0.4)
1161 ± 10 (45.7 ± 0.4)
95 (3.7)
95 (3.7)
Oiling Height (Dimension A)
Oiling Height (Dimension C)
Final Charge Height (Operating Temperature) Approximate Oiling Spacer Height
H04017
Oiling and Charging Procedures
H4-11
Rear Suspension Nitrogen Charging
Turning the discharge plug (or pressure sensor valve) more than three revolutions may result in the component being forced out of the suspension by the gas pressure inside. DO NOT exceed one revolution. When discharging the nitrogen pressure (on units equipped with pressure sensors), only loosen valve assembly (2, Figure 4-10). DO NOT loosen pressure sensor (3). Wear a face mask or goggles while relieving nitrogen pressure. NOTE: If oil is discharged with the gas, tighten the valve slightly so only the gas will be discharged. If this is not possible, the foamy oil will need to be purged from the suspension during the oiling procedure, prior to charging.
Dry nitrogen is the only gas approved for use in 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. Refer to Nitrogen Gas Specifications at the beginning of this chapter. 1. Remove the caps from charging valves (5, Figure 4-9). NOTE: Before installing regulator (11, Figure 4-6), blow out the connector with nitrogen gas at 10 kg/ cm2 (140 psi) or more, to clean out all dirt or dust. (Dirt or dust in the system causes failures.) 2. Open the valve on the gas cylinder, and check the pressure at regulator gauge (1). NOTE: Internal pressure of the gas cylinder must be substantially higher than the suspension charging pressure, 19.2 kg/cm2 (273 psi).
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 the nitrogen. 5. While wearing face mask or goggles, discharge the nitrogen pressure from the suspension by loosening discharge plug (6, Figure 4-9) one revolution. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-10) one revolution. (DO NOT loosen more than one revolution). 6. After all nitrogen pressure has been relieved, remove the discharge plug (or sensor valve assembly, if equipped). 7. Remove charging valve (5, Figure 4-9), and install fitting (4). 8. Install adapter (3) to fitting (4), then connect the hose and the oil pump. 9. Operate the pump until no air bubbles or foamy oil is discharged from the plug hole. 10. After all air and/or foamy oil is discharged, install the discharge plug (or sensor valve assembly). 11. Tighten the discharge plug to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.).
3. Slowly turn the handle of regulator (11, Figure 4-6) clockwise, and adjust the pressure at gauge (2) to the required charging pressure, 19.2 kg/cm2 (273 psi). Open valves (3 & 4) to fill the suspension cylinders with nitrogen gas. 4. Fill the left and right cylinders at the same time. Verify required charging pressure at gauge (10). 5. When the left and right cylinders reach the specified length as shown in Figure 4-11, close valve (4) to stop the flow of nitrogen gas. Turn handle of regulator (11) counterclockwise to close off nitrogen flow. 6. When the left and right cylinders reach the specified length as shown in Figure 4-11 (Table 1), close valves (3 & 4, Figure 4-6) to stop the flow of nitrogen gas. Turn the handle on regulator (11) counterclockwise to close. 7. Turn handle (6) on valve adapter (5) counterclockwise to close the charging valve. After the valve is completely closed, remove the charging equipment. 8. Install the caps and O-rings onto the charging valves.
12. After the completion of oiling, remove the oil pump, and install charging valve (5). Tighten to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.).
H4-12
Oiling and Charging Procedures
H04017
Length Adjustment - Front And Rear Cylinders NOTE: Adjust the installed length of the cylinder with the truck empty and on level ground.
Depending on the ambient temperature, the gas in the suspension may expand or contract and the length of the cylinder will change. In locations where there are wide differences in temperature throughout the year, inspect the suspension height periodically and adjust to keep the length within the specified range shown in Figures 4-7 and 4-11 (Table 1). 1. To reduce the sliding resistance of the cylinder, drive the truck forward approximately 15 m (50 ft.) and stop suddenly, then drive in reverse to original position and stop suddenly again. Repeat this cycle 3-4 times, and finally, allow the truck to stop slowly without depressing the brake. Then measure the installed length. If equipped with variable rate damping, do not depress the service brake; use the retarder control lever to brake the truck.
H04017
2. If the result of the check shows that the length is too long, release nitrogen gas to adjust the length. Loosen the discharge plug (pressure sensor) no more than one revolution to release the nitrogen gas. When doing this, release only a small amount of gas; the cylinder should not move. If too much nitrogen gas is released and the cylinder moves, the installed length may be below the specified length. NOTE: Do not release nitrogen pressure by depressing the tip of the valve core. If the tip of the valve core is depressed, the valve core may be damaged. 3. After releasing nitrogen gas and adjusting the length, repeat Step 1 to check the installed length again. 4. Repeat the above Steps 1-4 to adjust the cylinder to the specified length. 5. Finally, check that there is no leakage of gas from the valve core, discharge plug (pressure sensor/valve assembly), and piston rod gland. 6. Use soapy water to check for leakage of gas. If there is any leakage of gas from the valve core, replace the valve core. The rear suspensions are now ready for operation. Visually check piston rod extensions both with truck loaded and empty. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering and suspension rebound should also be noted.
Oiling and Charging Procedures
H4-13
NOTES
H4-14
Oiling and Charging Procedures
H04017
SECTION J BRAKE CIRCUIT INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01031
Index
J1-1
NOTES
J1-2
Index
J01031
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 AUXILIARY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 RETARDING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 BRAKE SYSTEM ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-7
J02026 5/04
Brake Circuit
J2-1
NOTES
J2-2
Brake Circuit
5/04
J02026
BRAKE CIRCUIT The Model HD1500-5 truck is equipped with an allhydraulic actuated wet disc service brake system. A three caliper, disc type parking brake is located on the front of the final drive. The brake system utilizes oil provided by the brake/ steering pump from the front section of the hydraulic tank for brake application. During truck operation, front brake disc cooling oil is provided by a hydraulic pump driven by the transmission PTO gear case. The rear brake cooling oil is supplied by the pump supplying the front brake circuit along with oil returning from the hoist valve. The fundamental function of the service brake system is to provide the operator the control needed to stop the truck in a slow, modulating fashion in as short a distance as reasonably possible.
Outlined below are the functions Komatsu 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.
The following brake circuit description should be used in conjunction with the hydraulic brake system schematic, located in Section R.
The brake system consists of several major components: The foot operated dual circuit treadle valve, hydraulic operated relay valves, brake manifold and a Retard and Control Monitor (RCM) with lever assembly. The dual circuit treadle valve, Retard and Control Monitor and retard control lever are located in the cab. The remainder of the system, including the relay valves, brake manifold, two accumulators, and electrical components, are located in a weatherproof cabinet (Figure 2-1) to the right of the operator's cab. The hydraulic components cabinet is easily accessible for brake system diagnostic and service work. The brake manifold contains 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. There are four independent means of brake actuation on the truck:
• Provide secondary brake circuits such that any single brake system malfunction ensures the truck has sufficient stopping power.
• Service brake pedal
• Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease.
• Brake lock switch
• Retarder lever • Auxiliary brake
• A wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. • A spring applied park brake for holding, not stopping, the truck during periods other than loading or dumping. The parking brake remains effective when the engine is stopped and hydraulic system oil pressure is released. • A brake system that is easy to diagnose and service.
SERVICE BRAKE CIRCUIT This portion of the system provides the operator the precise control needed 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 provides apply pressure for the brakes on the front axle. The other supplies pressure to a relay valve to provide apply pressure for the brakes on the rear axle.
J02026 5/04
Brake Circuit
J2-3
FIGURE 2-1. HYDRAULICS COMPONENTS CABINET (Brake System Components Only, Cabinet Removed) 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Pressure Sensor, LH Rear 5. Relay Valve (Front) 6. Emergency/Auto Apply Pressure Switch 7. Shuttle Valve (Front Relay Valve)
J2-4
8. Front Brake Cutout Valve 9. Pressure Reducing Valve (PR) 10. Shuttle Valve (Rear Relay Valve) 11. Park Brake Pressure Switch 12. Low Brake Pressure Switch 13. Brake Lock Solenoid (SV1) 14. Park Brake Solenoid (SV2) 15. Emergency Apply Solenoid
Brake Circuit
16. Brake Manifold 17. Pressure Sensor, RH Rear 18. Relay Valve (Rear) 19. Proportional Pressure Control (Left) 20. Proportional Pressure Control (Right) 21. Accumulator Pressure Switch
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J02026
As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers fluid from its respective accumulator to the relay valve (5, Figure 2-1) for the front brakes and to the dual relay valve (18) for the rear brakes at a pressure proportional to both pedal position and force. The further the pedal is depressed, the higher the brake force, providing a very positive feel of control.
Regardless of the nature of location of a failure, sensing the lowest brake accumulator pressure assures two to four brake applications after the low brake warning indication and before automatic apply. This allows the operator the opportunity to safely stop the truck after the warning has turned on.
The brake system accumulators (1 & 3) have two functions; storing energy for reserve braking in the event of a failure and, provide rapid oil flow for good brake response.
PARKING BRAKE CIRCUIT
Depression of the brake pedal also actuates the proximity switch located in the treadle valve which sends a signal to the RCM. This signal actuates the stop and service brake indicator lights.
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)
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, accumulator and circuit regulator. The secondary system becomes whatever circuit(s) is operable after a failure. If the failure is a jammed treadle valve, the brake lock or auxiliary brake becomes the secondary system. The brake accumulators perform two functions; to provide rapid flow for good response and to store energy for secondary braking. Check valves assure this energy is retained should a failure occur in the brake system supply or an accumulator circuit. If a failure occurs in the pump, steering, or either brake accumulator circuit, a low brake pressure warning light (on the left hand instrument panel pod) will actuate and the central warning lamp will illuminate 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 relay for the front brakes and the dual relay valve for the rear brakes, applying all the brakes full on.
J02026 5/04
The parking brakes are spring applied and hydraulically released.
• Parking brake switch "ON" The parking brake solenoid (14, Figure 2-1) is deenergized. The oil pressure in the parking brake lines returns to tank and the springs in the parking brake will apply the brake. The parking brake pressure switch (10) will close, completing a path to ground, illuminating the parking brake light on the left hand monitor display pod at the instrument 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 spring cans for release.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 spring cans. 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 and the pressure reducing valve may allow leakage of the trapped oil to return back to tank, and eventually allow park brake application.
Brake Circuit
J2-5
If 24 volt power to the solenoid is interrupted, the park brake will apply. 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 (11, Figure 2-1) will close, completing a path to ground, illuminating the parking brake light on the left hand monitor display pod. The parking brake is also used in an emergency brake apply situation. If for any reason the brakes apply automatically or manually in an emergency, the three caliper parking brake will also apply at the same time.
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. By turning on the rocker switch on the shift console, a solenoid valve (13, Figure 2-1) and pressure reducing valve (9) will apply unmodulated pressure oil at 2000 psi (13.8 MPa) to fully actuate the rear brakes. A shuttle valve (10) in the rear brake line provides the independence from the brake valve for brake application.
AUXILIARY CIRCUIT The auxiliary circuit is also known as the emergency circuit. The truck is equipped with an emergency brake apply switch located on the instrument panel in the operator's cab. If the auxiliary brake switch is turned on, the circuit is completed for a signal to the RCM, and to the auxiliary apply solenoid mounted on the brake manifold in the hydraulic component cabinet. When the auxiliary apply solenoid (15, Figure 21) is energized, the automatic apply valve is activated and a pilot pressure is directed to the dual controller applying the brakes automatically. When the auxiliary switch closes, two other electrical signals are interrupted. One signal is for the front brake cutoff valve (8). With this signal removed, the front brakes will not apply. The other signal is for the parking brake circuit. With this signal removed from the SV1 solenoid (13), the parking brake will be in the applied position.
J2-6
RETARDING CIRCUIT The retarding circuit works in a manner similar to normal brake actuation. The difference is in the signal being generated at the steering column. When the retarder lever is applied it will remain in whatever position it is placed until it is returned to the OFF position. The movement of this lever produces an electrical signal that will vary in voltage. This signal is directed to the RCM and then on to two Proportional Pressure Control Valves (PPC) (19 & 20, Figure 2-1) located in the hydraulic cabinet just above the rear brake dual relay valve (18). The electrical signal will open the control valve and allow hydraulic pilot pressure to activate the rear brake dual relay valve which will then supply the necessary accumulator pressure to apply the brakes for retarding. The actual brake application from the dual relay valve is performed in the same manner as if the treadle valve were applied. Two pressure sensors (4 & 17, Figure 2-1) monitor hydraulic pressure in the right rear and left rear brake circuits, and send the signals to the RCM. Abnormal pressures will initiate a fault code in the RCM controller. Refer to Section D for additional information regarding the RCM controller.
WARNING CIRCUIT The brake warning circuit is equipped with several warning devices to warn an operator of impending problems. Warning lights on the left hand monitor display pod will illuminate if a problem occurs with low steering pressure or accumulator nitrogen precharge. If either or both of these lights are on, the central warning lamp will illuminate. "MOM" will also display a fault code indicating the exact problem, including the identification of the accumulator with the low pre-charge or broken wire. "MOM" will also display a course of action for the operator to follow.
• Low Steering Pressure Sensor Switch
Brake Circuit
The low steering pressure sensor switch is located in the bottom of the rear steering accumulator. When the system supply pressure drops below 1850 psi (12.8 MPa), the low steering pressure light, low brake pressure light and central warning lamp will turn on. At the same time fault code b0E2: Low Steering System Pressure and fault code b0F1: Low Brake Oil Pressure will appear in the "MOM" display along with an action code and instructions for the operator to follow.
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J02026
• Parking Brake Switch
• Low Brake Pressure Sensor Switch
The park brake switch is located on the center console. In the open position, the electrical circuit is interrupted and there is no electrical path to the parking brake solenoid (described below). Therefore, the solenoid is de-energized and the parking brake is applied. With the switch in the closed position, the solenoid is energized, allowing oil to flow to the parking brake and the brake is released. The parking brake switch is wired in series with the emergency brake switch. If the emergency brake switch is in the OFF position, a separate set of contacts for the park brake circuit is closed. This permits 24 VDC to the parking brake switch, to apply or release the parking brake. If the emergency brake switch is ON the emergency brake switch contacts are closed, but the other set of contacts for the park brake circuit are now open. This will remove the 24 VDC supply to the park brake switch which will then apply the parking brake regardless of the parking brake switch position. (This is intended for emergency operation.)
The low brake pressure sensor switch (12, Figure 2-1) is located on the brake manifold. When the accumulator with the lowest pressure falls below 1850 psi (12.8 MPa), the low brake pressure light and central warning light will turn on. At the same time fault code b0F1: Low Brake Oil Pressure will appear in the "MOM" display with an action code and instructions for the operator to follow. • Differential Pressure Switch The differential pressure switch is located on the dual controller valve (foot treadle). 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 sends a signal to the RCM. The differential pressure switch provides detection of faults such as a brake line rupture, poor brake valve tracking, line blockage, excessive brake displacement or air trapped in the system.
• Parking Brake Solenoid (SV2) The park brake solenoid (14, Figure 2-1) is a 24 VDC device mounted on the brake manifold inside the hydraulic component cabinet. The solenoid controls the oil flow to the parking brake circuit. If energized, it directs oil pressure into the parking brake circuit which will release the parking brake. When de-energized, the oil path to the parking brake circuit is open to tank, the pressure is released, and the parking brake is applied by spring pressure.
BRAKE SYSTEM ELECTRICAL COMPONENTS • Parking Brake Pressure Switch The parking brake pressure switch (11, Figure 21) is a normally closed pressure switch that will open with pressure exceeding 1250 psi (8.6 MPa). With the contacts normally closed in the pressure switch, the circuit is completed to ground. There is a signal coming from the transmission controller, which also has an input coming from the parking brake indicator light located on the left hand pod of the instrument panel. The indicator light receives 24 VDC and is wired into the transmission controller. If the parking brake is applied, the circuit is completed to ground through the transmission controller and the pressure switch and the light will illuminate. If the transmission controller, which has a circuit to the parking brake switch, senses an open circuit because the contacts have opened as a result of hydraulic pressure in the circuit for the parking brake, the completed circuit is now open and the indicator light will turn off indicating the parking brake has been released.
J02026 5/04
• Low Brake Pressure Switch
Brake Circuit
The low brake pressure switch (12, Figure 2-1) is a normally closed switch. If the brake circuit pressure is above 1850 psi (12.8 MPa) the contact will be held open and the path to ground is opened. The low brake pressure switch is at the end of the circuit coming from both the transmission controller and from the RCM. This signal is also directed from the RCM to the Powertrain Management Controller (PMC). The low brake pressure indicator light, left-hand monitor pod on the instrument panel, is connected to the PMC and will illuminate if the brake system oil pressure is not adequate for truck operation.
J2-7
• Accumulator Precharge Switches
• Emergency Apply Solenoid (SV3)
The accumulator precharge switches (2, Figure 2-1) are normally closed pressure switches located in the top of each brake circuit accumulator. The switches are used to sense the nitrogen pressure in the accumulators. The accumulators are precharged to 1400 psi (9.6 MPa). If that pressure falls below 850 psi (5.9 MPa), the contacts inside the pressure switch will revert back to their normally closed position. This will then provide a path to ground and complete the electrical circuit for the warning signal monitored by the transmission controller. The indicator light, located in the left hand monitor pod, will illuminate indicating low accumulator precharge. There is only one indicator light, but two pressure switches. It will be necessary to determine which accumulator is low during the accumulator nitrogen charging process.
This 24 VDC solenoid (15, Figure 2-1) is mounted on the brake manifold in the hydraulic cabinet. It is used in conjunction with the manual emergency apply switch. If the operator moves the emergency apply switch to the ON position the 24 VDC signal will be directed to the RCM and to the SV3 solenoid. When the solenoid is energized the oil flow from the low pressure sensing shuttle (LS) to the automatic apply valve is blocked, resulting in the application of the brakes. • Emergency/Automatic Apply Signal Pressure Switch A normally closed pressure switch (6, Figure 2-1) in the pilot circuit from the automatic apply valve to the PX port of the service brake controller. If the pressure in this pilot circuit reaches 1000 psi (6.9 MPa) or greater the contacts inside the switch will open. This opens the electrical circuit to the RCM indicating that the auto apply or emergency apply has been activated.
• Brake Lock Solenoid (SV1) The brake lock solenoid (13, Figure 2-1) is a 24 VDC solenoid located on the brake manifold in the hydraulic control cabinet. When energized, it applies the rear brakes only, usually at the shovel or the dump. When the solenoid is energized, it allows hydraulic pressure to flow to the PX port of the brake valve. This pilot pressure is used to apply the rear brakes of the truck.
• Emergency Brake Switch The emergency brake switch is located on the right side of the instrument panel, just below the right hand pod and is used for a manual application of the emergency brake system. This switch will apply both front and rear brakes and also the parking brake. The switch has three pairs of contacts. One pair, used for the emergency apply circuit, is open when the switch is OFF. A second pair is for the parking brake switch and solenoid (SV2) circuit. These contacts are normally closed when the emergency apply circuit is OFF. However, when the emergency brake switch is activated, the voltage is removed from the circuit, solenoid SV2 is de-energized, and the parking brake will be applied by spring pressure as oil flows out of the parking brake through SV2 to return to tank. The third pair of contacts supply voltage to the front brake cut-out valve. If the valve is receiving 24 VDC, the front brakes are disabled and only the rear brakes are applied. The contacts are closed when the emergency apply switch is in the OFF position. When the switch is activated, this pair of contacts is opened and the front brake cut-off valve will allow oil to flow and the front brakes to apply.
J2-8
The brake lock should not be used to park the truck. The hydraulic pressure can bleed off which would result in the brakes being released. When the truck is left unattended, the parking brake must be applied.
Brake Circuit
5/04
J02026
• Differential Pressure Switch
• Brake Lock Switch If the brake lock switch is ON, (closed position), 24 VDC will be directed to the brake lock solenoid (SV1) to energize the solenoid. This 24 VDC signal will also be sent to the RCM which will then send a signal to the coil side of the front brake cutout relay. With the coil side of the relay energized, the normally open set of contacts will close and permit 24 VDC through the contacts to a third set of contacts in the emergency brake switch. The voltage will then flow through the switch to the front brake cutout valve. This will block the hydraulic oil pressure being directed to the front brakes, resulting in only the rear brakes being applied. Brake lock pressure is reduced to 2000 psi (13.8 MPa) by the brake lock pressure regulator valve located on the brake manifold in the hydraulic component cabinet.
The differential pressure switch is mounted on the brake valve (dual controller). The switch senses pressure at the B1 (rear brakes) and B2 (front brakes) brake apply circuits. The front and the rear brake apply circuits should have the same pressure. The differential pressure switch will detect an imbalance in the pressure for the two circuits. If the differential pressure exceeds 600 psi (4.1 MPa), the RCM will receive a signal indicating a problem in either the front or the rear brake circuit. • Retarder Control Lever The retarder control lever can be moved to an infinite number of positions. Each position will reflect a different percentage of retarder application. If the lever is in the upper position there is no retarder application. As the lever is pulled downward the amount of retarder application is increased. The voltage signal to the RCM changes as the lever is moved downward. The RCM will read this request and will vary the signal it is sending to the Proportional Pressure Control Valves (PPC) (19 & 20, Figure 2-1), in direct relationship to the position of the lever. As voltage increases, hydraulic pressure to the brakes increases. Both front and rear brakes are applied during retarding.
• Brake Light Relay and Lights The brake light relay is a normally open device, When the contacts close, it will activate the brake lights. The contacts will close when the coil side of the relay is energized if the RCM sends a 24 VDC signal to the relay. The Retard and Control Monitor receives the various signals for brake application and then delivers the signal to the brake lights through the brake light relay.
• Front Brake Cut-Out Relay
• Retard Light Relay and Light Any time that the retarder is activated, a signal is sent from the RCM to the coil side of the retard light relay. This will energize the coil side of the normally open relay. The contacts will then close which will permit 24 VDC to pass through the relay to illuminate the light indicating that the retarder has been applied.
• Brake Valve Proximity Switch
A normally open relay used to control application of the front brakes. If the relay coil is energized, the relay contacts close and a 24 VDC signal is sent to the front brake cut-off solenoid valve, preventing the front brakes from applying. The front brake cut-out relay is energized if the brake lock is activated or if the optional slippery road switch is turned on. When the front brake cut-out valve is energized, oil cannot flow to the front brake apply circuit.
Located on the brake valve (dual controller) is a proximity switch that will send a signal to the RCM if the brake pedal is depressed. The switch provides a signal to the RCM. This signal is interpreted by the RCM which then activates the brake light relay, closing the contacts, and illuminating the brake lights.
J02026 5/04
Brake Circuit
J2-9
NOTES
J2-10
Brake Circuit
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J02026
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 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 Bench Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Proximity Switch Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
J03024 07/04
Brake Circuit Component Service
J3-1
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . J3-16 RELAY VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22 Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22 BRAKE ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 BRAKE ACCUMULATOR REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26 Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26 BRAKE COOLING VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27 RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . . . . J3-28 Lever Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28 Lever Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
J3-2
Brake Circuit Component Service
07/04 J03024
BRAKE CIRCUIT COMPONENT SERVICE BRAKE VALVE The brake valve is a pressure modulating valve, actuated mechanically (brake pedal) or hydraulically through the automatic apply valve. The brake valve controls the pressure delivered to the front brake relay valve and rear brake dual relay valve 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.
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 (3 & 4, Figure 3-1) located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.
• 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 (18.96 MPa) 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 1. Rear Brake Accumulator 2. Front Brake Accumulator 3. Accumulator Bleed Down Valve (Rear) 4. Accumulator Bleed Down Valve (Front) 5. Brake Manifold
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Brake Circuit Component Service
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Installation
Removal If the brake valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly.
NOTE: Minor repairs and service adjustment may not require the removal of the brake valve.
1. Securely block the wheels to prevent possible roll-away. 2. Place range selector in NEUTRAL. Turn key switch OFF to shut down engine and allow 90 seconds for steering system accumulators to bleed down. Open valves (3 & 4, Figure 3-1) to bleed down both 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 and proximity switch connectors. 5. In the cab at the brake valve, remove capscrews and lockwashers securing the brake valve assembly to the mounting structure. 6. Slide brake valve downward and remove from cab. 7. Move brake valve assembly to a clean work area for disassembly.
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 and proximity 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. With the engine shut down and key switch OFF, open both brake accumulator bleed down valves (3 & 4, Figure 3-1). Precharge both accumulators (1 & 2) mounted on brake manifold to 1400 psi (9.6 MPa).
NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow temperature of the nitrogen gas to come into equilibrium with the ambient temperature. 4. Close both accumulator bleed down valves after accumulators have been properly charged. 5. Bleed air from brake apply circuit. Refer to Wet Disc Brake Bleeding Procedure, this Section of the manual. 6. Check for fluid leaks at the brake valve.
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Brake Circuit Component Service
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Disassembly NOTE: During disassembly, precision machined parts should be ink marked or tagged to ensure proper reassembly and minimize adjustment time. All internal parts 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 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 (11, Figure 32) by removing the retaining clips (4), then remove the pivot shaft (5) with a punch and hammer. 5. Remove the four button head allen screws (3, Figure 3-3) securing the boot retainer plate (4). 6. Remove the boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve body.
FIGURE 3-2. BRAKE VALVE ASSEMBLY 1. Brake Valve 2. Differential Pressure Switch 3. Proximity Switch 4. Retainer Clip 5. Pivot Shaft 6. Nylon Bushing 7. Shim
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8. Bolt 9. Lock Nut 10. Foot Pad 11. Pedal Actuator 12. Pivot Stop 13. Spring 14. Pivot Stop
FIGURE 3-3. ACTUATOR CAP AND BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate
Brake Circuit Component Service
5. Capscrew 6. Actuator Base 7. Threaded Insert
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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.
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.
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.
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.
20. Turn the valve on its side on the work bench and remove the regulator sleeves (19) from the valve body.
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.
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.
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.
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6. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected from contamination.
Brake Circuit Component Service
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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
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FIGURE 3-4. BRAKE VALVE 10. Plunger Return Spring 20. Spool Return Spring 21. Reaction Plunger (B1) 11. Spring Seat 22. Reaction Plunger (B2) 12. Regulator Spool 23. Wiper Seal 13. Back-up Ring 24. Back-up Ring 14. O-Ring 25. Poly-Pak Seal 15. Back-up Ring 26. Valve Body 16. O-Ring 27. Seal 17. Back-up Ring 28. Seal 18. O-Ring 29. Set Screw Orifice Plug 19. Regulator Sleeve
Brake Circuit Component Service
30. O-Ring 31. Retaining Plug 32. Base Plate 33. Washer 34. Capscrew 35. Differential Pressure Switch 36. Capscrew
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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.
Assembly Actuator Base Threaded Inserts 1. If any inserts (7, Figure 3-3) were removed from the actuator base (6), position the actuator base upside down on the work bench and support directly under each of the four floor mounting holes. 2. Install the threaded inserts into the actuator base by tapping lightly with a small hammer until the insert flanges become flush with the actuator base. Be sure the base is supported to avoid breaking the base. 3. Thoroughly clean the actuator base and set aside. Boot and Cap 1. Examine the boot (2, Figure 3-3) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced. To replace the boot, follow the procedure below. 2. Remove the boot from the actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot. Use a knife or suitable scraper. Clean thoroughly to remove all adhesive or particles of the old boot.
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.
3. Apply a thin bead of Loctite® Prism 410 onto the upper sides of the cap. Apply the bead to the two long sides only. Do not apply it to the rounded ends, these must not be sealed to allow the boot to "breath". 4. Carefully position the cap into the new boot groove wiping off the excess glue. 5. Position the boot such that it conforms to the contour of the cap, then set aside. Adhesive requires about 30 minutes to cure. Valve Body Seal Installation 1. Install the poly-pak seal (3, Figure 3-5) in the seal groove first. Position the seal in the groove so that the internal O-ring inside the poly-pak seal is facing down toward the bottom of the valve. 2. Make sure the internal O-ring is still seated inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak seal to the bottom of the groove. 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.
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FIGURE 3-5. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal
Brake Circuit Component Service
4. Back-Up Ring 5. Wiper Seal 6. Actuator Base
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FIGURE 3-7. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body
FIGURE 3-6. SLEEVE SEAL PLACEMENT 1. Back-Up Ring 4. Back-Up Ring 2. O-Ring 5. O-Ring 3. Regulator Sleeve 6. O-Ring 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.
3. Glyde Ring 4. Sharp Edges
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. 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).
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).
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.
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Brake Circuit Component Service
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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.
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. (1.61 - 1.72 kg.m). 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. (1.61 - 1.72 kg.m). 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. (2.1 - 2.2 kg.m). 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.
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.
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Brake Circuit Component Service
07/04 J03024
DIFFERENTIAL PRESSURE SWITCH The differential pressure switch (1, Figure 3-8) mounted on the brake valve (2) detects an imbalance in brake apply pressure between the front and rear brake circuits. If the pressures differ more than 600 ± 50 psi (4137 ± 345 kPa), the switch (3) completes a path to ground, providing a signal to the Retard Control Module. Disassembly 1. Remove the four socket head capscrews attaching the differential pressure switch body (1, Figure 3-8) to the valve body (2).
4. Install new O-ring (12) and switch assembly (3). Tighten to 55 - 60 in. lbs. (0.63 - 0.69 kg.m). 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 plug port. NOTE: Screw plug (7) adjustment controls switch actuation point. Refer to "Valve Bench Test and Adjustment, Differential Pressure Switch Adjustment" for calibration procedure.
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, the entire 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 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. (2.2 - 2.4 kg.m). 2. Lightly lubricate Glyde rings on spool assembly (10) and carefully insert in body (4) until it bottoms on plug (11).
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH 7. Screw Plug 1. Differential Pressure 8. Spring Switch Assembly 9. Piston 2. Valve Body 10. Spool Assembly 3. Switch Assembly 11. Plug 4. Body 12. O-Ring 5. Plug 6. Plug
3. Install plug (5). Tighten plug to 190 - 210 in. lbs. (2.2 - 2.4 kg.m).
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Brake Circuit Component Service
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VALVE BENCH TEST AND ADJUSTMENT The following parts and test equipment will be required to completely bench test and adjust the brake valve. The differential pressure switch can also be calibrated and operation tested. • Pressure gauges (3), 0-5000 psi (0-35 MPa). • Hydraulic pressure supply, regulated to 2750 psi (18.96 MPa). • Hydraulic test stand, Refer to Figure 3-9.
1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve
• Hose fittings for valve ports: Port PX: . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports P1, P2, B1 and B2: . . . . .3/4 in., #8 SAE Port T: . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures.
FIGURE 3-9. TEST BENCH SET-UP 5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shut Off Valves
9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking. NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.
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Brake Circuit Component Service
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Brake Valve Output Pressure Adjustment (Pedal Only)
Test Bench Only 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.
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.
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 (20.7 MPa) minimum. Connect all ports. The connections should be according to the diagram shown in Figure 3-9. All ports must be used and connected.
NOTE: The pressure gauges must be installed at the pedal as shown in Figure 3-9. Gauges must not be installed in the B1 or B2 test ports inside the brake cabinet or improper adjustment will result.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
5. "B2" Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port "B2" is 2200 ± 75 psi (15.168 ± 0.517 MPa) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.
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 (18.96 MPa) at pressure gauge (3). Pressure gauges (7 & 10) should read zero. 7. Pilot supply circuit pressure must also be 2750 psi (18.96 MPa). 8. Return line pressure during this test is not to exceed 5 psi (34.5 kPa). 9. Test the valve with ISO 32 grade oil or hydraulic oil meeting specifications listed in Section P at 120° ± 10° F (49° ± 3° C).
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4. "B1" Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port "B1" is 2200 ± 75 psi (15.168 ± 0.517 MPa) 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. (0.28 - 0.35 kg.m). 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.
Brake Circuit Component Service
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Differential Pressure Switch Adjustment
Final Test and Adjustment
10. Attach an ohmmeter or continuity tester lead to connector on differential pressure switch wire. Attach other lead to valve body. Verify switch contacts are open.
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.
11. Remove plug (6, Figure 3-8) for access to adjustment screw plug (7).
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 0-5000 psi (0-35 MPa) gauges at the "B1" and "B2" diagnostic test connectors in the brake cabinet. Follow steps 21 - 33 below for final test.
12. Insert pry bar under pivot pin to actuate the "B1" section of valve. 13. Slowly depress plunger while observing the ohmmeter; switch contacts should close at 600 ± 50 psi (4.14 MPa) pressure. Adjust screw plug in bottom port of differential pressure switch counterclockwise until switch contacts just close. 14. Release plunger and depress again while observing "B1" gauge and ohmmeter to verify switch contacts close at pressure listed in step 13. If not, repeat step 13. 15. Insert pry bar under pivot pin to actuate the "B2" section of valve. 16. Slowly depress plunger while observing ohmmeter; switch contacts should close at the pressure shown in Table I on the "B2" gauge. A slight adjustment may be necessary. 17. Slowly depress both plungers equally from minimum to maximum application pressure. Switch contacts must remain open 18. Install plug (6) and tighten to 90 - 100 in. lbs. (1.0 - 1.2 kg.m) torque. 19. Shut down the test bench and relieve all hydraulic pressure from the lines.
Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a 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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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 (18.96 MPa) or with engine running and brake system supply pressure at or above 2750 psi (18.96 MPa), 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": 2200 ± 75 psi (15.168 ± 0.517 MPa) Front Brake - "B2": 2200 ± 75 psi (15.168 ± 0.517 MPa) 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 square head bolt (1, Figure 3-10) until the bolt is not touching the actuator cap. Apply Loctite® 242 to the adjustment bolt prior to setting the deadband. 25. Set the deadband by placing a 0.010 in. (0.254 mm) thick shim at location shown in figure 3-10 (between the pedal structure and return stop boss on pivot structure). 26. Adjust the bolt (1) until it is just touching the cap.
Brake Circuit Component Service
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27. Continue turning the adjustment bolt until pressure begins to rise on one of the brake apply pressure gauges. 28. Back-off the adjustment bolt 1/8 turn. 29. Tighten the jam nut (2) 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® #262 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.
Proximity Switch Installation and Adjustment 34. Install the proximity switch (3, Figure 3-10) in the actuator base until the switch is approximately 0.25 in. (6.35 mm) below the boss on the actuator base. 35. Lock switch in position with the two jam nuts (4). 36. Connect an ohmmeter to the switch harness to check continuity. 37. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch. 38. Readjust the switch if necessary to trip when the pressure reaches 75 psi (517 kPa). 39. Secure switch with jam nuts after adjustment is complete.
FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS 1. Square Head Bolt 2. Nut
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3. Proximity Switch 4. Jam Nuts
Be certain the top section of the switch does not contact the threads in the actuator base. If this occurs, it will cause a short circuit, preventing the switch from operating properly.
Brake Circuit Component Service
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Installation Of Brake Pedal Actuator Assembly to Brake Valve
1. Install jam nut (9, Figure 3-10) and square head bolt (8) to brake pedal actuator (11).
5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as shown.
2. Insert nylon bushings (6) into brake pedal actuator. 3. Install one retaining clip (4) 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 (7) between pedal structure and brake valve ear to fill gap. Fully insert the pivot shaft (5). Install the remaining retainer clip (4).
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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.
Brake Circuit Component Service
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RELAY VALVES
Removal
The relay valves (one for front and one "dual relay valve" 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 front brakes and pilot pressure circuit of the front relay valve. At the rear wheels, regulated pressure (proportional to the pilot pressure applied) is delivered from the "B1" and "B2" ports of the dual relay valve to each wheel. The regulated pressures supplied to each wheel are equal.
NOTE: The removal and installation instructions below are applicable to either the front relay valve or the rear dual relay valve.
The relay valves are located in the hydraulic cabinet.
1. Securely block the wheels to prevent possible roll-away. 2. Place range selector in NEUTRAL. Turn key switch OFF to shut down engine and allow 90 seconds for steering system accumulators to bleed down. Open valves (3 & 4, Figure 3-1) to bleed down all four brake accumulators. Close valves after all pressure is released. 3. Tag and remove all hydraulic lines from the relay valve. Plug lines and ports to prevent possible contamination.
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.
4. Remove capscrews and washers securing valve to wall of cabinet. Remove valve and move to clean work area for disassembly.
Installation 1. Install relay valve in hydraulic components cabinet Install mounting capscrews and lockwashers to secure valve. Tighten capscrews to standard torque.
Open bleed down valves (3 & 4, Figure 3-1) located on the brake manifold. This will relieve hydraulic pressure from both brake system accumulators.
2. Remove hose and fitting caps and plugs and attach hoses to the proper valve ports.
Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.
4. Recalibrate RCM. Refer to Section J, Brake Circuit Checkout Procedure for information on recalibrating the RCM.
3. Start engine and check for leaks and proper brake operation. Shut down engine.
RCM recalibration is required to insure accurate brake pressure output in relation to the amount of brake pedal application requested by the operator after the relay valve is replaced.
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Brake Circuit Component Service
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Disassembly Relay valve rebuild procedures for the front (single relay valve) and rear (dual relay valve) are identical with the following exception; the dual relay valve contains shuttle valves (19, Figure 3-11) in the manifold body (1). The shuttle valves are not required on the single relay valve. The parts installed in the valve body (either type valve) 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 location of plugged ports. 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 the socket head capscrews (20) retaining the manifold body (1) to the valve body (2). Remove manifold body and discard O-rings (18). 5. Remove plungers (16) and sleeves (17). 6. Remove controller from vice. 7. Remove the four capscrews and washers (7) from the base of the valve. 8. Remove the sleeve retainer (6). 9. With the valve upright, the plug (5) should fall out. If not, tap lightly to dislodge. FIGURE 3-11. RELAY VALVE (Cross Section) 1. Manifold Body 2. Valve Body 3. Spring 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
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14. Regulator Spring 15. Upper Spring Seat 16. Plunger 17. Sleeve 18. O-Ring 19. Shuttle Valve (Dual Relay Valve only) 20. Capscrew 21. Backup Ring 22. O-Ring 23. Backup Ring 24. O-Ring
10. 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. 11. Remove and discard the packing (4) from the counterbore in the base of the valve body. 12. Turn the valve on its side on the work bench and remove the sleeves (9) from the valve body. 13. Remove seal (10), O-rings (22 & 24), and backup rings (21 & 23) and discard. 14. Remove spring seats (13 & 15) and springs (3 & 14). 15. For dual relay valve; remove shuttle valves (19) from manifold body (1).
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Cleaning and Inspection 9. Assemble regulator spool (12) as follows:
1. Clean all metal parts with solvent and air dry.
a. Insert spool springs (11) into spool bore.
2. Apply a light film of 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.
b. Insert reaction plungers (8) into spool bores and springs. 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.
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.
11. Install sleeve retainer plug packing (4) in valve body.
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.
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.
5. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected from contamination.
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. Tighten capscrews to 140 - 150 in. lbs. (1.61 - 1.72 kg.m) final.
6. All seals (packing, O-rings, backup rings) should be removed and replaced with new parts when the valve is assembled.
14. Tighten the two capscrews (20) holding the manifold body (1) to the valve body (2) to 180 190 in. lbs. (2.07 - 2.19 kg.m).
Assembly
15. Install shuttle valves (19 - dual relay valve only)
1. Install sleeves (17, Figure 3-11) in bores in top of valve body (2).
16. Install plugs as required in manifold body ports. Tighten the larger (#8 SAE) plugs to 275 - 300 in. lbs. (3.17 - 3.46 kg.m). Tighten the smaller (#4 SAE) plugs installed in the "TC1" and "TC2" ports to 90 - 100 in. lbs. (1.04 - 1.15 kg.m).
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. Insert springs (3) in bores. Assemble 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.
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Brake Circuit Component Service
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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), 0-5000 psi (0-35 MPa). • Hydraulic pressure supply, regulated to 2750 psi (18.96 MPa). • 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 relay valves 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)
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6. Needle Valve (Pressure Bleed to Tank) 7. Pilot Pressure Gauge 8. Dual Relay Valve 9. RH Brake Apply Pressure Gauge 10. LH Brake Apply Pressure Gauge 11. Needle Valve
Brake Circuit Component Service
12. Needle Valve 13. Shut-off Valves 14. Simulated Brake Volume 15. Relief Valve
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Relay Valve
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 3000 psi (20.7 MPa) minimum. Connect all ports. The connections should be according to the diagram shown in Figure 3-12. All ports must be used and connected.
Output Pressure Adjustment 1. With pump operating and supply and pilot pressure adjusted as described in setup instructions, inspect valve for leakage. 2. With 2200 psi (15.17 MPa) pilot pressure applied, verify the following regulated output pressures: "B1" port gauge (10) reads: 2100 ± 63 psi (14.479 ± 0.434 MPa) "B2" port gauge (9) reads: 2100 ± 63 psi (14.479 ± 0.434 MPa) 3. Close the pilot supply needle valve (5) and open the pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) should drop to 0 psi (0 kPa).
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a 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 (18.96 MPa) at pressure gauge (3). Pressure gauges (9 & 10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 2200 ± 66 psi (15.17± 0.11MPa) on gauge (7). 8. Return line pressure during this test is not to exceed 0 psi (0 kPa).
Regulated output pressure lines "B1" and "B2" should drop to 0 psi (0 kPa) on gauges (10) and (9) respectively. 4. Repeat steps 2 and 3 approximately 50 times to cycle valve from minimum to maximum apply pressure. 5. Verify output pressure remains within specification. If not, the valve must be rebuilt. 6. Reduce pilot pressure to 0 psi (0 kPa). Apply 2200 psi (15.17 MPa) pilot pressure as quickly as possible. Regulated output pressure must increase to 2100 ± 63 psi (14.479 ± 0.434 MPa) within 1.0 second after pressure is applied to pilot line. 7. 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 2200 psi (15.17 MPa) pilot pressure applied, leakage must not exceed 150 cc/ minute.
9. Test the valve with ISO 32 grade oil or hydraulic oil meeting specifications listed in Section P at 120° ± 10° F (49° ± 3° C). Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve. 8. Remove hoses from valve and remove valve from test stand.
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Brake Circuit Component Service
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HYDRAULIC BRAKE ACCUMULATORS Two, identical accumulators are located above the brake manifold in the hydraulic components cabinet. The left accumulator supplies the pressure necessary for actuation of the rear service brakes. The right accumulator supplies pressure to activate the front service brakes.
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 front accumulator is identified as "NV1". The manual bleeddown valve for the rear accumulator is identified as "NV2".
Brake Accumulator Bleed Down Procedure The brake accumulators can be bled down by rotating the manual bleeddown valves (NV1 and NV2) counterclockwise. The valves are located on the brake manifold in the hydraulic components cabinet. 1. Turn bleeddown valve knobs, (7 & 8, Figure 313) counterclockwise to open valves. 2. Confirm accumulators are bled down by applying the brake lock switch (key switch On, engine shut down) and applying service brake pedal. The service brake light should not come on - the low brake pressure light should illuminate. 3. Close the bleeddown valves by rotating the knobs clockwise.
FIGURE 3-13. BRAKE ACCUMULATORS 1. Rear Brake Accumulator 2. Pressure Switch 3. Charging Valve 4. Front Brake Accumulator
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Brake Circuit Component Service
5. Mounting Strap 6. Mounting Hardware 7. Bleeddown Valve (Front) 8. Bleeddown Valve (Rear)
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BRAKE 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.
1. With engine shut down and key switch in the OFF position, allow at least 90 seconds for steering accumulators to bleed down. Turn steering wheel to be certain no oil remains in accumulators. 2. Open the bleed valves (7 & 8, Figure 3-13) located on the brake manifold in the hydraulic components cabinet to completely bleed the pressure from brake system accumulators. Remove charging valve cap (1, Figure 3-14).
1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer 6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
FIGURE 3-14. CHARGING VALVE 6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.6 MPa). NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulators to the hydraulic tank. 7. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 1400 psi (9.6 MPa) continue charging procedure until pressure is stabilized. 8. Remove the charging kit and tighten small hex nut on charging valve to 4 ft. lbs. (0.55 kg.m). NOTE: If a new charging valve was installed, the valve stem must be seated as follows:
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 3. Turn small swivel hex nut (4) three complete turns counterclockwise. 4. Depress the valve stem and hold down until all nitrogen has been released. 5. If a loss in nitrogen pressure is the reason for recharging, inspect the charging valve and accumulator for damage. Replace or repair items as necessary before recharging.
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a. Tighten small hex swivel nut to 1.45 kg.m (10.5 ft.lbs.). b. Loosen swivel nut. c. Retighten swivel nut to 10.5 ft. lbs. (1.45 kg.m). d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft. lbs. (0.55 kg.m). 9. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft. lbs. (3.5 kg.m). 10. Close brake accumulator bleed valves. 11. Operate truck and check brake system operation.
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BRAKE ACCUMULATOR REBUILD Removal 1. Place the range selector in NEUTRAL. Turn key switch OFF to shut down engine and allow at least 90 seconds to allow steering accumulator oil to drain back to tank. 2. Open Needle valves (7 & 8, Figure 3-13) on brake manifold and allow brake system accumulators to bleed completely. 3. Remove charging valve cap. Loosen small hex on charging valve (3) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
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.
Disassembly 1. Be certain all nitrogen has been discharged. Remove charging valve (2, Figure 3-16) and pressure switch (2). 2. Remove gland (1). Figure 3-15 illustrates a tool that can be fabricated locally to aid in gland removal and installation. 3. Remove plugs (11). Using a round rod, push piston (8) out of accumulator.
Cleaning and Inspection 1. Clean parts using fresh cleaning solvent, lint free wiping cloth and filtered compressed air. All parts must be absolutely free of any foreign matter larger than 3 microns. 2. Check piston (8, Figure 3-16) for damage. If scored or otherwise damaged, replace with a new part. 3. Minor defects in the housing may be corrected by honing. a. Measure the bore at several places along the length of the housing. Make two measurements 90° apart at each point to verify the tube is not out-of-round.
4. Remove oil lines from bottom of the accumulator. Plug all hoses and openings to prevent possible contamination of the system. 5. Remove the mounting strap hardware (6) and remove the mounting straps (5). 6. Remove the accumulator and move to a clean work area for disassembly.
Installation 1. Lift accumulator into position in the mounting straps. 2. Secure the accumulator using mounting straps (5, Figure 3-13), and mounting hardware(6). Do not overtighten nuts, as this could distort the accumulator. 3. Reconnect oil lines to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen as outlined in Brake Accumulator Charging Procedure.
FIGURE 3-15. GLAND REMOVAL TOOL (Fabricate Locally)
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b. Verify housing I.D. does not exceed 5.999 in. (152 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.
Repair of the housing by welding, machining or plating to salvage a worn area is NOT APPROVED. These procedures may weaken the housing and result in serious injury to personnel when pressurized. 5. Clean parts thoroughly to remove abrasive residue after honing.
Assembly
Assemble the accumulators in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination.
1. Install a new seal (10, Figure 3-16) on piston. Install new bearings (9). Coat seal and bearings with a small amount of petroleum jelly. 2. Install the piston with the concave side toward gas end (gland end) of accumulator cylinder housing (7). Push the piston to the center of the housing. 3. Install new O-ring (5) and backup ring (6) on gland (1). Coat seals with a small quantity of type C-4 hydraulic oil. 4. Install gland and tighten to 550 ft. lbs. (76 kg.m) using tool as shown in Figure 3-15. 5. Install charging valve (2) with new O-ring. Tighten charging valve large hex nut to 16.5 ft. lbs. (2.3 kg.m). 6. Install pressure switch. Install pressure test fittings in bottom of housing. (Refer to "Testing" instructions which follow.)
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FIGURE 3-16. BRAKE ACCUMULATOR ASSEMBLY 1. Gland 2. Charging Valve 3. Pressure Switch 4. O-Ring 5. O-Ring 6. Backup Ring
Brake Circuit Component Service
7. Tube 8. Piston 9. Bearing 10. "T" Ring Seal 11. Plug
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Testing To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 5000 psi (34.5 MPa) hydraulic pressure and nitrogen pressure of 1400 psi (9.6 MPa) will be required. A small water tank with the necessary safety guards in place will be necessary for a portion of the test.
Do not stand near gland during test procedure. A box enclosure made of heavy steel plate is recommended to contain the accumulator during oil pressurization test.
1. Fill each end of the accumulator with approximately 9 quarts (8 liters) of clean type C-4 hydraulic oil. Install an adaptor on the oil end to connect to hydraulic power source. Plug remaining ports. a. Apply 5000 psi (34.5 MPa) oil pressure. b. Verify no external leakage exists. c. Verify no structural damage occurs. 2. Release pressure and remove oil side fitting.
6. Apply 1400 psi (9.6 MPa) nitrogen pressure to gas end and observe for 20 minutes. No leakage (bubbles) is permitted. 7. Release nitrogen pressure and remove assembly from water. 8. Drain any remaining oil or water. 9. If the accumulator is to be placed in storage, add 1 pint (0.5 liters) of rust preventive oil in the nitrogen side of the accumulator. Add 0.5 pint (0.3 liters) in the oil side. If the accumulator will be used immediately, type C-4 hydraulic oil may be used instead of rust preventive oil. Plug all open ports. 10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).
Storage If the accumulator is to be placed in storage, it is recommended the assembly be stored in a vertical position. If the assembly is not stored vertically, the seals may deform slightly over a period of time and may not seal properly until the accumulator is exposed to warm oil and exercised.
3. Drain oil. Leave port open. 4. Pressurize gas end of accumulator with approximately 100 psi (690 kPa) nitrogen pressure to move piston to bottom of housing. 5. Submerge oil end of assembly in water.
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Brake Circuit Component Service
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BRAKE COOLING VALVE (BCV) When the brakes are not applied, the brake cooling valve (Figure 3-18) bypasses part of the brake cooling oil to reduce power loss when traveling. This is accomplished through activation of main spool valve (4) by switching solenoid valve (3) on or off. The HD1500-5 truck utilizes two brake cooling valves. The BCV located on the front of the hydraulic tank support bracket directs oil to the front brakes. The BCV positioned inside the same support bracket (with oil return lines coming from the hoist valve), is for the rear brakes. If any abnormal pressure is generated in the hydraulic circuit, the pilot relief is actuated. This relief is adjusted to 128 ± 7 psi (883± 48 kPa). One full turn of the adjusting screw will change the pressure 34 psi (234 kPa). This pilot relief valve will actuate the main relief valve, acting as an unloader valve. Specifications: SAE 10W oil . . . . .@122° F ± 50° F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (50°C ± 10°C) Solenoid Valve Off: Cracking Pressure: . . 128 ± 7.1 psi @ 0.3 - 0.5 gpm) . . . . . . . . . . . . . . . . . . . (883 ± 48 kPa @ 1 - 2 l/min). .......................................... Reseat Pressure (Min.) . . . . 114 psi @ 0.3 - 0.5 gpm . . . . . . . . . . . . . . . . . . . . . . . .(786 kPa @ 1 - 2 l/min) Oil Leakage (Max.) . . . . . . . 800 cc/min @ 6 kg/cm2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (85 psi)
FIGURE 3-17. BCV SCHEMATIC 1. Main Spool Valve 2. Pilot Relief Valve 3. Solenoid Valve
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A: Pilot Port B: Pilot Port C: Main Return to Tank D: Pilot Port E: From Pump F: To Tank
FIGURE 3-18. BRAKE COOLING VALVE (BCV) 1. Pilot Relief Valve 2. Valve Body 3. Solenoid Valve 4. Main Valve Spool 5. Restrictor Plate
Brake Circuit Component Service
A: Pilot Port B: Pilot Port C: Main Return to Tank D: Pilot Port E: From Pump F: To Tank
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RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) Due to wear, the Retarder Control Lever assembly (4, Figure 3-19) may occasionally require adjustment or repair.
Lever Assembly Removal Adjustment of the lever assembly or replacement of the potentiometer requires removal of the assembly from the steering column. 1. In the operator cab, remove the capscrews (1, Figure 3-19) and lockwashers (2) from steering column (3).
RCM recalibration is required to calibrate the output of the retarder lever after the retard lever assembly is adjusted, repaired or replaced.
Disconnect harness connector (5) from lever assembly (4).
FIGURE 3-19. COLUMN-MOUNTED RETARDER CONTROL LEVER 16. Shaft *, Internal 10. Washer, Tanged 5. Harness Connector 1. Capscrew, Socket Hd. 17. Lever 6. Capscrew, Socket Hd. 11. Spring, Disc 2. Lockwasher 12. Washer, Internal Tang 18. Handle 7. Lockwasher 3. Steering Column 13. Bracket 8. Potentiometer Assembly 14. Shaft *, Handle (Switch Assembly) 4. Retarder Control 15. Set Screw, Sckt. Hd. 9. Locknut Assembly * See IMPORTANT note, next page.
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Potentiometer Check
Lever Assembly Installation 1. Connect harness connector (5, Figure 3-19) to lever assembly (4). Install lever assembly to steering column (3).
Potentiometer (8, Figure 3-19) is spring-loaded to the OFF position. With the switch assembly removed from the lever assembly, make the following checks:
2. Install capscrews (1) and lockwashers (2). Tighten socket head capscrews to 36 in. lbs. (4.1 N.m).
1. Rotate the "pot" clockwise to full ON and release. Be sure that the spring returns the "pot" to the OFF position.
3. Recalibrate RCM. Refer to Section J, Brake Circuit Checkout Procedure for instructions on recalibrating the RCM.
2. Using a reliable volt-ohm meter, 0 ohms should be read in the "OFF" position.
Disassembly and Adjustment 1. Remove the capscrews (6, Figure 3-19) and lockwashers (7) from lever assembly.
3. Rotate the "pot" clockwise to full ON and hold. 2500 ± 500 ohms should be recorded. Replace the potentiometer if it does not meet these specifications.
2. Remove potentiometer (8). 3. Bend tangs on washer (10) away from slots in locknut (9). a. If the complete retarder lever assembly is to be disassembled, loosen and remove locknut (9), along with tang washer (10), spring (11), and washer (12). Remove the handle and shaft assembly (14 - 18). Wash parts in clean solvent and inspect for excessive wear, burrs, or scratches. Replace defective parts. b. If the lever assembly only requires adjustment, loosen or tighten locknut (9) as follows: The lever assembly should be adjusted such that the frictional forces will hold the lever firmly in the position selected by the operator. At the same time, the adjustment should not be so tight as to cause the operator to use undue force to move the lever. 3.2 kg (7 lbs.) of force at the tip of the handle should cause the shaft to rotate. The position of the lever should remain stationary without moving down from its own weight or due to the machine vibrations during truck operation. When the desired adjustment is obtained, bend tang on washer (10) into slot on locknut (9).
Shafts 14 & 16, Figure 3-19, are loctited together at factory assembly when timed to potentiometer (8). If potentiometer (8) requires replacement, the complete lever assembly should be replaced. Assembly 1. If handle (18, Figure 3-19) or lever (17) has been removed from shaft (16), assemble as follows: a. Apply Loctite™ #271 to lever (17) and install lever fully into shaft (16). b. Apply Loctite™ #271 to opposite end of lever (17) and install handle (18) onto lever. Hand Tighten Only! 2. Inspect the shaft bore and interior friction faces of bracket (13) and remove any scratches or burrs, or replace bracket. Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease. 3. Insert the lever, handle, and shaft assembly into bracket (13), and install washer (12), new spring (11) [with the outer spring diameter against washer (12)], tang washer (10), and locknut (9) onto shaft (14). 4. Tighten and secure locknut (9) as described in step 3.b, Disassembly and Adjustment. 5. Move lever to the UP position as far as travel permits. Align slot in potentiometer (8) with key on shaft (14) and rotate pot until capscrew holes line up with bracket. Install washers (7) and capscrews (6) to secure pot to bracket. Tighten the socket head capscrews to 36 in. lbs. (4.1 N.m). 6. Install lever assembly to steering column.
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Brake Circuit Component Service
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NOTES
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SECTION J4 BRAKE CIRCUIT CHECKOUT INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3 EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-8 Failure Modes Check-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9 RCM Calibration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11 RCM Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-12 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-12 How to Perform Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-13 BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-15 KOMATSU CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-19 HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-19 KOMATSU CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-20 HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-20
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Brake Circuit Checkout
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NOTES
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Brake Circuit Checkout
07/04 J04024
BRAKE CIRCUIT CHECK-OUT PROCEDURE This chapter outlines a test procedure to test the entire functionality of the brake system. The outline lists pressure specifications and other criteria that must be duplicated for the braking system to be considered ready for daily operations. Follow the procedure to check the system. Refer to Brake Circuit and Brake Valve Troubleshooting in this chapter for help in diagnosing a malfunctioning system.
Since the steering system supplies the brake system with operating pressure, it is important that the steering system be checked for proper operation prior to checking the braking system. Refer to Section L, Steering Circuit Test Procedure for information on checking the steering system.
FIGURE 4-1. HYDRAULICS COMPONENTS CABINET - (Brake System Components Only) 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Pressure Sensor, LR Brakes 5. Relay Valve (Front) 6. Emergency/Auto Apply Pressure Switch 7. Shuttle Valve (Front Relay Valve)
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8. Front Brake Cutout Valve 9. Pressure Reducing Valve (PR) 10. Shuttle Valve (Rear Relay Valve) 11. Park Brake Pressure Switch 12. Low Brake Pressure Switch 13. Front Brake Pressure Test Port 14. Brake Manifold 15. PK2 Pressure Test Port 16. LAP1 Pressure Test Port
Brake Circuit Checkout
17. Left Rear Brake Pressure Test Port 18. Right Rear Brake Pressure Test Port 19. Pressure Sensor, RR Brakes 20. Relay Valve (Rear) 21. Proportional Pressure Control Valve 22. C-1, C-2, PPC Test Pressure Ports
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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)
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down the steering and brake accumulators. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin. This may cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received, immediately.
The steering accumulators will bleeddown 90 seconds after turning the key switch to OFF. Confirm the steering pressure is released by turning the steering wheel - no wheel movement should occur. Open both bleeddown valves on the brake manifold to bleeddown both brake accumulators.
Before disabling the brake circuit, be sure the truck wheels are blocked to prevent possible movement.
FIGURE 4-2. BRAKE MANIFOLD
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Brake Circuit Checkout
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BRAKE CIRCUIT ABBREVIATIONS AA
Automatic Apply Pressure
AF1
Accumulator, Front Brake
AF2
Plugged
AF3
Plugged
AR1
Accumulator, Rear Brake
AR2
Plugged
AR3
Plugged
BL
Plugged
CP1 CV1, CV2, CV3
Flow Direction Plug (See Note 1) Check Valve
HS
High Pressure Shuttle Valve
LS
Low Pressure Shuttle Valve
LAP1
Pressure Test Port, Low Accumulator Pressure (Diagnostic Coupler)
LAP2
Low Brake Pressure Switch N.C., 1850 ± 75 psi (12.76 MPa)
NV1
Front Accumulator Manual Drain Valve
NV2
Rear Accumulator Manual Drain Valve
PK1
Park Brake Release Pressure
PK2
Park Brake Pressure Test Port (Diagnostic Coupler)
PK3
Park Brake Pressure Switch N.C., 1250 psi (8.62 MPa)
PP3
Brake Lock Apply Pressure
PPC
Proportional Pressure Control Valve
PR
Brake Lock Pressure Regulator 2000 psi (13.79 MPa)
PS
Automatic Apply Valve 1650 psi (11.38 MPa)
SP1
Supply Oil Inlet
SP2
Plugged
SP3
Supply to PPC Valves
SP4
Plugged
SV1
Brake Lock Solenoid
SV2
Park Brake Solenoid
T1
Return To Tank
T2
Return to Tank From Front Brake Cutout Valve
T3
Return From PPC Valves Through Brake Manifold To Tank
NOTE 1: CP1 is a cavity plug which provides directional flow for the ports at that location in the manifold assembly. Physically, it is a drilled plug. Schematically, it is a non-changing direction valve to complete the hydraulic circuits as shown.
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Brake Circuit Checkout
J4-5
EQUIPMENT REQUIRED
Preparation
Included at the end of the checkout procedure are data sheets to record the information observed during the hydraulic brake system checkout procedure. The data sheets can be removed, copied, and used during the checkout procedure.
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.
* Steps indicated in this manner should be recorded on the data sheet for reference.
The following equipment will be necessary to properly check-out the hydraulic brake circuit: • Hydraulic brake schematic, refer to Section "R", this manual. • Calibrated pressure gauges: Four, 0 - 3000 psi (0 - 21 MPa) range. One, 0 - 5000 psi (35 MPa) range. • One hose long enough to reach from brake cabinet to the inside of the operator's cab for each gauge. • Accumulator charging kit with gauges and dry nitrogen.
NOTE: A gas intensifier pump will be required, if using "T type" nitrogen bottles.
Be certain brakes have been properly bled to remove trapped air. Refer to Wet Disc Brake Bleeding Procedure in this section. Also, make certain the parking brake and slack adjusters are properly adjusted. Refer to Parking Brake in this section. 1. Apply the parking brake (3, Figure 4-3), put the range selector switch (2) in NEUTRAL, 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 each brake accumulator bleeddown valve (4 & 6, Figure 4-5) and precharge both brake manifold accumulators (1 & 3, Figure 4-4) to 1400 psi (9.65 MPa). 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.
FIGURE 4-3. CONSOLE CONTROLS 1. Center Console 2. Range Selector
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Brake Circuit Checkout
3. Park Brake Switch 4. Brake Lock Switch
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FIGURE 4-4. BRAKE ACCUMULATORS 1. Rear Brake Accumulator 2. Charging Valve
3. Front Brake Accumulator
3. Close both accumulator bleeddown valves. 4. Refer to Figure 4-5 for pressure test diagnostic coupler locations in the hydraulic components cabinet. Install a 3000 psi (21 MPa) pressure gauge at each of the following:
FIGURE 4-5. PRESSURE TEST PORTS 1. Brake Manifold 2. Front Brake Pressure Test Port 3. PK2 Pressure Test Port 4. Front Brake Accumulator Bleeddown Valve 5. LAP1 Pressure Test Port 6. Rear Brake Accumulator Bleeddown Valve 7. Left Rear Brake Pressure Test Port (BL) 8. Right Rear Brake Pressure Test Port (BR)
•Front brake test port (2). •Left rear brake test port (7). •Right rear brake test port (8). •Park brake release pressure port "PK2" (3). •Install a 5000 psi (35 MPa) gauge in the low accumulator pressure test port "LAP1" (5). 5. Apply park brake (3, Figure 4-3). Release brake lock (4). 6. Start engine and observe rising brake pressures as system charges. Front brakes should release between 1350 psi (9.31 MPa) and 1650 psi (11.38 MPa) Rear brakes should release at approximately 1650 psi (11.38 MPa). * Record on data sheet.
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Brake Circuit Checkout
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BRAKE SYSTEM CHECKOUT NOTE: Unless otherwise specified, perform the following checks with engine running, park brake ON, brake lock released, and (optional) Slippery Road switch OFF ("dry road" position). 1. Apply brake lock. Turn the parking brake switch to the OFF position: Verify park brake indicator lamp (2, Figure 4-6) is off.
Front brake pressure reads 2100 ± 75 psi (14.48 ± 0.5 MPa). Rear brake pressure reads 2100 ± 75 psi (14.48 ± 0.5 MPa). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet.
Verify park brake pressure ("PK2" gauge) is 2750 ± 50 psi (18.96 MPa). *Record on data sheet.
FIGURE 4-7. AUXILIARY BRAKE SWITCH 1. Key Switch
2. Auxiliary Brake Switch
5. Release pedal, assure that each circuit's pressure returns to zero within 2 seconds. * Record on data sheet. NOTE: Steps 6, 7, & 8 apply only to trucks equipped with the optional Slippery Road switch. FIGURE 4-6. LH INDICATOR PANEL 1. Indicator Lamp Panel
2. Park Brake Indicator Lamp
2. Cycle park brake several times to assure crisp application and release of oil pressure when switch is ON. With the park brake switch OFF, apply the auxiliary (emergency) brake switch (2, Figure 4-7): Verify auxiliary brake switch actuates the parking brake (zero pressure at "PK2" gauge). Verify service brakes apply. Record front brake, left rear, and right rear brake pressures. * Record on data sheet.
6. Move the Slippery Road switch to the ON (slippery road) position. 7. Quickly and completely depress brake pedal. Verify that within 1 second after brake is applied: Rear brake pressure reads 2100 ± 75 psi (14.48 ± 0.5 MPa). Front brake pressure should be zero. * Record on data sheet. 8. Release the brake pedal. Rear brake pressure should return to zero within 2 seconds. * Record on data sheet. 9. Apply brake lock and read front and rear brake pressure: Rear brake pressure should be 2000 psi (13.79 MPa) Front brake pressure should be zero.
3. Place parking brake switch in the ON position, auxiliary brake switch OFF, and release the brake lock. 4. Quickly and completely depress pedal. Verify that within 1 second after brake is applied:
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*Record on data sheet. 10. 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.
Brake Circuit Checkout
07/04 J04024
Failure Modes Check-Out 11. Allow the engine to run until the low brake accumulator pressure (LAP1 gauge) stabilizes at or above 2700 psi (18.62 MPa). 12. Shut down the engine and allow the steering accumulators to bleed down completely. Install a jumper wire across the steering pressure switch terminals (bottom of rear steering accumulator). 13. Turn the key switch ON. After two minutes, record the low accumulator pressure: If LAP1 pressure is below 2100 psi (14.48 MPa), system leakage is excessive and must be repaired. * Record on data sheet. 14. Slowly crack open the front brake accumulator bleeddown valve, NV1 (4, Figure 4-8) while observing the LAP1 pressure gauge: The low brake pressure lamp and buzzer must actuate at 1850 ± 75 psi (12.76 ± 0.52 MPa).
19. Close the rear accumulator bleeddown valve (NV2). Remove the steering pressure switch jumper installed in step 12. 20. Start the engine and allow the engine to run until the low brake accumulator pressure (LAP1 gauge) stabilizes at or above 2700 psi (18.62 MPa). 21. Shut down the engine but do not turn the key switch off. Do not allow the steering accumulators to bleed down. 22. Make repeated slow, complete brake pedal applications every 15 seconds until Low Brake Accumulator pressure warning comes on. Record the number of brake applications prior to the low brake accumulator pressure warning. (Low brake accumulator pressure warning must not occur before the sixth brake application.) * Record on data sheet. 23. Open the brake accumulator bleeddown valves (NV1, NV2) and bleed the entire brake system.
* Record on data sheet. Brake pressures should begin to rise (autoapply) when LAP1 pressure reaches 1650 ± 100 psi (11.38 ± 0.69 MPa). * Record on data sheet. The brake lights and retard lights should turn on at approximately 1000 psi (6.90 MPa). 15. Close the front brake accumulator bleeddown valve (NV1). 16. Start the engine and allow the engine to run until the low brake accumulator pressure (LAP1 gauge) stabilizes at or above 2700 psi (18.62 MPa). 17. Shut down the engine and allow the steering accumulators to bleed down completely. Turn the key switch ON. 18. Slowly crack open the rear brake accumulator bleeddown valve, NV2 (6, Figure 4-8) while observing the LAP1 pressure gauge: Verify the low brake pressure warning lamp and buzzer, and auto-apply set points are within 100 psi (0.69 MPa) of those recorded in step 14.
FIGURE 4-8. ACCUMULATOR BLEEDDOWN VALVES 1. Brake Manifold 2. Front Brake Pressure Test Port 3. PK2 Pressure Test Port 4. Front Brake Accumulator Bleeddown Valve (NV1) 5. LAP1 Pressure Test Port 6. Rear Brake Accumulator Bleeddown Valve (NV2) 7. Left Rear Brake Pressure Test Port (BL) 8. Right Rear Brake Pressure Test Port (BR)
* Record on data sheet.
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Brake Circuit Checkout
J4-9
24. Outside the hydraulic cabinet, disconnect the "P2" hose (4, Figure 4-9). Plug the fitting on the hydraulic cabinet. The hose removed must not be plugged - allow it to vent to atmosphere. 25. Start the engine and allow the engine to run until the low brake accumulator pressure (LAP1 gauge) stabilizes at or above 2700 psi (18.62 MPa). 26. Very slowly depress the brake pedal until the brake pressure differential switch activates the Low Brake Pressure lamp and buzzer. Verify rear brake pressure gauges indicate 600 ± 50 psi (4.14 ± 0.35 MPa) when the switch activates. * Record on data sheet. 27. Shut down the engine and turn the key switch OFF. Open the front and rear brake accumulator bleeddown valves (4 & 6, Figure 4-8) and bleed the entire brake system. 28. Outside the brake cabinet, reconnect the "P2" hose. Disconnect the "P1" hose (3, Figure 4-9) and plug the fitting on the cabinet. The hose must remain vented to atmosphere. FIGURE 4-9. BRAKE CABINET PORT IDENTIFICATION (Viewed from end of cabinet.)
29. Very slowly depress the brake pedal until the brake pressure differential switch activates the Central Warning lamp and buzzer.
1. PX: To Brake Valve 2. B1: To Rear Relay Valve (Rear Brake Apply Circuit) 3. P1: From Rear Brake Accumulator 4. P2: From Front Brake Accumulator 5. B2: To Front Relay Valve (Front Brake Apply Circuit) 6. Return to Hydraulic Tank 7. Brake System Supply From Bleeddown Manifold 8. Hoist Valve Control Circuit Ports
Verify front brake pressure gauge indicates 600 ± 50 psi (4.14 ± 0.35 MPa) when switch activates. * Record on data sheet. 30. Shut down the engine and turn key switch OFF. Allow steering accumulators to bleed down. Open both brake accumulator bleeddown valves and bleed entire brake system. Close valves after all pressure is released. 31. Outside the hydraulic cabinet, reconnect the "P1" hose.
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Brake Circuit Checkout
07/04 J04024
RCM Calibration Check 1. Install calibrated 3000 psi (21 MPa) pressure gauges at each of the following locations: • Left rear brake pressure test port (8, Fig. 4-10) • Right rear brake pressure test port (7) • Port C-1 (4) on the PPC valve (Right rear brake PPC pressure) • Port C-2 (5) on the PPC valve (Left rear brake PPC pressure) 2. Using the MOM display, select the BRAKE CONTROLLER menu, then select REAL TIME DATA MENU. Use the FWD button to move forward to the screen displaying real-time pressure and current. 3. While observing the "AMT. OF RE. LE. OP" line on the MOM display, move the retard lever to apply the % command values listed in the "Prior to Calibration" table shown in Figure 4-15. Record the current and pressure values specified in the table. Note: The first step in the chart in Figure 4-15 specifies pressure readings to be recorded with the PPC ON/OFF solenoid valve (3, Figure 4-10) and PPC valve assemblies (1) disconnected. Disconnect the electrical harness (2) on top of the PPC valves and disconnect the solenoid for this step. For the remainder of the test, reconnect the solenoid and PPC valves. 4. When all data is collected, complete graphs for the following:
FIGURE 4-10. PRESSURE TEST PORTS
PPC Valve performance, Figure 4-16. Relay Valve performance, Figure 4-17. Transducer performance, Figure 4-18. 5. After the above information is recorded, perform the RCM Calibration procedure.
Note: Refer to RCM Calibration Procedure on the following page for recalibration instructions and situations where recalibration is required.
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Brake Circuit Checkout
1. PPC Valves 2. PPC Electrical Harness Connectors 3. PPC On/Off Solenoid Valve 4. PPC Port C-1 (Right Rear Brake) 5. PPC Port C-2 (Left Rear Brake) 6. Pressure Transducer Electrical Harness Connector 7. Right Rear Brake Pressure Test Port 8. Left Rear Brake Pressure Test port 9. Brake Accumulator Bleeddown Valves.
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Preparation
RCM Calibration Procedure
RCM calibration must be performed after any of the following components are repaired or replaced:
Install calibrated 3000 psi (21 MPa) pressure gauges at each of the following locations: • Left rear brake pressure test port (8, Figure 4-10) • Right rear brake pressure test port (7, Figure 410)
• PPC Manifold Assembly • Rear Brake Relay Valve
• Port C-1 (4, Figure 4-11) on the PPC valve (Right brake PPC pressure)
• Retard Control Lever Potentiometer • Brake Pressure Transducer • RCM Controller (also after re-programming)
• Port C-2 (3, Figure 4-11) on the PPC valve (Left brake PPC pressure)
In addition, the recalibration should be performed if a problem in the system appears to be related to the PPC valve, or the retarder lever. The purpose of the recalibration is to modify the output of the RCM to minimize brake application pressure differences between the left and right rear brakes initiated by the PPC valve assembly. Due to tolerances in the PPC valves, there may be occasions where the left hand and right hand valves will produce non-equal brake output pressures for a given command. The calibration procedure minimizes the unequal output pressures by adjusting the retard command to each individual valve. In addition, the procedure will calibrate the RCM controller to the retard lever. Due to tolerances and adjustment of the retard lever, there may be cases where a given retard lever cannot reach the high (100%) or low (0%) extremes of its intended travel. The calibration procedure will set the high and low points based on the physical limits of the installed lever.
FIGURE 4-11. PPC VALVE PRESSURE TEST PORTS 1. PPC Valve Assy. 2. Electrical Connector
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Brake Circuit Checkout
3. Port C-2; Left Brake 4. Port C-1; Right Brake
07/04 J04024
How to Perform Calibration This procedure is rather simple, but must be followed in the exact order as given. There is a 30 second window after turning ignition key switch ON in which to initiate the calibration routine, after which it can not be activated. If the sequence below is not followed closely, initiation will likely not occur. 1. Insure key switch (1, Figure 4-12) is OFF. 2. Activate the Auxiliary Brake switch (2) located on the lower right of the instrument panel by pushing the red knob forward into the dash.
FIGURE 4-13. RETARD LEVER POSITION 8. While the amber dash brake light is blinking, move the retard handle to full apply (down) and back to full release (up) four times. The lamp will now blink at a slower rate of approximately 1 time per second.
FIGURE 4-12. KEY SWITCH & AUXILIARY BRAKE SWITCH 1. Key Switch
2. Auxiliary Brake Switch
3. Move the brake lock switch, located on the center console, to the ON position; the right hand portion of the switch pushed inward. 4. Make sure brake pedal is fully released with no brake pedal switch actuation. 5. Make sure the retard handle (Figure 4-13) is at the OFF (no-apply) position, the lever in the fully upward position, turned as far as possible counter-clockwise.
FIGURE 4-14. BRAKE LIGHT 1. Indicator Lamp Panel
2. Brake Indicator Lamp
6. Turn the key switch on and wait for the MOM to display "OK to Start Engine". 7. Simultaneously pull out (turn OFF) the auxiliary brake switch and press the brake lock switch to the left (OFF position). At this point the LH dash amber colored brake light (2, Figure 4-14) will blink at a quick rate of approximately 3 times per second. If the dash brake light does not begin blinking, repeat the procedure from Step 1 above.
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9. Start the engine and leave at idle. After approximately 30 seconds, the controller will begin application of the brakes to calibrate itself to the PPC system. This process will take approximately 1 minute. (The pressure commands can be observed on the "Brake Controller - RealTime Data" screen on the MOM display.) 10. After the pressure cycling has completed, the brake light will stop blinking and the system will return to normal operation.
Brake Circuit Checkout
J4-13
At any time during the calibration process, pressing the brake foot pedal or moving the truck will cause the RCM to abort the calibration. If the calibration process is aborted, the RCM will revert to the previous calibration stored in its internal memory. If the RCM detects an error condition during the calibration process, a Calibration Fault (J019 or J021) will be reported to the MOM. If a Calibration Fault occurs, the RCM will abort the calibration process and will use the previous calibration stored in its internal memory.
11. Using the MOM display, select the "BRAKE CONTROLLER" menu, and then the "REALTIME DATA" menu. Use the FWD button to move forward to the screen displaying real-time pressure and current.
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12. Watching the "AMT. OF RE. LE. OP" line on the MOM, move the retard lever to the full OFF position (up) and record the "% retard". Move the retard lever to the full ON position (down) and record the "% retard". 13. Move the retard lever to apply the "% Retard" values specified in the table in Figure 4-19 "After Calibration". Record the pressure values observed on the MOM display. 14. After all data is collected, plot the values on the RCM Calibration graph, Figure 4-21. 15. Shut down the engine and allow the steering accumulators to bleed down. Open the brake accumulator bleeddown valves on the brake manifold and release pressure in the brake system. 16. Remove gauges from test ports.
Brake Circuit Checkout
07/04 J04024
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking Parking brake solenoid is de-energized.
Check power to solenoid
Connections to tank and pressure ports reversed.
Correct the plumbing.
Parking brake solenoid coil defective.
Replace coil.
Parking brake solenoid valve defective.
Replace solenoid valve.
Tank line is plugged or restricted.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging Tank line has back pressure.
Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure.
Adjust pedal deadband.
TROUBLE: One Brake Circuit is Dragging Obstruction in the brake valve subassembly.
Remove obstruction.
Brake valve is out of balance.
Adjust balance according to instructions.
Actuator piston defective.
Replace piston.
Brake valve is defective.
Rebuild or replace brake valve assembly.
A relay valve is defective
Rebuild or replace relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure Internal malfunction of modulating section of Brake Valve.
Remove, disassemble, clean, and inspect brake valve.
Supply pressure is low.
Check steering/brake pump system and accumulators.
Improper collar adjustment on brake valve.
Adjust collars according to instructions.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied Short in electrical system.
Check wiring.
Brake accumulator bleeding down.
Bleeddown valve Open; close valve.
Differential pressure switch defective.
Check brake valve; replace switch assembly.
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Brake Circuit Checkout
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POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied Leak or other malfunction in one brake circuit.
Inspect brake system and repair leaks.
Brake valve balance is out of adjustment.
Adjust collars according to instructions.
Differential pressure switch defective.
Replace the switch.
A relay valve is defective
Inspect and repair relay valve(s)
TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released Brake valve out of balance (not tracking).
Adjust collars according to instructions.
Differential pressure switch defective.
Replace the switch.
Accumulator precharge/leak.
Check accumulators and recharge if necessary.
Problem in brake valve subassembly.
Remove, disassemble, clean, and inspect brake valve assembly or replace it.
Relay valve defective
Inspect and repair relay valve(s)
Air in one brake circuit.
Bleed brakes.
Minor leak in one circuit.
Inspect brake system and repair leaks.
TROUBLE: The Differential Pressure Warning Circuit is not Operating Low Brake Pressure lamp is burned out.
Replace bulb.
Electrical problem.
Check switch circuit wiring.
Differential pressure switch is defective.
Replace switch assembly.
Problem in brake valve assembly.
Remove, disassemble, clean, and inspect, or replace brake valve.
Retard Control Monitor defective
Replace RCM.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly The Low Brake Pressure lamp is burned out.
Replace the bulb.
The electrical circuit is open.
Check switch circuit wiring.
Pressure switch defective.
Replace the pressure switch.
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Brake Circuit Checkout
07/04 J04024
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper Short in electrical system.
Check wiring.
Pressure switch is defective.
Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low Steering circuit is malfunctioning.
Check steering circuit pressures.
The pump is worn.
Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator bleeddown valve is open.
Close valve, check precharge.
Accumulator precharge is low.
Recharge accumulator
Leak in one circuit.
Check plumbing.
Malfunction in brake valve.
Disassemble and clean, or replace.
TROUBLE: A "Squeal" is Heard When Controller is Operated Rapid operation of controller.
Normal
Brake Valve assembly is damaged.
Replace the brake valve assembly.
Hydraulic oil is too hot.
Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying Brake lines are blocked or improperly connected.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady Contamination in brake valve assembly.
Disassemble and clean, or replace.
Damage in brake valve assembly.
Repair or replace brake valve assembly.
Relay valve malfunctioning
Repair or replace relay valve assembly.
TROUBLE: Oil is Leaking Around the Pedal Base Defective seal on top of brake valve.
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Replace the seal.
Brake Circuit Checkout
J4-17
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Trucks veers to Left (or Right) when brakes are applied. Hoses between proportional pressure control valve (PPC) and rear relay valve are crossed.
Reconnect hoses to correct ports.
Malfunction in one proportional pressure control valve circuit.
Rebuild or replace PPC valve.
Malfunction in rear relay valve.
Rebuild or replace relay valve.
RCM requires recalibration.
Recalibrate. Refer to Section D, "Retard and Control Monitor (RCM) - Recalibration Procedure".
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Excessive internal leakage in a component.
Check all steering and brake system components.
Steering accumulator precharge too high or too low.
Check steering accumulator precharge.
Brake Valve plumbed incorrectly.
Correct plumbing.
Internal leakage in brake valve assembly.
Replace brake valve assembly.
Internal leakage in relay valve assembly.
Rebuild or replace relay valve
Steering/Brake pump is worn.
Rebuild or replace pump.
Pump compensator not adjusted correctly.
Adjust pump pressure control.
J4-18
Brake Circuit Checkout
07/04 J04024
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET MACHINE MODEL________ UNIT NUMBER________SERIAL NUMBER_______________________ NOTE: Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures.
I. PREPARATION STEP 2 __________Brake accumulators charged to 1400 psi (9.65 MPa). STEP 6 __________ Front brake pressure when auto-apply releases brakes. __________Left rear brake pressure when auto-apply releases brakes. __________Right rear brake pressure when auto-apply releases brakes.
II. BRAKE SYSTEM CHECK-OUT STEP 1 __________Park brake pressure; brake lock applied, park brake off. STEP 2 __________Park brake pressure with auxiliary brake applied __________Front brake pressure with auxiliary brake applied __________Left rear brake pressure with auxiliary brake applied __________Right rear brake pressure with auxiliary brake applied STEP 4 __________Front brake pressure (pedal applied). __________Rear brake pressure (pedal applied). STEP 5 __________Front brake pressure (pedal released). __________Rear brake pressure (pedal released).
NOTE: Steps 7 and 8 apply to trucks equipped with Slippery Road option only. STEP 7 __________Left rear brake pressure __________Right rear brake pressure __________Front brake pressure STEP 8 __________Left rear brake pressure __________Right rear brake pressure __________Front brake pressure STEP 9 __________Left rear brake pressure (brake lock applied) __________Right rear brake pressure (brake lock applied) __________Front brake pressure (brake lock applied)
J04024 07/04
Brake Circuit Checkout
J4-19
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET
III. Failure Modes Check-out STEP 13__________Low accumulator pressure (LAP1) after two minutes.
STEP 14__________Low accumulator pressure (LAP1) when warning actuates. __________Low accumulator pressure (LAP1) when auto-apply occurs. __________Left rear brake pressure after auto-apply. __________Right rear brake pressure after auto-apply. __________Front brake pressure after auto-apply.
STEP 18__________Left rear brake pressure after auto-apply. __________Right rear brake pressure after auto-apply. __________Front brake pressure after auto-apply.
STEP 22__________Number of applications prior to Low Brake Accumulator Pressure warning activating.
STEP 26__________Rear brake pressure at which the front differential fault occurs.
STEP 29__________Front brake pressure at which the rear differential fault occurs.
J4-20
Brake Circuit Checkout
07/04 J04024
FIGURE 4-15. PRIOR TO CALIBRATION
J04024 07/04
Brake Circuit Checkout
J4-21
FIGURE 4-16. PPC PERFORMANCE (Plot both left and right brake circuit pressures recorded in Figure 4-15.)
J4-22
Brake Circuit Checkout
07/04 J04024
FIGURE 4-17. RELAY VALVE PERFORMANCE (Plot both right and left brake circuit pressures recorded in Figure 4-15.)
J04024 07/04
Brake Circuit Checkout
J4-23
FIGURE 4-18. TRANSDUCER PERFORMANCE (Plot both right and left brake circuit pressures recorded in Figure 4-15.)
J4-24
Brake Circuit Checkout
07/04 J04024
FIGURE 4-19. AFTER CALIBRATION
J04024 07/04
Brake Circuit Checkout
J4-25
FIGURE 4-20. RETARD LEVER PERFORMANCE (Record retard lever output at OFF and ON position.)
J4-26
Brake Circuit Checkout
07/04 J04024
FIGURE 4-21. AFTER RCM CALIBRATION (Plot left ("F") and right ("G") MOM display pressures from Table in Figure 4-19. for each retard lever position.)
Name of Mechanic or Inspector Performing Check-Out __________________
J04024 07/04
Brake Circuit Checkout
J4-27
NOTES
J4-28
Brake Circuit Checkout
07/04 J04024
SECTION J5 FRONT WET DISC BRAKES INDEX
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 FRONT DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Installation
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
BRAKE ASSEMBLY REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J5-5 DISC BRAKE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J5-5 Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Checking Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 WEAR INDICATOR SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7 SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7 WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
J05020
Front Wet Disc Brakes
J5-1
NOTES
J5-2
Front Wet Disc Brakes
J05020
FRONT WET DISC BRAKES DESCRIPTION The oil cooled wet disc brake assemblies mounted on the front wheels are similar in design and operation to the rear wet disc brake assemblies. The front brake assembly contains the following major components (refer to Figure 5-1):
• Twelve friction discs (4) • Eleven separator plates (3) • Two damper discs (2) • Piston assembly (1) • Cylinder (9) • Stationary ring gear (8) • Rotating inner gear (5)
A brake cooling valve (BCV) is located in the circuit. If activated (no brake apply signal) 50% of the cooling oil will be routed directly back to tank. If the BCV is not activated (due to the presence of a brake signal) then 100% of the oil is routed through the front brake cooling oil circuit. After the cooling oil has passed through the brake assembly, before entering the heat exchanger the oil is routed through a one way orifice check valve. This valve assembly provides a back pressure of 4.6 kg/cm2 (65 psi) in the front brake cooling circuit. Cooling oil pressure returns the piston when the brakes are not applied. (If the cooling oil pressure falls below 4.6 kg/cm2 (65 psi), the piston may not fully release the brake discs and the brakes could be partially applied.) Cooling oil then flows through the heat exchanger and then back to tank.
• Floating ring oil seal assembly (7)
Ring gear (8) is internally splined to retain the dampers (2) and separator plates (3). The separator plates are alternately placed between the friction faced discs (4) which are splined to the inner gear (5). The inner gear mounts directly to the front wheel hub (6). The inboard side of the assembly contains the piston (1) which is activated by hydraulic pressure supplied by the brake valve through the front relay valve. As hydraulic pressure is applied, the piston moves to compress the rotating friction faced discs against the stationary steel discs. The friction forces that are 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 tandem front and rear brake cooling pump. Cooling oil flows from one section of the pump to the front wet disc brake cooling circuit. FIGURE 5-1. FRONT DISC BRAKE ASSEMBLY (Shown Installed on Spindle with Wheel Hub) 1. Piston 2. Damper 3. Separator Plate 4. Friction Disc 5. Inner Gear
J05020
Front Wet Disc Brakes
6. Front Wheel Hub 7. Floating Seal Assembly 8. Ring Gear 9. Cylinder
J5-3
FIGURE 5-2. FRONT WHEEL BRAKE ASSEMBLY 1. Front Wheel Spindle 2. Capscrews and Flatwashers 3. Disc Brake Assembly
4. Floating Seal Retainer Tool 5. Seal Drain Hose Assembly 6. O-Ring
FRONT DISC BRAKE ASSEMBLY Removal 1. Refer to Section G, Front Wheel Hub and Spindle, and remove the front wheel hub and bearings.
Be certain floating seal retainer tools (4, Figure 52) (p/n 562-99-3A110) are installed at three places on the inner gear and hub prior to removing the brake assembly from the spindle. Seal damage will occur if tools are not installed! 2. Remove seal drain hose (5, Figure 5-2).
J5-4
3. Attach a lifting device to support the brake assembly (3) when mounting capscrews are removed.
The brake assembly weighs approximately 580 kg (1280 lbs.) Be certain lifting device is capable of handling the load. 4. Remove capscrews and flatwashers (2). 5. Carefully move brake assembly off spindle and move to a clean work area.
Front Wet Disc Brakes
J05020
Installation
Be certain floating seal retainer tools (4, Figure 52) (p/n 562-99-3A110) are installed at three places on the inner gear and hub prior to installing the brake assembly on the spindle. Seal damage will occur if tools are not installed! 1. Attach a lifting device to the brake assembly (3, Figure 5-2). 2. Install a new O-ring (6) in groove on cylinder. Use grease to hold O-ring in position. 3. Lift brake assembly into position on front wheel spindle (1).
FIGURE 5-3. SEAL POSITION CHECK 1. Ring Gear 2. Hub
3. Inner Gear
DISC BRAKE MAINTENANCE Use caution when positioning brake assembly over spindle. Do not damage spindle wheel bearing machined surfaces or inner gear teeth. 4. Align tapped holes in brake cylinder with spindle holes. (Verify O-ring remains properly inserted in groove.) 5. Coat the mounting capscrew threads with Three Bond #1374. Install capscrews and flatwashers (2). Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 ft. lbs.). 6. Measure distance between inner gear and hub as shown in Figure 5-3. Dimension "A" should be 99 ± 1.0 mm (3.90 ± 0.04 in).
Brake disc wear should be checked every 1000 hours. using the wear indicator tool (refer to Section M, Special Tools). The brake disc wear indicator tool is inserted in the wear gauge plug on the inside of the brake assembly. Figure 5-4 shows the front brake location. Refer to Rear Wet Disc Brakes in this section for rear wheel plug location. Brake Disc Wear Indicator Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change of hydraulic filters. Rear brakes should be inspected for wear whenever the rear tires are removed.
7. Install seal drain hose (5) at port on bottom of brake. The opposite end of the hose must be routed to point downward. 8. Refer to Section G, Front Wheel Hub and Spindle, and install the front wheel hub and bearings. 9. After front wheel(s) are reassembled, bleed air from brake system. Refer to Wet Disk Brake Bleeding Procedure.
BRAKE ASSEMBLY REBUILD The front and rear wet disc brake assemblies are similar in design. Refer to Rear Wet Disk Brakes in this section for rebuild instructions for both front and rear brakes.
J05020
Before removing wear gauge 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 accumulators for the rear brakes and front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible movement.
Front Wet Disc Brakes
J5-5
Checking Disc Wear 1. Place the range selector in NEUTRAL, apply the park brake, 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 the wear gauge plugs. 4. Remove the wear gauge plug (4, Figure 5-4) and install disc wear measurement gauge shown in Figure 5-5. (Refer to Rear Wet Disc Brakes for wear gauge installation location on rear brake assemblies.) 5. Start the engine and allow the steering system to stabilize and the brake accumulators to fill. NOTE: In the following procedures, be certain to observe the correct mark on the wear gauge indicator rod (2, Figure 5-5). The first mark (4) is used when measuring rear brake disc wear and the second mark (3, near end of indicator rod) is used when measuring front brake disc wear.
FIGURE 5-5. BRAKE WEAR TOOL 4. Marker 1. Handle (Rear Brakes) 2. Rod 5. Face of the Case 3. Marker (Front Brakes) 6. While fully applying the service brake pedal, check brake wear as follows: a. Push the wear gauge in until it contacts the brake piston. Check the position of the stamped mark on the rod (2, Figure 5-5). If the stamped mark goes in beyond the face of the case (5), the disc pack is worn to maximum safe wear limits. Brakes should be scheduled for rebuild. b. If the stamped mark on the rod does not go beyond the face of the case, brake disc wear is still within allowable limits. NOTE: If the mark is close to the face, more frequent inspections should be performed. 7. 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. 8. Remove the brake disc wear indicator tool and reinstall wear gauge plug. 9. To check the remaining brake assemblies, repeat this procedure at the remaining areas. NOTE: Checking disc wear in all four 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. 10. Refill the hydraulic tank, as required.
FIGURE 5-4. TOOL INSTALLATION LOCATION 1. Front Brake Assembly 2. Cooling Oil Ports
J5-6
3. Bleeder Plugs 4. Wear Gauge Plug
11. If brake repairs are necessary, refer to Brake Assembly Rebuild, in the next chapter. The front and rear wet disc brake assemblies are similar in design, and therefore, are outlined together.
Front Wet Disc Brakes
J05020
WET DISC BRAKE BLEEDING PROCEDURE
NOTE: Rear wheel brakes should be bled prior to rear tire installation.
1. Be certain the hydraulic brake supply (steering circuit) is operating properly.
FIGURE 5-6. BRAKE WEAR SENSOR SWITCH 1. Switch Cover 2. Switch
3. Switch Connector Wire 4. Brake Assembly
2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators, earlier in this Section of the manual. 3. Be certain bleeddown valves on brake accumulator manifold are closed. 4. Check hydraulic tank oil level and correct if necessary. 5. With the wheels securely blocked, start the engine and allow accumulators to fill. 6. Slowly depress the brake pedal until the service brake is partially applied.
WEAR INDICATOR SENSOR Each wheel is also equipped with a wear indicator sensor (2, Figure 5-6) which will alert the operator when brake disc wear is excessive. The sensor consists of a switch and a wear rod. The rod, inserted through a port in the brake assembly (4), is positioned against the piston and follows piston movement during brake applications. If rod travel exceeds the wear limit, the switch activates and illuminates the maintenance monitor lamp on the instrument panel. In addition, a signal is sent to the "MOM" display providing a message describing the location of the sensor that has been activated.
7. Crack open the bleeder valves located at the top of each brake cylinder. (The upper bleeder vents the cooling oil and the lower bleeder vents the piston.) Close bleeder valve after oil runs clear and free of bubbles. 8. Repeat for remaining wheels. 9. Shut down engine, allow steering accumulators to bleed down and check hydraulic tank oil level.
A cover (1) protects the sensor switch from damage due to mud and dirt accumulation during truck operation.
SPEED SENSOR Each wheel brake assembly is also equipped with a speed sensor to monitor wheel speed, providing a signal to the RCM. Refer to Section D, Speed Sensors for additional information and adjustment procedure.
J05020
Front Wet Disc Brakes
J5-7
NOTES
J5-8
Front Wet Disc Brakes
J05020
SECTION J6 REAR WET DISC BRAKES INDEX
REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 Checking Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 Wear Indicator Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5 Brake Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6 Brake Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7 BRAKE ASSEMBLY REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-10 Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12 Alternate Procedure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
J06021
Rear Wet Disc Brakes
J6-1
NOTES
J6-2
Rear Wet Disc Brakes
J06021
REAR WET DISC BRAKES DESCRIPTION A wet disc brake assembly, similar to the front wheel brakes is mounted on both sides of the differential on the final drive housing, inboard from the wheel hub and planetary drive. This assembly contains the following major components (refer to Figure 6-1): • Ring gear (4) • Inner gear (9) • Two damper discs (12) • Six separator plates (10) • Seven friction discs (11) • Piston assembly (3) • Floating Seal Assembly (5) Operation The housing (4, Figure 6-1) is internally splined to retain the steel damper (12) and separator discs (10). The separator discs are alternately placed between the friction faced discs (11) which are splined to the rotating inner gear (7). The inboard side of the assembly contains the piston assembly (3) which is activated by hydraulic pressure from either the service brake treadle valve or the retarder. As hydraulic pressure is applied, the piston moves and compresses the rotating friction faced discs against the stationary steel discs. The friction forces generated resist the rotation of the wheels (6). 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 cooling oil circuit is a low-pressure circuit which is completely isolated from the high-pressure piston apply circuit. The cooling oil flows from the tank to the pump, to the brake assembly housing (from the outside of the housing inward to the rotating hub for maximum cooling), through a heat exchanger, through two filters, and then to the hydraulic tank. Additional cooling circuit oil is supplied by the hoist valve when the body is not being raised. Dynamic retarding is also provided by the wet disc brakes. When the operator's retarder lever is actuated, both the front and rear wheel brakes are applied. The dynamic retarding is used to slow the truck during normal truck operation or to control speed descending a grade.
J06021
FIGURE 6-1. REAR DISC BRAKE ASSEMBLY 1. Rear Axle 2. Cylinder 3. Piston 4. Ring Gear 5. Floating Seal Assembly 6. Wheel Hub 7. Retainer 8. Floating Seal Assembly 9. Inner Gear
Rear Wet Disc Brakes
10. Seal Retainer 11. Hub 12. Separator Plate 13. Friction Disc 14. Housing Drain Plug 15. Piston Cavity Plug 16. Damper 17. Brake Mounting Capscrews and Washers 18. O-Ring
J6-3
MAINTENANCE
Checking Disc Wear
Brake disc wear should be checked every 1000 hours using the wear indicator tool (refer to Section M, Special Tools). The brake disc wear indicator tool is inserted in the wear gauge port on the brake assembly cylinder. Figure 6-3 shows the rear brake wear gauge port plug location. Refer to Front Wet Disc Brakes for gauge port location on front wheel brakes
1. Place the range selector in NEUTRAL, apply the park brake, 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 the wear gauge plugs.
Brake Disc Wear Indicator Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change of hydraulic filters. Rear brakes should be inspected for wear whenever the rear tires are removed.
Before removing any brake assembly 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.
4. Remove the wear gauge plug (4, Figure 6-3) and install disc wear measurement gauge shown in Figure 6-2. 5. Start the engine and allow the steering system to stabilize and the brake accumulators to fill.
NOTE: In the following procedures, be certain to observe the correct mark on the wear gauge indicator rod (2, Figure 6-2). The first mark (4) is used when measuring rear brake disc wear and the second mark (3, near end of indicator rod) is used when measuring front brake disc wear.
Open bleed down valves located on the brake manifold. This will allow both accumulators for the rear brakes and front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible movement.
FIGURE 6-2. BRAKE WEAR TOOL 1. Handle 2. Rod 3. Marker (Front Brakes)
4. Marker (Rear Brakes) 5. Face of the Case FIGURE 6-3. TOOL INSTALLATION LOCATION 1. Rear Brake Assembly 2. Cooling Oil Ports
J6-4
Rear Wet Disc Brakes
3. Bleeder Ports 4. Wear Gauge Plug
J06021
6. While fully applying the service brake pedal, check brake wear as follows: a. Push the wear gauge in until it contacts the brake piston. Check the position of the stamped mark on the rod (2, Figure 6-2). If the stamped mark goes in beyond the face of the case (5), the disc pack is worn to maximum safe wear limits. Brakes should be scheduled for rebuild. b. If the stamped mark on the rod does not go beyond the face of the case, brake disc wear is still within allowable limits.
NOTE: If the mark is close to the face, more frequent inspections should be performed.
Wear Indicator Sensor Each wheel is also equipped with a wear indicator sensor which will alert the operator when brake disc wear is excessive. The sensor consists of a switch and a wear rod. The rod, inserted through a port in the brake cylinder, is positioned against the piston and follows piston movement during brake applications. If rod travel exceeds the wear limit, the switch activates and illuminates the Maintenance Monitor lamp on the instrument panel. In addition, a signal is sent to the "MOM" display providing a message describing the location of the sensor that has been activated. Refer to PMC Fault Code List, E045 E053; E0A9 - E0b3. NOTE: Sensor Switch Circuit OPEN = FAULT Sensor Switch Circuit CLOSED = O.K.
7. 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. 8. Remove the brake disc wear indicator tool and reinstall wear gauge plug. 9. To check the remaining brake assemblies, repeat this procedure at the remaining areas.
NOTE: Checking disc wear in all four 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.
10. Refill hydraulic tank as required. 11. If brake repairs are necessary, refer to Disc Brake Rebuild Procedure, on the following pages.
J06021
Rear Wet Disc Brakes
J6-5
Brake Assembly Removal 1. Remove rear wheels and tires, planetary drive, and wheel hubs. Refer to Section G, Drive Axle, Spindles and Wheels. The brake assembly weighs approximately 1100 kg (2424 lbs.) Use adequate lifting devices. Be certain floating seal assembly retainer tools (3, Figure 6-4) are installed at 3 equal spaces to retain floating seal assembly when the brake is removed from the rear axle. If retainers are not installed, seal damage will occur!
5. Remove capscrews and washers (17, Figure 65). Carefully move brake assembly outward until clear of rear axle. 6. Move brake assembly to a clean work area for disassembly.
2. If not done previously, drain brake cooling oil tank. Be prepared to catch 152 gal. (576 liters) of oil. Remove drain plugs and drain oil from brake housing and piston cavity. Crack open bleeder valves at top of brake assembly to facilitate oil removal. 3. Remove cooling oil inlet and outlet tubes from inner side of brake assembly. Remove brake apply line. 4. Attach a lifting device to the brake assembly.
FIGURE 6-4. BRAKE ASSEMBLY REMOVAL 1. Brake Assembly 2. Lifting Device
J6-6
3. Floating Seal Retaining Tool 562-99-3A110 (3 Required)
Rear Wet Disc Brakes
J06021
Brake Assembly Installation 1. Attach a lifting device to brake assembly. Brake housing must be properly oriented to align with hydraulic line connections and mounting holes on inner side. Be certain O-Ring (18, Figure 65) is installed and remains in position when brake assembly is seated on axle flange.
The brake assembly weighs approximately 2425 lbs. (1100 kg). Use adequate lifting devices. 2. Move brake assembly into position against flange on axle. Coat mounting capscrew threads (17 Figure 6-5) with Three Bond (Part Number TB1374 or 09940-00030). Install capscrews and washers. Tighten capscrews to 1266 ft. lbs. (175 kg.m). 3. Measure distance between inner gear and hub as shown in Figure 6-6. Dimension "A" should be 4.65 ± 0.04 in (118 ± 1.0 mm). 4. Install cooling lines on rear of brake housing. Install brake apply line. 5. Install Floating seal (8, Figure 6-5) and retainer (7). 6. Install rear wheels and tires, planetary drive, and wheel hubs. Refer to Section G, Drive Axle, Spindles and Wheels, for final assembly. 7. Service hydraulic system and bleed air from brake system. Refer to Front Wet Disc Brakes, Wet Disc Brake Bleeding Procedure.
FIGURE 6-5. REAR DISC BRAKE ASSEMBLY 1. Rear Axle 2. Cylinder 3. Piston 4. Ring Gear 5. Floating Seal Assembly 6. Wheel Hub 7. Retainer 8. Floating Seal Assembly 9. Inner Gear
J06021
10. Seal Retainer 11. Hub 12. Separator Plate 13. Friction Disc 14. Housing Drain Plug 15. Piston Cavity Plug 16. Damper 17. Brake Mounting Capscrews and Washers 18. O-Ring
FIGURE 6-6. SEAL POSITION CHECK 1. Ring Gear 2. Hub
Rear Wet Disc Brakes
3. Inner Gear
J6-7
BRAKE ASSEMBLY REBUILD NOTE: Rebuild procedures for the front and rear brake assemblies (Figure 6-7) are similar. The following instructions apply to both front and rear brakes, except as noted. Disassembly NOTE: Match mark brake assembly components to ensure correct orientation of parts during reassembly. 1. Position brake assembly on work surface as shown in Figure 6-7. Remove seal retainer tools (3, Figure 6-4). 2. Install lifting device on inner gear (1, Figure 67). Carefully lift inner gear from assembly. NOTE: Be careful not to damage the floating seal when removing inner gear. 3. Remove capscrews and flatwashers (5) from hub (6). 4. Lift hub from ring gear (7). 5. Noting order of assembly of the discs, remove dampers (10), separator plates (8) and friction discs (9). Also note notches at seven locations on the periphery of the damper plates and separator plates. Discs must be reassembled correctly to ensure proper oil flow. 6. Remove capscrews and flatwashers (11). Remove ring gear (7) from cylinder (14). 7. Remove piston (12). NOTE: If piston removal is difficult, plug any open ports at piston apply pressure passages and slowly apply air pressure at one port to push piston out of cylinder bore. 8. Remove floating seal assembly (4) halves from hub and seal retainer. 9. Remove and discard all O-ring seals. 10. Remove lip seal (3) from hub (6) bore.
FIGURE 6-7. BRAKE ASSEMBLY COMPONENTS 1. Inner Gear 2. Seal Carrier 3. Lip Seal 4. Floating Seal 5. Capscrew & Washer 6. Hub 7. Ring Gear 8. Separator Plate 9. Friction Disc
J6-8
Rear Wet Disc Brakes
10. Damper 11. Capscrew & Washer 12. Piston 13. O-Ring 14. Cylinder 15. O-Ring 16. Piston Seals 17. O-Ring
J06021
Cleaning and Inspection 1. Clean all parts thoroughly prior to inspection. 2. Remove and discard toric rings from floating seal assembly (4, Figure 6-7) in seal retainer and hub. 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 6-8) 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.
FRONT BRAKE INSPECTION ITEM
NEW
WEAR LIMIT
PLATE
2.4 mm (0.095 in)
2.15 mm (0.085 in)
DISC
5.1 mm (0.201 in)
4.6 mm (0.181 in)
DAMPER
6.9 mm (0.272 in)
5.1 mm (0.201 in)
DISC WARPING
0.45 mm (0.018 in)
0.7 mm (0.028 in)
PLATE WARPING
0.50 mm (0.012 in)
0.7 mm (0.028 in)
ASSEMBLED THICKNESS OF DISCS AND PLATES
101.4 mm (3.992 in)
93.4 mm (3.667 in)
Table 1: FRONT BRAKE WEAR LIMITS
REAR BRAKE INSPECTION ITEM
FIGURE 6-8. SEAL WEAR PROGRESSION
3. Inspect piston cylinder (14, Figure 6-7) for nicks or scratches in piston seal area. If nicks or scratches cannot be removed by polishing, replace cylinder. 4. Inspect piston seal assembly grooves for damage. 5. Inspect friction discs, separator plates, and damper plates for friction material wear, warping and tooth wear. Refer to Tables 1 and 2 for wear limits.
J06021
NEW
WEAR LIMIT
PLATE
3.1mm (0.122 in)
2.85 mm (0.112 in)
DISC
6.7 mm (0.264 in)
6.2 mm (0.244 in)
DAMPER
7.6 mm (0.299 in)
5.8 mm (0.228 in)
DISC WARPING
0.70 mm (0.028 in)
0.9 mm (0.004 in)
PLATE WARPING
0.50 mm (0.020 in)
0.7 mm (0.028 in)
ASSEMBLED THICKNESS OF DISCS AND PLATES
80.70 mm (3.177 in)
75.2 mm (32.961 in)
Table 2: REAR BRAKE WEAR LIMITS
Rear Wet Disc Brakes
J6-9
Assembly Clean all parts, and check for dirt or damage. Coat the sliding surfaces of all parts with hydraulic oil before installing.
4. Lubricate and install two O-rings (3, Figure 610) (front brake assembly, only). The two Orings seal the bleeder port between gear (4) and cylinder housing (1).
NOTE: When assembling the floating seals, use alcohol to remove all the white powder from the Oring surface before assembling. 1. Refer to Floating Ring Seal Assembly/Installation for proper seal installation procedures. a. Install floating seal assembly (4, Figure 6-7) to seal carrier (2) and hub (6). b. After installing the floating seal, measure dimension "a" (Figure 6-9) between the hub and floating seal ring at four places around the circumference, and check that the measurement is within 1 mm (0.039 in). c. Repeat, measuring dimension "a" between the seal carrier and the floating seal ring. Measurement must be within 1 mm (0.039 in). FIGURE 6-10. BLEEDER PORT O-RINGS (Front Brake Assemblies, Only) 1. Cylinder 2. Bleeder
3. O-Ring 4. Gear
5. Install ring gear (7, Figure 6-7) onto cylinder housing (14). FIGURE 6-9. SEAL INSTALLATION NOTE: When assembling brake components, be certain to align individual parts according to match marks made during disassembly. 2. Position cylinder on work surface as shown in Figure 6-7. Install new seals on piston (12), lubricate and install in cylinder (14). 3. Lubricate and install O-ring (17).
J6-10
On front brake assemblies, guide studs must be used to mate gear (7) and cylinder housing (14). Failure to use guide studs could cause O-rings (3, Figure 6-10) to be twisted during assembly, resulting in leakage. 6. Install capscrews and flatwashers (11, Figure 67). Tighten capscrews to 405 ± 43 ft. lbs. (56 ± 6 kg.m).
Rear Wet Disc Brakes
J06021
7. Install damper discs, friction discs, and separator plates in the following order: a. Insert the first damper disc with the cork face against the piston. b. Insert a friction disc. c. Insert one separator plate, with notches aligned with damper disc notches (as noted during disassembly). d. Continue installing separator plates and friction discs. Internal teeth must be kept in alignment when friction discs are installed. Be certain separator plate notches are aligned. Front wheel brake - eleven (11) separator discs, twelve (12) friction discs. Rear wheel brake - six (6) separator plates, seven (7) friction discs. e. Install the remaining damper disc with the cork material facing up (against hub) and the notches aligned with the separator plates.
9. With new O-ring and lip seal installed, install hub (6) to ring gear (7). Tighten capscrews to 405 ± 43 ft. lbs. (56 ± 6 kg.m).
NOTE: Coat the sliding surfaces of the floating seals thinly with engine oil. Assemble slowly and be careful not to damage the floating seals.
10. Attach a lifting device to the inner gear (1) and carefully lower over assembly, mating gear teeth with disc teeth. 11. Install seal assembly retainer tools (3, Figure 64) at tapped holes in hub and inner gear holes at 3 equal spaces to retain floating seal in position until the brake assembly is installed. Required tool part numbers are: Front Wheel Brake: 562-99-3A110 Rear Wheel Brake: 562-99-3A120
8. Install a new lip seal in hub (6): a. Front wheel brake; press the seal into the hub and coat lip area with grease. b. Rear wheel brake: Apply Loctite #648 to O.D. of seal and press into hub. Coat lip area with grease.
J06021
Rear Wet Disc Brakes
J6-11
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 a non-petroleum base, rapid drying solvent that leaves no film. Allow surfaces to dry completely. Use clean, lint-free material such as "Micro-Wipes #05310" for cleaning and wiping.
When using 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 482° C (900° F). 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. 3. Place installation tool (9, Figure 6-10) onto seal ring with toric. Lower the rings into a container of solvent until all surfaces of toric ring are wet.
FIGURE 6-11. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp 5. Seal Ring Housing
J6-12
6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip 9. Installation Tool
Rear Wet Disc Brakes
J06021
Alternate Procedure: After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying with solvent.
6. If small adjustments are necessary, DO NOT PUSH DIRECTLY ON THE SEAL RING. Make any required adjustments with installation tool.
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 SIGHT GAGE. Check variation in seal ring "assembled height" in four places, 90° apart. Height variation around the assembled ring should be within 1.0 mm (0.0391 in).
J06021
NOTE: Toric ring must not slip on ramps of either seal ring or housing. To prevent slippage, WAIT at least two minutes. Let all solvent 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.
Rear Wet Disc Brakes
J6-13
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 solvent 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.
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 solvent evaporate. (Some may still be trapped between toric and housing ramp.)
J6-14
Rear Wet Disc Brakes
J06021
SECTION J7 PARKING BRAKE INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Parking Brake Service Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 PARKING BRAKE SPRING CYLINDER REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 AUTOMATIC SLACK ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
J07012 01/04
Parking Brake
J7-1
NOTES
J7-2
Parking Brake
01/04 J07012
PARKING BRAKE Description
Parking Brake Service Criteria
The disc type parking brake, mounted on the final drive input, utilizes three brake heads with spring cans (hydraulic cylinders) containing internal springs which apply the parking brake when hydraulic pressure is released.
The following specifications should be used to determine the state of parking pads and the disc. Replace if any of the limits have been exceeded.
When the engine is running and the park brake switch is in the OFF position, hydraulic oil is routed to the spring cans to extend the pistons and mechanically retract the disc brake pads to release the park brake.
Parking Brake Wear Limits
A slack adjuster, mounted between each brake head and spring can, automatically maintains the correct disc pad adjustment. Automatic adjustment occurs when the parking brake is applied.
Item
New
Limit
Disc Face Runout
0.4 mm (0.016 in.)
0.8 mm (0.032 in.)
Disc Thickness
25 mm (0.99 in.)
20 mm (0.79 in.)
Pads (Includes plate thickness)
20.0 mm (0.787 in.)
12.2 mm (0.48 in.)
Before removing any brake lines or brake circuit components, be certain the steering system and brake system accumulators are bled down. To bleed down accumulators: • Block truck wheels • Turn the key switch OFF and wait approximately 90 seconds for the steering accumulators to bleed down. Rotate the steering wheel; no wheel movement should occur. • Bleed the brake accumulators (located in the hydraulic components cabinet) by opening (turning counterclockwise) the bleeddown valves (NV1, NV2) located on the brake manifold. Wait approximately 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close the bleeddown valves completely by turning clockwise.
J07012 01/04
Parking Brake
J7-3
Installation
Removal 1. Place the range selector in NEUTRAL, apply the park brake, 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 around any hose connections where dirt might enter the system. 4. Remove the capscrews (6, Figure 7-1), lock washers (7) and brake line clamps (8). 5. Disconnect the hoses (4, 5, and 14) from the spring cans. 6. Disconnect the three hoses at the junction block (1). 7. Remove fittings (2 & 26) at the junction block. 8. Remove the junction block from the bracket (15) by removing the capscrews (16), washers (17), and nuts (18). 9. Remove the bracket (5) by removing capscrews (3). (Re-Install capscrews and washers but do not tighten.)
1. Install the brake disc (20, Figure 7-1) onto the companion flange with capscrews (10) and flat washers (9). Tighten to standard torque. 2. Install dowel pins (23) into the parking brake cage. 3. Install each brake assembly (13) over the disc. 4. Install the plates (19) onto the dowel pins and align with slots in the brake assembly. 5. Assemble the springs (11& 12) onto the bracket (24). Take note of the left and right spring positions. Attach brackets with springs to the plates with capscrews (25) and flat washers (17), paying special attention that the springs are positioned correctly between the brake pads. Tighten to standard torque. 6. Remove capscrews and flat washers and install bracket (15) using the longer capscrews (3) and re-using the same flat washers. Tighten to standard torque. 7. Install junction block (1) to bracket with capscrews (16), flat washers (17) and nuts (18). Tighten to standard torque. 8. Install fittings (12 & 10) into the junction block. 9. Attach hoses (4, 5 & 14) onto the junction block.
NOTE: Repeat steps 10 through 13 for each of the three brake assemblies.
10. Attach the other end of the hoses to the spring cans.
10. Remove brackets (24) with springs (11 and 12).
11. Install the hose clamps (8) onto the case with capscrews (6) and lock washers (7). Tighten to standard torque.
11. Remove capscrews (21) and flat washers (22). Remove plates (19) from dowel pins (23). 12. Lift brake assembly (13) from brake disc (20). 13. Remove dowel pins (24) from assembly. 14. Loosen and remove capscrews (10) and flat washers (28), then remove brake disc (20) from companion flange.
J7-4
Parking Brake
01/04 J07012
FIGURE 7-1. PARKING BRAKE ASSEMBLY 1. Junction Block 2. Fitting 3. Capscrew 4. Hose 5. Hose 6. Capscrew 7. Washer
J07012 01/04
8. Clamp 9. Washer 10. Capscrew 11. Spring 12. Spring 13. Brake Assembly 14. Hose
15. Bracket 16. Capscrew 17. Washer 18. Nut 19. Plate 20. Disc 21. Capscrew
Parking Brake
22. Washer 23. Dowel Pin 24. Bracket 25. Capscrew 26. Fitting
J7-5
PARKING BRAKE SPRING CYLINDER REPLACEMENT
AUTOMATIC SLACK ADJUSTER Adjustment Procedure (Refer to Figure 7-2): 1. With the brake assembly in place as shown in Figure 7-1, remove the pin (2, Figure 7-2) connecting the clevis (4) and slack adjuster (1).
Park the truck on level ground. Block the wheels securely. Raise the dump body and lock in position. Removal 1. Remove cotter pin (3, Figure 7-2), and pin (2). 2. Disconnect clevis (4) from slack adjuster (1). 3. Loosen and remove the locking nut (6) on the free end of the stud (5). 4. Remove the stud from the threaded rod of the spring can (9). 5. Loosen and remove the nuts (7) and flat washers (8).
2. Remove the bolt (13) connecting the anchor bracket (11) and the slack adjuster control arm bracket (12). Position slack adjuster away from clevis. 3. Pressurize the spring can (9) to fully extend the clevis. Verify cast arrow on the slack adjuster indicates the apply direction (towards spring can). 4. Turn adjuster nut (14) clockwise to align holes in slack adjuster and clevis. 5. Rotate slack adjuster control arm bracket (12) as far as possible following the radial direction of the cast arrow: a. Align holes in anchor bracket and slack adjuster control arm bracket. (If necessary, loosen nuts on anchor bracket and rotate until holes align.)
6. Disconnect the spring can from the brake head (10).
Installation
b. Install bolt (13) and tighten.
1. Install the spring can (9, Figure 7-2) securely to the brake head (10) with flat washers (8) and nuts (7).
6. Turn adjuster nut (14) clockwise until no clearance exists between brake pads and disc.
3. Install the stud (5) into the threaded rod of the spring can.
7. Turn adjuster nut counterclockwise to obtain 0.040 - 0.060 in. (1.0 - 1.5 mm) between brake pads and disc. Note: a loud clicking noise will be heard when adjuster nut is turned.
4. Place the locking nut (6) on the free end of the stud. Install the clevis (4) onto the stud.
8. Repeat steps 1 through 7 for the remaining slack adjusters.
5. Attach the clevis to the slack adjuster (1) with pin (2) and cotter pin (3).
9. Start engine and allow hydraulic system to reach normal operating pressure.
2. Install locking nut (5) on the stud (2).
6. Position the slack adjuster perpendicular to the linkage by rotating the stud. Once the position is achieved, lock the stud by tightening the two locking nuts against the clevis and spring can rod end. 7. Refer to Automatic Slack Adjuster, Adjustment Procedure for final adjustment after installation on truck.
10. Apply and release parking brake several times. 11. With each application, the adjuster nuts will rotate a small amount. When no further rotation occurs, the brake is properly adjusted. Shut down engine. 12. Check the following: a. Measure the stroke of the spring can push rod. Stroke should be 1.73 - 1.89 in. (44.0 48.0 mm). b. Using a feeler gauge, measure clearance between brake pads and disc. Minimum clearance should be 0.020 in. (0.5 mm) per side [0.040 in. (1.0 mm) total]. 13. If clearance is less, repeat steps 1 through 12.
J7-6
Parking Brake
01/04 J07012
FIGURE 7-2. PARKING BRAKE ACTUATOR 1. Slack Adjuster 2. Pin 3. Cotter Pin 4. Clevis 5. Stud
6. Locking Nut 7. Nut 8. Flat Washer 9. Spring Can 10. Brake Head
11. Anchor Bracket 12. Slack Adjuster Control Arm Bracket 13. Bolt 14. Adjuster Nut
PARKING BRAKE CHECK-OUT Refer to Brake Circuit Checkout in this section to check and troubleshoot the parking brake hydraulic circuit and components.
J07012 01/04
Parking Brake
J7-7
NOTES
J7-8
Parking Brake
01/04 J07012
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 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 Brake Cooling Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 Brake Control Valve (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5 Low pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
L02035
Hydraulic System
L2-1
NOTES
L2-2
Hydraulic System
L02035
HYDRAULIC SYSTEM HYDRAULIC SYSTEM DESCRIPTION The following information describes the major components of the Model 530M hydraulic system, including the hoist circuit, steering circuit, and brake cooling circuit. Detailed information for the hydraulic brake system can be found in Section J of the manual. Refer to hydraulic system schematic in Section R. Hydraulic Tank The hydraulic tank (Figure 2-1) is divided into two sections. The front section (1) provides the oil supply for the steering and brake circuits. The rear section (2) provides the oil supply for the hoist and wet disc brake cooling oil. The total hydraulic system requires approximately 710 liters (187.6 gal). Refer to Section P, Lubrication and Service for the recommended oil specification for use under various ambient temperatures and tank refill capacity. The oil level should be checked periodically with the body down, engine stopped, and the truck parked on level ground.
FIGURE 2-2. HYDRAULIC PUMPS 1. PTO 2. Hoist Pump 3. Steering/Brake Pump
4. Transmission Cooling Pump 5. Brake Cooling Pump
In the front section of the tank, oil used for steering and brakes flows from the bottom of the tank to the inlet housing of the pump, mounted to the transmission pump on the lower left PTO of the transmission. In the rear section of the tank, oil flows from the bottom of the tank to the inlet housing of the pump (2, Figure 2-2) mounted on the left top of the PTO (1) of the transmission, for the hoist circuit. As the truck body is raised and lowered, some tank pressurization occurs as the hoist cylinders are retracted and oil returns to the tank. Excess pressure is relieved by a breather valve (5, Figure 2-1) mounted on top of the tank. FIGURE 2-1. HYDRAULIC TANK 1. Tank Front Section 2. Tank Rear Section 3. Drain 4. Hoist Valve
L02035
5. Breather Valve 6. Pressure Release 7. Filter
Oil also flows, from another area of the rear section of the tank, to the inlet housing of the pump (5) mounted on the right top PTO of the transmission for the brake cooling circuit.
Hydraulic System
L2-3
FIGURE 2-3. STEERING CIRCUIT COMPONENTS 1. High Pressure Filter 2. Bleeddown Manifold
3. Accumulators 4. Flow Amplifier Valve
5. Manifold 6. Steering Cylinders
Bleeddown Manifold The steering and brake pump (3, Figure 2-2) supplies oil to a high pressure filter (1, Figure 2-3) then to the bleeddown manifold (2), located on the inside left frame rail just forward of the filter. Oil within the bleeddown manifold is directed to the accumulators (3), flow amplifier (4), steering valve and steering cylinders (6), via the flow amplifier. Oil is also supplied from the bleeddown manifold to the wet disc brake system for service brake application. The steering and brake pump has a compensator set at 193.3 kg/cm2 (2750 psi) to regulate the steering and brake pressure. Oil returning from the steering and brake circuits flows back to the tank (1, Figure 24) through a defuser (5) mounted in the bottom of the tank. FIGURE 2-4. HOIST VALVE
Hoist Valve Hoist valve (2, Figure 2-4) is located on the rear of the hydraulic tank, between the tank and the left frame rail. The hoist valve is controlled by a hoist pilot control valve.
L2-4
1. Hydraulic Tank 2. Hoist Valve 3. Hoist Pilot Valve Supply
Hydraulic System
4. To Hoist Pilot Valve 5. Diffusers (Inside Tank)
L02035
Hoist Pump
Filters
Oil from the tandem gear pump (2, Figure 2-2), mounted on the left side of the transmission PTO, is directed to the split spool hoist valve. Whenever the truck body is not being raised, the oil is directed through the rear brake cooling circuit before returning to tank. On its path it will pass through a pair of filters and a heat exchanger. This circuit also utilizes a brake control valve (BCV). If the rear brakes are not applied, 50% of the oil returning from the hoist valve will be bypassed around the rear brake cooling circuit and flow directly to tank.
High Pressure Filter
An internal, adjustable relief valve protects the hoist circuit from pressures in excess of 193 kg/cm2 (2750 psi).
The truck is equipped with one high pressure filter with a Beta 12 = 200 rating, for the steering and brake system. The filter assembly has a built-in bypass system which activates a message in the "MOM" display panel when the differential pressure across the filter exceeds 2.5 kg/cm2 (35 psi). The filter should be changed as soon as possible after the indication in "MOM", before actual by-pass occurs. For the regular filter service interval, refer to Lubrication and Service, Section P, or replace when the indicator light turns on.
Low pressure Brake Cooling Pump The tandem gear pump (5, Figure 2-2), mounted on the right side of the transmission PTO, directs oil flow to the front and rear brake cooling circuits. The front (drive shaft end) section provides oil for the front brake circuit while the other section provides oil for the rear brake circuit.
Brake Control Valve (BCV)
The truck is also equipped with three low pressure filters, for the hoist and brake cooling circuits. All three filters have a built in bypass system which also activates a display message in "MOM" when the differential pressure indicates by-pass for any of the filters. The filter elements should be changed as soon as possible after the indication in "MOM", before actual by-pass occurs. For the regular filter service interval, refer to Lubrication and Service, Section P, or replace when the indicator light turns on.
Each circuit has its own brake control valve (BCV). If the brakes are not applied, 50% of the cooling oil is bypassed around the brakes and heat exchanger to be returned directly to the tank. This reduces power loss caused by excessive oil flowing through the brake housing. Also built into the BCV's is a relief valve which will activate at 9 kg/cm2 (128 psi). When actuated, the pilot relief valve will cause the main relief valves to open allowing the excess oil to return to tank.
L02035
Hydraulic System
L2-5
NOTES
L2-6
Hydraulic System
L02035
SECTION L3 HYDRAULIC SYSTEM COMPONENT REPAIR INDEX
HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6 Gap Measurement - Hydraulic Tank Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6 HYDRAULIC TANK STRAINERS AND DIFFUSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8 HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8 HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9 HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-13 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-14 Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 TROUBLESHOOTING GUIDE (HOIST PUMP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
L03031
5/04
Hydraulic Component Repair
L3-1
NOTES
L3-2
Hydraulic Component Repair
5/04 L03031
HYDRAULIC COMPONENT REPAIR HYDRAULIC TANK Filling Instructions 1. Lower the dump body, and turn the keyswitch OFF to shut down the engine.
The hydraulic tank may be pressurized! Depress relief valve (2, Figure 3-1) and release hydraulic tank filler cap slowly to remove any internal pressure. 2. Depress relief valve (2, Figure 3-1) for 30 - 45 seconds to release any internal tank pressure. Turn oil filler cap (4) slowly counterclockwise to release any possible residual tank pressure. 3. Using a filtered (3 micron) filling apparatus, fill the tank with recommended oil, until oil is visible in top sight glass (5). Refer to Lubrication Chart, Section P, for oil recommendations. NOTE: If the hydraulic tank has been completely drained, refill capacity is: 576 Liters (152 gal.) 4. Replace fill cap.
FIGURE 3-1. HYDRAULIC TANK 5. Oil Level Upper Sight 1. Hydraulic Tank Glass 2. Pressure Relief Valve 6. Oil Level Lower Sight 3. Breather Glass 4. Filler Cap 7. Oil Drain
5. Start the engine, and raise and lower the dump body 2-3 times to circulate oil and fill lines/components. 6. Lower the dump body, and turn the keyswitch OFF to shut down the engine. If the oil level falls below lower sight glass (6), repeat Steps 2 through 4.
Service
When servicing the hydraulic tank, always refer to Filling Instructions to relieve any internal tank pressure before opening tank. 1. When checking oil level, or any other service, inspect breather (3, Figure 3-1) to be certain that it is open to the atmosphere. Clean any excess accumulations of dirt/mud, etc. from around the breather. Clean/replace breather element as necessary. 2. Whenever oil is drained from the tank, clean diffusers (7 & 11, Figure 3-2) and strainers (8, 9, & 10).
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5/04
Hydraulic Component Repair
L3-3
Removal
Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and key switch 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 type of injury is not received immediately. Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination.
1. Turn key switch OFF and allow at least 90 seconds for the steering accumulators to bleed down. 2. Drain hydraulic tank (1, Figure 3-1) by use of the drains (7) located in the bottom of the tank. 3. Thoroughly clean the outside of the hydraulic tank and attached equipment. 4. Disconnect hydraulic lines. Plug lines to prevent spillage and possible contamination to the system. Tag each line as removed for proper identification during installation.
FIGURE 3-2. HYDRAULIC TANK (TOP VIEW) 7. Diffusers 1. Hydraulic Tank 8. Strainers 2. Pressure Relief Valve 9. Wire Mesh Strainer 3. Breather 10. Strainer 4. Filler Cap 11. Diffuser 5. Sight Glass Guard 6. Access Cover
5. Attach a lifting device to the hydraulic tank. 6. Remove the capscrews and lockwashers securing the hydraulic tank to the frame. 7. Move the hydraulic tank to a clean work area for disassembly or repair.
L3-4
Hydraulic Component Repair
5/04 L03031
FIGURE 3-3. HYDRAULIC TANK MOUNTING 1. Tank Mount 2. Nut 3. Washer
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5/04
4. Capscrew 5. Hydraulic Tank 6. Capscrew
Hydraulic Component Repair
7. Spacer 8. Capscrew 9. Shim
L3-5
Installation 1. Lift the hydraulic tank into position, and secure with the four upper capscrews and lockwashers, only. DO NOT install the lower capscrews at this time. Gap Measurement - Hydraulic Tank Mounting 2. Ensure the upper mounting capscrews are tightened to 549 ± 55 Nm (405 ± 40 ft.lb.). 3. Measure the gaps (dimension X, Figure 3-4) behind the two lower mounting capscrew holes. If either of the gaps exceed 0.397 mm (0.0156 in.), shims are required. (Use the larger of the two gaps to determine a shim pack.)
4. Install shims, accordingly. 5. Install spacers (7, Figure 3-3), and the lower mounting capscrews and washers. Tighten the capscrews to 549 ± 55 Nm (405 ± 40 ft.lb.). 6. Uncap hydraulic lines and attach to the proper connections. 7. Fill the tank with hydraulic oil. 8. Bleed all air from hydraulic pump suction lines before starting engine.
FIGURE 3-4. HYDRAULIC TANK MOUNTING - GAP MEASUREMENT
L3-6
Hydraulic Component Repair
5/04 L03031
HYDRAULIC TANK STRAINERS AND DIFFUSERS Removal 1. Shut engine down by turning the key switch OFF. Wait at least 90 seconds for the accumulators to bleed down. NOTE: Be prepared to contain approximately 152 gal. (576 l) of hydraulic oil. If oil is to be re-used, clean containers must be used with a filtering system available for refill. 2. Open the drain valves (14, Figure 3-5) at the bottom of the hydraulic tank and drain the oil from both front and rear tank sections. 3. Remove nuts and lockwashers securing the pump inlet line and return line to the hydraulic tank. Plug or cap lines to prevent contamination. 4. Remove capscrews (8 & 13). Remove covers (8, 9, and 14) and gaskets. 5. Remove strainers (9 & 11) and diffusers (6) from hydraulic tank. 6. Remove diffuser (3, Figure 3-6) from the hydraulic tank. 7. Remove capscrews and washers (1) securing cover (2) to the hydraulic tank. Remove the cover and gasket. 8. Remove wire mesh strainer (10, Figure 3-5).
FIGURE 3-5. STRAINER/DIFFUSER SERVICE 1. Hydraulic Tank 2. Pressure Relief Valve 3. Breather 4. Filler Cap 5. Access Cover 6. Diffusers 7. Cover 8. Capscrews
9. Strainers 10. Wire Mesh Strainer 11. Strainer 12. Cover 13. Capscrews 14. Oil Drain 15. Diffuser
Cleaning and Inspection NOTE: Inspect the strainer and diffuser thoroughly for damage or metallic particles. The quantity and size of any particles found may provide an indication of excessive component wear in the hydraulic system.
1. Clean the strainers with cleaning solvent from the inside out. 2. Inspect the strainers for cracks or damage. Replace, if necessary. 3. Clean the diffusers with cleaning solvent from the outside in. 4. Inspect the diffusers for cracks or damage. Replace, if necessary. 5. Clean any sediment from bottom of hydraulic tank.
L03031
5/04
Hydraulic Component Repair
L3-7
HYDRAULIC TANK BREATHER The hydraulic tank breather, mounted on the top cover of the hydraulic tank access cover, will relieve internal tank pressure automatically if pressure it reaches 0.7 kg/cm2 (10 psi). It also contains a vacuum relief valve to allow the pumps to pick up oil when no pressure is present in the tank. The breather should be serviced every 250 hours of operation.
Service 1. Shut off the engine and relieve any internal pressure using the relief valve on top of the hydraulic tank. 2. Clean dirt accumulation from the area around the breather. 3. Remove breather from the tank. 4. Remove snap ring (1 Figure 3-7), cover (2), and filter element (3). FIGURE 3-6. SIDE COVER AND DIFFUSER 1. Capscrews & Washers
2. Cover 3. Diffuser
5. Clean the breather in solvent and dry thoroughly. 6. Install a new filter element, making sure to lubricate the o-rings with oil during the assembly. 7. Install the breather on the hydraulic tank.
Installation 1. Install strainers (9 & 11, Figure 3-5) and diffusers (6). 2. Using new gaskets, install covers (7 & 12). Install capscrews (8 & 13). Tighten to standard torque. 3. Install diffuser (3, Figure 3-6) in the hydraulic tank. 4. Install wire mesh strainer (10, Figure 3-5). 5. Place cover (2) and a new gasket into position on the hydraulic tank. Install capscrews and washers (1). Tighten the capscrews to standard torque. 6. Uncap and connect inlet and outlet lines. 7. Fill hydraulic tank with clean hydraulic oil. 8. Loosen connection at hydraulic pump inlets to bleed out all trapped air from inlet line and make sure pump housing is filled with oil. Tighten pump inlet connections.
FIGURE 3-7. HYDRAULIC TANK BREATHER 1. Snap Ring 2. Cover
3. Element
9. Refer to Filling Instructions.
L3-8
Hydraulic Component Repair
5/04 L03031
HYDRAULIC SYSTEM FLUSHING PROCEDURE
b. Steer full left (keeping pressure against the steering wheel) and hold for 10 seconds.
The following instructions outline the procedure for flushing the hydraulic system.
c. Steer full right (keeping pressure against the steering wheel) and hold for 10 seconds.
NOTE: If a system component fails, an oil analysis should be performed before replacing any component. If foreign particles are present, the system must be flushed. All flexible hoses should be removed and backflushed with cleaning solvent. Inspect for small particles which may be trapped inside the hose.
10. Increase engine speed to full throttle and steer full left, and then full right.
1. Shut the engine off. Allow at least 90 seconds for the accumulators to bleed down. 2. Thoroughly clean the exterior of the tank. Drain the hydraulic tank and remove top cover. Flush the interior of hydraulic tank with a cleaning solvent. Inspect all hydraulic hoses for deterioration or damage. 3. Remove, clean and replace the hydraulic tank strainers. Replace the hydraulic filter elements. 4. Fill the hydraulic tank with clean filtered hydraulic oil. Replace top cover. NOTE: The final filter in the filling apparatus must be 3 micron.
11. Return all controls to NEUTRAL. 12. Reduce engine speed to 1000 RPM and perform the following: a. Fully extend the hoist cylinders, and then allow the cylinders to float down - repeat four times. NOTE: As third stage starts out of hoist cylinder in the power up mode, slowly decrease engine speed to prevent full extension of the third stage.
b. Extend hoist cylinders and hold at full extension for 10 seconds. The hoist control lever must be held in the RAISE position. c. Lower hoist cylinders and hold lever in the LOWER position for 10 seconds after cylinders are fully retracted.
5. Set all controls in the NEUTRAL position. Do not steer the truck or operate controls until the next step is completed. 6. Start the engine, and operate at 1000 RPM for four minutes. This will circulate oil with all valves in the NEUTRAL position. 7. 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. 8. Shut the engine off. Allow at least 90 seconds for the accumulators to bleed down. This will return all contaminants in accumulators to the hydraulic tank. NOTE: Hydraulic tank oil temperature should be 110°-130°F (43°-54°C) after performing Step 11. If not, repeat Step 9 to increase oil temperature to the proper operating range.
Do not continue to hold in RAISE/LOWER excessive hydraulic oil heating can occur. 13. Increase engine speed to full throttle and perform the following: a. Hoist up to full extension (see NOTE above), then allow cylinders to float down. b. Return hoist control to NEUTRAL. 14. Shut the engine off. Allow at least 90 seconds for the accumulators to bleed down. 15. Remove hydraulic filters, clean housings and install new filters. 16. With hydraulic system charged, inspect all connections and fittings for leaks. Tighten or repair any leaking connections. Refill hydraulic tank if necessary.
9. Start the engine and operate at 1000 RPM while performing the following: a. Steer truck full left then full right - repeat four times.
L03031
5/04
Hydraulic Component Repair
L3-9
HYDRAULIC PUMPS The hoist circuit pump (2, Figure 3-8) and the brake cooling circuit pump (7) are similar in design. Removal and installation procedures below are applicable to either pump. Pump rebuild instructions are also applicable to both pumps. Removal 1. Turn key switch OFF and allow at least 90 seconds for the accumulators to bleed down.
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. 2. Drain the hydraulic tank by use of the drain valves on the bottom of both sides of the hydraulic tank. 3. Loosen the capscrews securing the pump suction hoses to the pump and allow oil to drain. Remove suction hoses. 4. Disconnect pump outlet lines. Cap or cover lines to prevent contamination of the hydraulic system.
The hydraulic pumps weigh approximately 55 kg (121 lbs.) each. Use a suitable lifting device that can handle the load safely. 5. Attach a suitable lifting device to the pump that can handle the load safely. 6. Remove capscrews and lockwashers securing the pump to the mounting. Remove pump. 7. Move pump to a clean work area for disassembly.
FIGURE 3-8. PUMP REMOVAL AND INSTALLATION 1. Suction Hoses 2. Hoist Pump 3. Outlet Hoses 4. Brake Control Valve (BCV)
5. Hoist Valve 6. PTO 7. Brake Cooling Pump
Installation 1. Using a new O-ring, lift pump into position on PTO mounting studs. Install hardened flatwashers and nuts. Tighten nuts evenly to standard torque. 2. Using new O-rings on flange fittings, install suction hoses and outlet hoses. Install capscrews and lockwashers but do not tighten. 3. Refill the hydraulic tank. 4. Loosen suction hose flange clamps until air is discharged from lines. Tighten all hose flange clamp capscrews to standard torque. 5. Start engine, check for leaks and proper hydraulic tank oil level.
L3-10
Hydraulic Component Repair
5/04 L03031
FIGURE 3-9. HYDRAULIC PUMP ASSEMBLY (Hoist Circuit Pump Shown) 1. Front Drive Gear 2. Snap Ring 3. Seal 4. Plug 5. Flange Plate 6. Body (Front)
7. O-Ring 8. Bearing Plate 9. Splined Coupling 10. Rear Drive Gear 11. Body (Rear) 12. Cover Plate
13. Stud 14. Nut 15. Hardened Flatwasher 16. Rear Idler Gear 17. O-Ring 18. Dowel Pin
19. O-Ring 20. O-Ring 21. Steel Ball 22. Front Idler Gear
Disassembly 1. Clean the outside of the pump thoroughly.
PUMP REBUILD The following rebuild procedures are applicable to both the hoist circuit pump and the brake cooling circuit pump. This rebuild procedure describes the disassembly, inspection, and reassembly for a typical gear type pump as used on this truck. Slight design variations may be noted. Refer to the Parts Manual for actual parts installed and for seal service kits available.
2. Place the pump on a workbench and mark the pump sections on the side nearest the drive shaft extension. These marks will be used for correct matching of parts when reassembling the pump. 3. Remove nuts (14, Figure 3-9) and washers (15). 4. Remove flange (5). If the flange is stuck, use a plastic hammer or wooden mallet and tap the edges of the flange to loosen it. NOTE: If shaft seal replacement only is required, further disassembly is not necessary. Refer to Seal Replacement for instructions.
L03031
5/04
Hydraulic Component Repair
L3-11
FIGURE 3-10. ISOLATION PLATE REMOVAL 1. Isolation Plate 2. O-Ring
3. Backup Ring 4. Ring Retainer
FIGURE 3-11. DRIVE GEAR REMOVAL 1. Drive Gear
2. Pressure Plate
5. Remove ring retainer (4, Figure 3-10), O-ring (2), back-up ring (3), and isolation plate (1). 6. Grasp the drive gear shaft extension (1, Figure 3-11) and lift it upward to dislodge the pressure plate (2). Grasp the plate between thumb and forefinger and lift it straight up off the shafts.
When removing the rolled up metal, do not attempt to remove gear track-in grooves.
NOTE: When disassembling the tandem pump, as parts are removed from each pumping section, they should be laid out in a group and in the same order in which removed. 7. Lift drive gear and idler gear straight up out of the bore of the body. 8. Examine the gear bores in body (1, Figure 312): • During the initial break-in at the factory the gears cut into body. The nominal depth of this cut is 0.20 mm (.008 in.) and should not exceed 0.38 mm (.015 in.). As the gear teeth cut into the housing, metal is rolled against the pressure plates. Using a knife or sharp pointed scraper, remove the metal that was rolled against the top pressure plate. Also, remove the metal that is rolled against the pressure plate in the bottom of the body. Blow out the metal chips that were broken loose. This will help to keep the pressure plate from hanging as it is lifted from the bottom of the gear bores.
L3-12
FIGURE 3-12. GEAR BORE INSPECTION 1. Body
Hydraulic Component Repair
2. Gear Track-in Grooves
5/04 L03031
9. To remove bottom pressure plate (2, Figure 313), insert an expandable bearing puller (1) in the shaft bore of the plate and tighten it. a. By applying a light forward and back force to the puller handle, the plate can be dislodged. b. Lift the plate straight up and out. 10. If a bearing puller is not available, grind a screwdriver shape on the short end of an Allen wrench. Insert the ground end of the wrench into the shaft bore and lift the plate up. a. Move the wrench to the opposite bore and lift up, repeating this action until the plate has been dislodged. b. With thumbs in the bores of the plate, lift it straight up and out.
Use extreme care in removing the plate. Do not pry or force. If the plate hangs, work it up and down until free, then lift it out.
FIGURE 3-13. PRESSURE PLATE REMOVAL 1. Bearing Puller
2. Pressure Plate
11. Remove ring retainer, O-ring, back-up ring, and isolation plate located under the pressure plate removed in step 9 (or 10). 12. Lift the body straight up and off of the studs. If the body is stuck on the dowels, use a plastic hammer or wooden mallet and tap around the body to loosen it. 13. Remove spline coupling (9, Figure 3-9) from the rear drive shaft. NOTE: Some pumps have O-rings (19) installed around the studs in the top surface of the bearing plate (8). These O-rings are used to prevent vibration of the studs under load conditions. 14. Remove the O-rings and lift the bearing plate off. It may be necessary to tap the plate lightly with the mallet to loosen it from the dowels. 15. To complete the disassembly of the pump repeat steps 5 through 11 as applicable to the rear section. 16. Refer to Seal Replacement for flange plate seal removal instructions. 17. Inspect all parts to determine which if any, should be replaced.
L03031
5/04
Inspection Of Parts 1. Visually inspect the gear bores in the pump bodies. During initial break-in at the factory, the gears cut into the housing. The nominal depth of this cut is 0.20 mm (.008 in.) and should not exceed 0.38 mm (.015 in). Due to the hydraulic loading of the gears, the cut will start on the suction side of the body and will continue about one third of the way around each gear bore. The cut should be smooth with no deep grooves or deep scratches. Reject the body if the depth of the groove is greater than 0.38 mm (.015 in.), or if the gear bores look like they have been sand blasted. Reject the body if it is cracked or otherwise damaged. 2. Examine the pressure plates They should not show excessive wear on the bronze side. If deep curved wear marks are visible, reject them. 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, reject them.
Hydraulic Component Repair
L3-13
Assembly 1. Refer to Seal Replacement for flange plate seal installation instructions. 2. Place rear pump body (11, Figure 3-9) so that the matching mark made in disassembly step 2 will be facing you. If a new body must be used, make sure the side facing you is the same as the one marked on the old body. NOTE: Observe that the body has a wide and a narrow boss. The side having the wide boss is always the suction side of the body. 3. Using clean hydraulic oil, coat the inside of pump body (11). 4. Out of the group of parts from the rear section, examine the two isolation plates. You will find that they are slightly different. Choose the one having the rounded edge as shown by the arrow in Figure 3-14. With the rounded edge down, install the plate (on the suction side) in the bottom of the body. 5. Install back-up ring (7, Figure 3-15), O-ring (6), and ring retainer (2). 6. With the bronze side facing up and the rounded trap slots toward the outlet side of the body, slide pressure plate (2, Figure 3-16) down into the gear bores until it rests firmly at the bottom of the pump body. Do not force the plate down the gear bores. If the plate hangs or binds on the way down, work it back and forth carefully until it slides freely into position.
FIGURE 3-14. ISOLATION PLATE INSTALLATION 1. Isolation Plate (Rounded Edge)
L3-14
FIGURE 3-15. ISOLATION PLATE ASSEMBLY 1. Pump Body 2. Ring Retainer 3. Stud 4. Dowel Pin
5. Isolation Plate 6. O-Ring 7. Back-up Ring 8. Drive Gear
7. Coat rear drive gear (10, Figure 3-9) with clean hydraulic oil. With the splined end up, install the drive gear in the bore nearest the mark that was made in step 2. 8. Coat rear idler gear (16) with clean hydraulic oil and install it in the bore opposite the drive gear.
FIGURE 3-16. PRESSURE PLATE INSTALLATION 1. Outlet Side (Body) 2. Pressure Plate
Hydraulic Component Repair
3. Trap Slots 4. Inlet Side(Body)
5/04 L03031
12. Install isolation plate on the suction side of the pump body, then the back-up ring, O-ring, and ring retainer. 13. Lay the bearing plate so the side faces up which has the bearing extending out of the bore. Install O-ring (7, Figure 3-9). Use clean heavy grease to hold the O-ring in the groove. 14. Turn the bearing plate (8) over, with the O-ring facing down, and the mark that was made in step two facing you, slide bearing plate down on the shafts until contact is made with the dowels. Keep the bearing plate true with the dowels and tap the plate gently with a plastic hammer or wooden mallet until the O-ring rests firmly against the rear pump body (11). 15. Install spline coupling with snap ring (9). 16. To install the studs (13), lubricate the threads and screw the studs in until they are snug. FIGURE 3-17. REAR DRIVE GEAR POSITIONING
17. Install stud O-rings (19).
2. Body Dowel Pin
18. Install O-ring (7) and dowels (18) in the bearing plate.
9. Install dowels (18, Figure 3-9) in body (11).
19. With the gear bores turned up and the matching mark facing you, slide front pump body (6) down the studs until it rests firmly on the O-ring in the bearing plate.
1. Rear Drive Gear
10. Before continuing to assemble the pump, the rear set of gears must be positioned for proper timing with the front set of gears. Refer to Figure 3-17: a. Rotate the gears until the point of a tooth on the drive gear (1, Figure 3-17) is in line with the center of the dowel (2) in the body that is nearest to the drive gear (See arrows).
20. Install dowels (16) in body (3). 21. To assemble the parts in the front pump section repeat steps 3 through 6, as applicable.
b. This set of gears must remain in this position until all remaining parts have been assembled. 11. With the bronze side facing down and the rounded trap slots toward the discharge side of the body, install pressure plate over rear drive and idler gears.
L03031
5/04
Hydraulic Component Repair
L3-15
26. If the drive shaft extension is keyed, cover the keyway with tape or thin shim material. If the drive shaft extension is splined, coat the spline with heavy grease. This will prevent damage to the sealing lips as the flange plate and seals are installed. 27. With the O-ring in the flange plate (5) facing down, slide flange plate down over the studs and shafts until the plate makes contact with the dowels in pump body. With the plastic hammer or wooden mallet, tap the flange plate gently into place
FIGURE 3-18. FRONT DRIVE GEAR TIMING 1. Front Drive Gear
2. Tooth Valley
22. In step 10, the rear set of gears was positioned for timing. The drive gear in the front section must now be correctly positioned. a. With the extension end of drive gear (1, Figure 3-18) up, slide the gear down to the splined coupling. b. Before engaging the shaft spline into the coupling, rotate the shaft until the valley (as shown by the arrow in Figure 3-18) between two gear teeth is lined up with the center of the dowel nearest to the gear.
28. Lubricate the threads and install washers (15) and nuts (14) on two opposite studs. Tighten nuts to 22.1 to 24.2 kg.m (160 to 175 ft. lbs.). 29. Using a 10" adjustable wrench, check to see if the drive shaft will turn. The shaft will be tight but should turn freely with a maximum of 0.7 to 1.4 kg.m (5 to 10 ft. lbs.). 30. If the shaft will not turn properly, disassemble the pump and examine the parts for burrs or foreign material causing build-up or interference between the parts. 31. Remove the cause and reassemble as before. 32. When the shaft turns properly, lubricate the threads and install the remaining nuts and washers on the studs. Tighten nuts to 22.1 to 24.2 kg.m (160 to 175 ft. lbs.) in an alternating, progressive pattern.
c. If you find the spline will not enter the coupling without the valley being off center with the dowel, lift the shaft slightly and rotate it to the next valley and try again. d. Continue to do this until you find the combination of valley and spline that will allow the valley to be centered with the dowel 23. Install idler gear (22, Figure 3-9) and pressure plate. Make certain the bronze side of the plate faces down and the traps face the discharge side of this body. 24. Install isolation plate, back ring, O-ring, and ring retainer over pressure plate. 25. Install O-ring (20) in the flange plate (5). Use clean heavy grease to hold the O-ring in the groove.
L3-16
Hydraulic Component Repair
5/04 L03031
Bearing Replacement If the bearings are worn beyond the gray teflon into the bronze material, the complete flange or body housing should be replaced. Installing a new bearing in an old flange or body is not recommended.
Seal Replacement Seal kits are available for replacing the shaft seals only, if desired. If only the shaft seals are to be replaced, refer to disassembly and assembly instructions for removal procedures for the flange plate only. Complete pump disassembly is not required.
1. Remove the snap-ring from the bore. Lay the flange plate on a work bench or other suitable work surface as shown in Figure 3-19. Face the pilot down and prevent the machined surfaces from being dented or scratched by using a piece of clean wood, heavy cardboard, or other suitable material between the plate and the work surface.
FIGURE 3-19. SEAL REMOVAL PREPARATION 1. Flange 2. Bearings
3. Wooden Blocks
2. Using a punch and mallet, tap the old seal (or seals) out of the bore (See Figure 3-20).
Do not mar or scratch the bore surfaces. Do not mar the bearing surfaces and/or their end projections 3. Drive the seal straight out by moving the punch around the seal as it moves down the bore. 4. If the flange contains two (double) seals, remove the outer seal completely before attempting removal of the inner seal. After the outer seal is out, remove the snap ring, then the inner seal. 5. After the seal is out, clean the bore thoroughly and inspect for scratches or gouges which might interfere with installation of the new seal. 6. If necessary, the bore may be smoothed with No. 400 emery paper. Clean the bore again afterwards. 7. A suitable seal press ring or plug, and two wooden blocks 25 mm x 100 mm (1 in. x 4 in.), approximately 250 mm (10 in.) long should be at hand for use in installing the new seal (or seals).
FIGURE 3-20. SHAFT SEAL REMOVAL 1. Flange 2. Punch
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5/04
Hydraulic Component Repair
3. Bearings
L3-17
8. The following procedures are outlined for use with a vise, but they can be adapted to the use of a press if an appropriate one is available. 9. Open the vise jaws wide enough to accept the combined thickness dimensions of the flange, the wood blocks and the press ring (or plug). 10. Refer to Figure 3-21. Place the two wood blocks (2) flat against the fixed jaw of the vise. Place the flange plate (1) against the blocks in such a position that the bearing projections (3) are between the blocks and clear of the vise jaw. 11. The flange requires two replacement seals. Position the first seal so that the rubber face enters the bore first; the second seal should enter the same way. 12. Place the press ring in position, centered over the seal. Make sure that the seal stays centered and true with the bore, and start applying pressure with the vise. Continue until the seal just clears the snap-ring groove in the bore. 13. Open the vise and remove the press ring. Install the snap-ring in its groove in the bore so that the weep-hole is directly over the gap in the snap-ring.
FIGURE 3-21. SEAL INSTALLATION (VISE) 1. Flange Plate 2. Wooden Blocks
3. Bearing Projection
14. Make sure the snap-ring has seated properly in the groove. Observe orientation and positioning procedures outlined in steps 11 and 12, and start the second seal in the bore. Press it in until it bottoms against the snap-ring. 15. Remove the flange plate from the vise, wash it clean and blow it dry.
L3-18
Hydraulic Component Repair
5/04 L03031
TROUBLESHOOTING GUIDE (Hoist Pump) TROUBLE
POSSIBLE CAUSE
CORRECTIVE CHECKS
1. Sandblasted band around pressure plate bores
Was clean oil used?
2. Angle groove on face of pressure plate
Was filter element change period correct?
3. Lube groove enlarged and edges Abrasive wear caused by fine partirounded cles - dirt (fine contaminants, not 4. Dull area on shaft at root of tooth visible to the eye).
Were correct filter elements used? Hoist cylinder rod wiper and seals in good condition?
5. Dull finish on shaft in bearing area
Cylinder rods dented or scored?
6. Sandblasted gear bore in housing
Was system flushed properly after previous failure?
1. Scored pressure plates
Was system flushed properly after previous failure?
2. Scored shafts 3. Scored gear bore
Abrasive wear caused by metal par- Contaminants generated elsewhere ticles - (coarse contaminants, visible in hydraulic system? to the eye). Contaminants generated by wearing pump components?
1. External damage to pump
Interference between pump and adjacent components?
2. Damage on rear of drive gear and Incorrect pump installation rear pressure plate only
Did shaft bottom in mating part?
1. Eroded pump housing
Tank oil level correct?
2. Eroded pressure plates
Aeration-cavitation a. Restricted oil flow to pump b. Aerated oil
Oil viscosity correct? Restriction in pump inlet line? Air leak in pump inlet line? Loose hose or tube connection?
1. Heavy wear on pressure plate 2. Heavy wear on end of gear
Was oil level correct? Lack of oil
1. Housing heavily scored 2. Inlet peened and battered
Tank strainers restricted? Metal object left in system during initial assembly or previous repair?
Damage caused by metal object
Metal object generated by another failure in system?
3. Foreign object caught in gear teeth 1. Pressure plate black 2. O-rings and seals brittle
Metal object left in system during initial assembly or previous repair? Excessive heat
3. Gear and journals black
Was relief valve setting too low? Oil viscosity correct? Oil level correct?
1. Broken shaft
Overpressure
2. Broken housing or flange
L03031
5/04
Relief valve setting correct? Relief valve functional?
Hydraulic Component Repair
L3-19
NOTES
L3-20
Hydraulic Component Repair
5/04 L03031
SECTION L4 STEERING CIRCUIT INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8 STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14 Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
L04040
Steering Circuit
L4-1
NOTES
L4-2
Steering Circuit
L04040
STEERING CIRCUIT STEERING CIRCUIT OPERATION The hydraulic pump supplies oil to the bleeddown manifold (2, Figure 4-1). The bleeddown manifold supplies oil to the steering accumulators (3) and the steering control valve via the flow amplifier (4). Oil entering the accumulators pushes the floating pistons within the accumulators upward, compressing the nitrogen on the opposite side of the pistons. The nitrogen pressure increases directly with steering circuit pressure. The top side of the pistons are precharged to 98.4 kg/cm2 (1400 psi) with pure dry nitrogen. When the steering circuit pressure reaches 193.3 kg/cm2 (2750 psi) the accumulators will contain approximately 23 l (4 gal.) of hydraulic oil in each accumulator under pressure. The accumulators supply hydraulic oil to the steering circuit in an emergency situation should the hydraulic steering oil supply be lost for any reason.
If a loss in steering pressure occurs, stop the truck immediately. Pressure in the accumulators allows the operator to steer the truck only for a short period. Do not attempt further operation until the problem is located and corrected.
Hydraulic oil from the bleeddown manifold flows to the closed center steering control unit via the flow amplifier. Oil entering the steering control unit is blocked until the steering wheel is turned in a desired direction. The steering control unit then directs oil to the flow amplifier then to the steering cylinders. Hydraulic oil at the opposite ends of the steering cylinders flows back through the flow amplifier, bleeddown manifold and low pressure return filters to the hydraulic tank.
COMPONENT DESCRIPTION Steering Control Valve The steering control valve is mounted in the front compartment of the of the cab, behind the access panel. Operation of the steering valve is, in effect, both manual and hydraulic. The steering valve 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.
FIGURE 4-1. STEERING CIRCUIT COMPONENTS 1. High Pressure Filter 2. Bleeddown Manifold
L04040
3. Accumulators 4. Flow Amplifier Valve
Steering Circuit
5. Manifold 6. Steering Cylinder
L4-3
Bleeddown Manifold
High Pressure Filter
All check valves, relief valves and the bleeddown solenoid are replaceable. Valves and solenoids are replaced as a unit and are not repairable.
The high pressure filter is a secondary filtering system, filtering oil for the steering and brake apply circuits. Oil is filtered through a Beta 12=200 filter to reduce the possibility of contamination and subsequent damage to the hydraulic system.
The steering circuit pressure is normally maintained at 193.3 kg/cm2 (2750 psi) by the compensator located in the steering/brake pump. Should a malfunction occur and system pressure exceed this setting, the bleeddown manifold relief valve will relieve the pressure at 228.5 kg/cm2 (3250 psi). The bleeddown solenoid will bleed off pressure contained in the steering accumulators each time the key switch is turned to the OFF position. Bleeddown Solenoid Each time the key switch is turned OFF, it activates a timer that energizes the bleeddown solenoid. When the bleeddown solenoid is energized, all hydraulic steering pressure, including the accumulators, is bled back to the hydraulic tank. After approximately 90 seconds the timer will deenergize to close the return port to tank. By this time all the oil in the accumulators should have returned to tank. Accumulators The accumulators are a floating piston type. The top side of the accumulators are charged to 98.4 kg/cm2 (1400 psi) with pure dry nitrogen. Oil entering the accumulators pushes the piston upward compressing the nitrogen on the top side of the piston. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 193.3 kg/cm2 (2750 psi) the accumulators will contain a quantity of oil under pressure which is available for steering the truck. The accumulators also provide oil to be used in case of an emergency situation should the pump become inoperative. Located at the bottom of one accumulator is a pressure switch. The switch is a normally closed device used to activate a warning buzzer and a red warning light when the key switch is turned to ON position. These alarms will signal anytime steering circuit pressure is less than 130 kg/cm2 (1850 psi). At the top of each accumulator is another pressure switch. These pressure switches are electrical devices used to activate the accumulator precharge warning light should the nitrogen pressure fall below 5.86 kg/cm2 (850 psi). Should the precharge warning light come on anytime the keyswitch is ON, the nitrogen must be recharged to 98.4 kg/cm2 (1400 psi).
L4-4
If flow through the steering filter becomes restricted, a switch located near the filter inlet will activate the Maintenance Monitor warning lamp in the cab. Steering circuit filter element restriction will be recorded and can be displayed on the "MOM"display. The indicator may activate when oil in the system is cold. If this occurs, the light should go out when system warms up. If the warning light illuminates after the oil warms up, notify maintenance personnel at earliest opportunity. The high pressure filter element should be changed every 1000 hours or when the steering pump filter warning comes on. If the pressure differential indicator switch becomes defective, replace it with a new part. Warning Devices Several methods are used to warn the operator of impending problems in the hydraulic system. Warning lamps on the left monitor display will illuminate if a problem occurs with low steering pressure or low accumulator nitrogen precharge. If either or both of these lights are on, the Central Warning Lamp will illuminate. "MOM" will also display a fault code indicating the exact problem, including the accumulator with the low precharge or open switch circuit. "MOM" will also display a course of action for the operator to follow. Flow Amplifier The flow amplifier (Figure 4-2) is located on the left frame rail forward of the front suspension. The flow amplifier is used in the steering circuit due to the large volume of oil displacement required for steering. The flow amplifier uses the amount of flow from the steering control valve to determine the amount of amplified flow to send from the bleed down manifold to the steering cylinders.
Steering Circuit
L04040
FIGURE 4-2. FLOW AMPLIFIER
L04040
Steering Circuit
L4-5
FLOW AMPLIFIER SYSTEM OPERATION
No Steer
Refer to Figures 4-3 through 4-6 for oil flow paths during the following conditions:
(Refer to Figure 4-3):
• Neutral • Steering left • Steering right • External shock load
L4-6
High pressure oil from the steering pump and steering accumulators is available through the steering bleeddown manifold to the HP port on the flow amplifier assembly. Upon Entering the priority valve, it goes past the spool to the closed amplifier valve and also out port P through a hose to port P on the steering control unit. In the control unit, it goes to a closed area in the control valve. 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 35.2 kg/cm2 (500 psi), the spool moves compressing its spring and closes off oil supply through area "A" resulting in high pressure at PP but only 35.2 kg/cm2 (500 psi) at the amplifier spool and steering control unit.
Steering Circuit
L04040
FIGURE 4-3. FLOW AMPLIFIER (No Steer)
L04040
Steering Circuit
L4-7
Steering Left (Refer to Figure 4-4): When the operator turns the steering wheel "left", the steering control unit valve 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.
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.
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.
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.
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.
L4-8
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 includes a relief valve in the priority spring area that is used to control maximum steering working pressure to 193 kg/cm2 (2750 psi) even though supply pressure coming in to port HP is higher. When 193 kg/cm2 (2750 psi) is obtained, the relief valve prevents the LS pressure from going higher and thereby allows the priority valve to compress the spring enough to close off the area A when 193 kg/cm2 (2750 psi) is present.
Steering Circuit
L04040
FIGURE 4-4. FLOW AMPLIFIER (Steering Left)
L04040
Steering Circuit
L4-9
Steering Right (Refer to Figure 4-5): 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 oil flows 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.
L4-10
Steering Circuit
L04040
FIGURE 4-5. FLOW AMPLIFIER (Steering Right)
L04040
Steering Circuit
L4-11
No Steer, External Shock Load (Refer to Figure 4-6): 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 (218 kg/cm2 (3100 psi)) and allow oil to escape from the pressurized ends of the cylinders preventing a higher pressure.
L4-12
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.
Steering Circuit
L04040
FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)
L04040
Steering Circuit
L4-13
STEERING/BRAKE PUMP
Construction
The steering pump (Figure 4-7) is mounted on the rear of the transmission pump, located at the lower left side of the PTO. The steering pump driveshaft connects to the transmission pump driveshaft through a splined coupling. This pump also provides the oil supply for the wet disc service brake application circuits.
A driveshaft (1, Figure 4-7) runs through the center line of the pump housing (5) and valve plate (31) with the pump cylinder barrel (30) splined to it.
The pump is a pressure compensated, piston type pump, delivering oil through a high pressure filter assembly to the bleeddown manifold. At the bleeddown manifold, oil is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake system components mounted in the hydraulic cabinet. The pump pressure compensator, located in the control group (mounted on the pump valve plate), maintains 193 kg/cm2 (2750 psi) oil pressure in both circuits.
L4-14
A ball bearing (2) supports the driven end of the driveshaft. A bushing, (part of the valve plate assembly) supports the other end. The pump cylinder barrel is carried in a journal type cylinder bearing, (35). The valve plate (31) has two crescent shaped ports. Pumping piston/shoe assemblies (29) in the cylinder barrel are held against a swashblock (27) by a shoe retainer (34). The shoe retainer is held in position by the fulcrum ball (33) which is forced outward by shoe retainer spring (32). The spring acts against the pump cylinder barrel forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in an arc shaped saddle bearing (36). The swashblock is swiveled by the control group (not shown).
Steering Circuit
L04040
FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section) 25. Guide Plate 13. Capscrew 1. Drive Shaft 26. Flat Head Screw 14. Plug 2. Driveshaft Bearing 27. Swashblock 15. O-Ring 3. Shaft Seal 28. Retainer Ring 16. Plug 4. Roll Pin 29. Piston/Shoe Assembly 17. O-ring 5. Housing 30. Cylinder Barrel 18. Roll Pin 6. Gasket 31. Valve Plate 19. O-Ring 7. Socket Head Screw 32. Shoe Retainer Spring 20. Seal Retainer 8. O-Ring Seal 33. Fulcrum Ball 21. Bearing Retainer Ring 9. Rear Shaft Cover 34. Shoe Retainer 22. Shaft Bearing Retainer Ring 10. Roll Pin 35. Cylinder Bearing 23. Roll Pin 11. Socket Head Screw 36. Saddle Bearing 24. Roll Pin 12. Spline Cover 37. Roll Pin
L04040
Steering Circuit
L4-15
Principle of Operation Full Pump Volume (Figure 4-8): Rotating the driveshaft clockwise turns the splined cylinder, which contains the pumping pistons. When the cylinder is rotated, the pistons move in and out of their bores as the shoes "ride" against the angled swashblock. As the cylinder rotates, the individual piston bores are connected, alternately, to upper (Port A) and lower (Port B) crescent shaped ports in the valve plate. While connected to the upper side (suction) Port A, each piston moves outward, drawing fluid from Port A into the piston bore until it's outermost stroke is reached. At that point, the piston bore passes from upper crescent port to the lower crescent port.
FIGURE 4-8. PUMP AT FULL VOLUME
While rotating across the lower crescent, each piston moves across the angled swashblock face. Thus, each piston is forced inward. Each piston displaces fluid through the lower crescent to Port B until it's innermost stroke is reached. At that point, the piston bore passes from the lower to the upper crescent again and the operating cycle is repeated.
Half Pump Volume (Figure 4-9): A study of the diagram will show that the degree of swashblock angle determines the length of piston stroke (difference between outermost and innermost position) thereby determining the amount of delivery from the pump. In this case, the stroke angle is onehalf of the stroke angle shown in Figure 4-8. Therefore, the piston stroke is one half and pump delivery is one half the delivery in Figure 4-8.
FIGURE 4-9. PUMP AT HALF VOLUME
Neutral Position (Figure 4-10): Neutral position results when the control centers the swashblock. The swashblock angle is now zero and the swashblock face is now parallel to the cylinder face. Therefore, no inward or outward motion of the pump pistons exist as the 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 consequently no delivery from pump ports. FIGURE 4-10. PUMP IN NEUTRAL POSITION
L4-16
Steering Circuit
L04040
SECTION L5 STEERING CONTROL UNIT INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L05028
Steering Control Valve
L5-1
NOTES
L5-2
Steering Control Valve
L05028
STEERING CONTROL UNIT Removal NOTE: Clean steering control unit and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened. 1. Shut off engine and bleed down steering circuit. NOTE: To insure the hydraulic oil has completely drained from the accumulators, turn the steering wheel. If the wheels do not turn, all the hydraulic pressure has been drained from accumulators. 2. Disconnect hydraulic lines. Plug lines securely to prevent spillage and possible contamination to the system. Tag each line as removed for proper identification during installation.
Use care to avoid contact with hot oil. Avoid spillage and contamination. 3. Remove capscrews (7, Figure 5-1) from steering unit mounting bracket and remove control unit.
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 Installation 1. Lubricate external splines of stub shaft (11, Figure 5-1) with a molybdenum disulphide or multipurpose NLGI grease. 2. Place steering control unit (9) into position on the mounting bracket. Install capscrews and washers (7) and tighten to standard torque. It may be necessary to loosen capscrews (10) to ease in the alignment of the stub shaft and the control unit.
FIGURE 5-1. STEERING CONTROL UNIT INSTALLATION 7. Capscrews & Washers 1. Steering Column 2. Trim Cover 8. Front Access Cover 3. Capscrews & Washers 9. Steering Control Unit 4. Capscrews & Washers 10. Capscrews & Washers 5. Saddle Bracket 11. Stub Shaft 6. Capscrew & Nut*
L05028
3. With capscrews (3) loosened, allow steering column to slide downward until stub shaft (11) splines bottom in steering control unit (9). When the stub shaft is at rest at the bottom of the input collar, slide column out to obtain 0.08 to 0.120 in. (2 to 3 mm) clearance between end of stub shaft and steering control unit. Tighten capscrews (3) to standard torque. NOTE: The gap in Step 3 can be measured by etching a line across saddle bracket (5) and the bracket mounting face while the stub shaft is at rest in the control unit. Pull the column away from the control unit until the correct gap exists between the mark on the bracket and the mark on mounting face.
Steering Control Valve
L5-3
4. Carefully tighten capscrews (7 & 10). It is important to use care when tightening to be certain no binding occurs between stub shaft and steering unit splines. Note: Be certain that the clearance adjusted in Step 3 remains between 0.08 and 0.120 inches (2 to 3 mm) when capscrews are tightened. 5. Remove plugs from the hydraulic lines. Be certain that the previously tagged hydraulic lines are connected to their respective ports according to the markings on the steering control unit.
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.
REBUILD PROCEDURE Tools required for disassembly and assembly: • 2 Screwdrivers (4-6 in. long, 1/8 in. flat blade) • 1/2 inch Socket (12 point) • Breaker Bar • Torque wrench, 90 ft. lbs. (120 n.m) capacity. • Plastic hammer or rubber hammer • Retaining ring pliers • Fabricated spring installation tool (Figure 5-4). The steering control valve is a precision unit manufactured to very close tolerances. Complete cleanliness is therefore a must when rebuilding 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 exterior joints of unit before disassembly. Clean solvent and hydraulic oil should be used to insure cleanliness and initial lubrication.
After servicing the steering control unit, hydraulic steering lines should be checked for correct hook-up before starting the engine.
FIGURE 5-4. SPRING INSTALLATION TOOL NOTE: This tool is extremely helpful during centering spring installation.
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
6. Check for proper steering wheel rotation without binding. Be certain wheel returns to neutral after rotating 1/4 turn left and right. If necessary, repeat steps 3 & 4.
L5-4
FIGURE 5-5. CLAMPING STEERING VALVE
Steering Control Valve
L05028
Disassembly 1. Clamp unit in vise, meter end up. Clamp lightly on edges of mounting area (See Figure 5-5).
Use protective material on vise jaws and DO NOT over tighten jaws. 2. Match mark gear wheel set and end cover to insure proper relocation during assembly. Refer to Figure 5-6. NOTE: Although the illustrations do not show the unit in a vise, it is recommended that the unit be kept in the vise during disassembly.
FIGURE 5-7. END COVER REMOVAL 1. End Cover 3. Gear Wheel Set 2. O-ring 4. Housing
FIGURE 5-6. MARKING VALVE COMPONENTS 1. Steering Control Valve 2. Match Marks
3. Capscrew With Rolled Pin 4. Pin Location Mark
3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 56). Mark location of capscrew with rolled pin to facilitate reassembly. 4. Remove end cover (1, Figure 5-7) and O-ring (2). Remove gear wheel set (3). 5. Remove Cardan Shaft (11, Figure 5-9) distribution plate (15) and O-ring (14). 6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove Oring (5), kin ring (6) and bearing assembly (7). 7. Remove ring (8) and pin (9) and carefully push inner spool out of outer sleeve. 8. Press the neutral position springs (10) out of their slot in the inner spool. 9. Remove dust seal (2, Figure 5-8) using a screwdriver. Use care not to scratch the seal bore.
L05028
FIGURE 5-8. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal
3. Housing
Cleaning and Inspection 1. Clean all parts carefully with fresh cleaning solvent. 2. Inspect all parts carefully and make any replacements necessary. NOTE: All O-rings, seals and neutral position springs should be replaced with new. Prior to assembly thoroughly lubricate all parts with clean hydraulic oil.
Steering Control Valve
L5-5
FIGURE 5-9. 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
L5-6
9. Pin 10. Neutral Position Springs 11. Cardan Shaft 12. Spacer 13. Tube 14. O-ring 15. Distribution Plate 16. Gear Wheel Set
Steering Control Valve
17. O-ring 18. O-ring 19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Bore 23. Capscrews
L05028
FIGURE 5-10. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole
3. Spool 4. Sleeve
FIGURE 5-11. INSTALLING CENTERING SPRINGS
Assembly NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used. The reason is that in the other end of the sleeve and spool (opposite end of the spring slots) there are three slots in the spool and three holes in the sleeve. These must be opposite each other on assembly so that the holes are partly visible through the slots in the spool, refer to Figure 5-10.
1. Assemble spool and sleeve carefully so that the centering springs slots line up. 2. Apply a light film of clean oil to the outside diameter of the spool. Rotate spool while sliding parts together.
The spool and sleeve are machined to very close tolerances. DO NOT use force when rotating parts during assembly. Be careful not to burr the sleeve. 3. Test for free rotation. Spool should rotate smoothly in sleeve with finger tip force applied at splined end. 4. Align springs slots of spool and sleeve, then stand parts on bench. Insert spring installation tool (see Figure 5-11) through spring slots of both parts.
L05028
1. Spring Installation Tool
2. Centering Springs
NOTE: If spring installation tool is not available, follow steps a. through d. under Alternate Method. 5. Position centering springs (two sets of four each) on the bench so that the extended edge is down and center section is together. 6. In this position insert one end of the entire spring set into installation tool (Figure 5-11). 7. Compress expanded end of centering spring set and push into spool and sleeve assembly. Keep pressure on spring ends when withdrawing installation tool, push forward on spring set. Alternate Method for Installing Centering Springs a. To install the neutral position springs (without the aid of an installation tool), place a screwdriver in the spool slot as shown in Figure 5-12. b. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove screwdriver. c. 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. d. 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. Install the cross pin.
Steering Control Valve
L5-7
FIGURE 5-12. NEUTRAL POSITION SPRING INSTALLATION 8. Install ring (1, Figure 5-13) rear bearing race (2), bearing (3) and front bearing race (4) in that order. The chamfer on the rear bearing race must be facing away from the bearing. Position the O-ring and kin ring on the spool. 9. Place the dust seal in position. Using a flat, iron block over the seal, tap into position. 10. Position the steering control valve with the housing horizontal. While gently rotating the parts, guide the spool and sleeve assembly into the housing bore. Refer to Figure 5-14.
11. Install the check ball in the hole shown in Figure 5-15. Install threaded bushing and lightly tighten. 12. Grease the housing O-ring with vaseline and install in the housing groove. 13. Install the distribution plate (15, Figure 5-9), aligning the channel holes to match the corresponding holes in the housing. Guide the cardan shaft (11) down into the bore. The slot in the cardan shaft must be parallel to the cross pin.
FIGURE 5-14. SPOOL AND SLEEVE INSTALLATION
FIGURE 5-13. BEARING INSTALLATION 1. Ring 2. Rear Bearing Race 3. Bearing
L5-8
4. Front Bearing Race 5. Spool 6. Sleeve
1. Housing
Steering Control Valve
2. Spool & Sleeve
L05028
FIGURE 5-15. CHECK BALL INSTALLATION 1. Housing 3. Check Ball Hole 2. Check Ball 4. O-ring NOTE: Position the cardan shaft as shown in Figure 5-16, so that it is held up and in position by a mounting fork. The mounting fork can be fabricated from a small piece of thin gauge metal. 14. Grease the O-rings on both sides of the gear wheel set with petroleum jelly and install. 15. Install gearwheel set. NOTE: The gearwheel (rotor) and cardan shaft must be assembled with a tooth base in the rotor positioned in relation to the slot of the cardan shaft as shown in Figure 5-17.
FIGURE 5-17. GEARWHEEL ROTOR INSTALLATION NOTE: Rotor and cross pin must now be in the position shown in relation to each other. Refer to Figure 5-18. 16. Install end cover. Install capscrews with washers. NOTE: Install the special capscrew with rolled pin in the position shown in Figure 5-5. 17. Tighten cover capscrews in a criss-cross pattern to 2 ± 0.4 ft. lbs. (3 ± 0.5 N.m) torque.
FIGURE 5-18. GEARWHEEL SET INSTALLATION
FIGURE 5-16. CARDAN SHAFT INSTALLATION
L05028
1. Gearwheel Set 2. Cross Pin (Outline)
Steering Control Valve
3. Rotor 4. Cardan Shaft
L5-9
NOTES
L5-10
Steering Control Valve
L05028
SECTION L6 STEERING CIRCUIT COMPONENT REPAIR INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Adjusting Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Testing and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 STEERING CYLINDER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
L06029
Steering Circuit Component Repair
L6-1
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
L6-2
Steering Circuit Component Repair
L06029
STEERING CIRCUIT COMPONENT REPAIR BLEEDDOWN MANIFOLD
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 to replace components. If a problem area has been isolated, simply remove the inoperative component and replace with a new part.
Adjusting Relief Valve 1. Bleed down the system and install a 350 kg/cm2 (5000 psi) pressure gauge in the pressure test port (6, Figure 6-1) of the bleeddown manifold.
FIGURE 6-1. BLEEDDOWN MANIFOLD 6. Test Port 1. Brake Circuit Supply 7. From Accumulator 2. Bleeddown Manifold 8. To Flow Amplifier 3. Return to Tank 9. From Flow Amplifier 4. Pressure Relief Valve 5. Supply From Steering 10. Accumulator BleedPump down Solenoid
2. Start engine and run at low idle speed. 3. Loosen locknut on compensator valve on steering pump. 4. Adjust the pump compensator valve, raising pressure until bleeddown manifold relief valve opens at 228 kg/cm2 (3250 psi). 5. If bleeddown manifold system relief valve setting is above or below 228 kg/cm2 (3250 psi), carefully loosen the locknut on the relief valve (4) and adjust the bleeddown relief valve pressure setting until 228 kg/cm2 (3250 psi) is obtained.
NOTE: Each 1/16 turn of the adjusting screw is equivalent to a setting change of approximately 7 kg/ cm2 (100 psi).
L06029
6. Secure bleeddown manifold system relief valve with locknut, install acorn nut and tighten. 7. Turn steering pump pressure compensator adjustment screw counterclockwise to reduce pressure. (Steer truck and adjust to allow circuit pressure to drop to approximately 175 kg/cm2 (2500 psi)). 8. Turn pressure compensator adjustment screw clockwise to obtain 193.3 kg/cm2 (2750 psi) on the gauge at the steering bleeddown manifold test port. Tighten jam nut to lock adjustment screw when correct pressure is obtained.
Steering Circuit Component Repair
L6-3
Testing and Adjustment 1. Shut down engine, bleed down steering accumulators before opening circuit to take measurements, make repairs or to install or remove a gauge. 2. Disconnect return to tank line (3, Figure 6-1) from bleeddown manifold. 3. Start engine and run at low idle. 4. With oil at normal operating temperature, check leakage; maximum allowable leakage is 32.8 ml (1 oz.) per minute.
Never shut off key switch to activate accumulator bleeddown with steering return lines open. Return lines will contain accumulator oil flow during the bleeddown cycle. 5. If leakage is excessive, reconnect return line at bleeddown manifold valve. 6. Turn key switch to the "Off" position and allow at least 90 seconds for the accumulators to bleed down. 7. Remove the bleeddown solenoid valve (10) and the 228 kg/cm2 (3250 psi) relief valve(4). Replace O-rings on both valves and reinstall. 8. Repeat test procedure. 9. If leakage is still excessive, replace both the bleeddown solenoid valve and the 228 kg/cm2 (3250 psi) relief valve.
L6-4
FIGURE 6-2. BLEEDDOWN VALVE SCHEMATIC 1. Accumulator Precharge Pressure Switch: [60 kg/cm2 (850 psi)] 2. Nitrogen Charging Valve 3. Accumulators 4. Steering Pressure Switch: [130 kg/cm2 (1850 psi)] 5. Differential Valve 6. Outlet to Flow Amplifier 7. Return from Flow Amplifier 8. Piloted Check Valve 9. Relief Valve: [35.2 kg/cm2 (500 psi)] 10. Accumulator Bleeddown Solenoid 11. Supply to Brake System 12. Return to Tank 13. Relief Valve: [228 kg/cm2 (3250 psi)] 14. Supply from Steering Pump 15. Pressure Test Port
Steering Circuit Component Repair
L06029
FLOW AMPLIFIER
Disassembly
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 key switch "Off" and allow 90 seconds for the accumulators to bleed down. Disconnect, plug, and identify and tag each hydraulic line. 2. Support the flow amplifier valve and remove the mounting capscrews. Remove valve. 3. Move valve to a clean work area for disassembly.
Installation 1. Support the flow amplifier and move into position. 2. Install mounting capscrews and tighten to standard torque. 3. Identify hydraulic line location, unplug lines and connect at proper location. Tighten fittings securely. Use new O-rings on the flange fittings.
The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the flow amplifier 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 hydraulic oil should be used to insure cleanliness and initial lubrication. 1. Remove counterpressure valve plug (17, Figure 6-3), and O-ring (16). Remove counterpressure valve assembly (15). 2. Remove relief valve plug (18) and seal (19). Using an 8 mm hex head allen wrench, remove the relief valve assembly (20). Remove steel seal (21). 3. Remove capscrew (37) and capscrews (36) using a 10 mm and 13 mm hex head allen wrench. Remove lockwashers (38 & 39). Remove end cover (47). 4. Remove spring stop (41) and spring (42). Remove spring stop (34) and springs (32 & 33). Remove O-rings (40 & 49) and seal plate (50). 5. Remove spring control (31) and main spool (29). Remove priority valve spool (43). Remove spring control (25), springs (23 & 24) and spring stop (22). 6. Remove amplifier valve spool assembly (51). Set amplifier valve spool assembly aside for further disassembly, if required. 7. Remove shock and suction valve (28). 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) and seal plate (9). Remove spring (55). 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 (53). Remove check valve (54).
NOTE: If further disassembly is required for the shock and suction valves refer to Figure 6-4.
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Steering Circuit Component Repair
L6-5
FIGURE 6-3. FLOW AMPLIFIER VALVE
L6-6
Steering Circuit Component Repair
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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. Seal Plate 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. Relief Valve (Complete) 21. Steel Seal 22. Stop 23. Spring 24. Spring 25. Spring Control 26. Orifice Screw 27. O-ring 28. Shock/Suction Valve (Complete) 29. Main Spool 30. O-ring 31. Spring Control 32. Spring 33. Spring 34. Spring Stop 35. Orifice Screw 36. Capscrews 37. Capscrew 38. Lockwasher 39. Lockwasher 40. O-rings 41. Stop 42. Spring 43. Spool 44. Name Plate 45. Orifice Screw 46. Spring 47. Cover 48. Pins 49. O-rings 50. Seal Plate 51. Amplifier Spool Assembly (Complete) 52. O-ring 53. Orifice Screw 54. Check Valve 55. Spring
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FIGURE 6-4. SHOCK AND SUCTION VALVE ASSEMBLY 1. O-Ring 2. Pilot Section
3. O-Ring
NOTE: The flow amplifier valve is equipped with two shock and suction valves and they are identical. The shock and suction valves are only serviced as complete valve assemblies. O-rings 1 & 3, Figure 6-4 are replaceable. Relief valve (20, Figure 6-3) check valve (54) and counterpressure valve (15) are also serviced only as assemblies.
NOTE: Disassembly of the amplifier spool assembly is only necessary should O-ring (2, Figure 6-5), spring (9) or orifice screw (11) require replacement, otherwise replace the amplifier spool assembly as a complete unit. For complete disassembly refer to steps 12 & 13.
56. 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). 57. Unthread check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 58. Clean and inspect all parts carefully. Make any replacements necessary.
Steering Circuit Component Repair
L6-7
6. Install seal (21). Install relief valve assembly (20), seal (19), and plug (18). Tighten plug to 0.25 kg.m (22 in. lbs.) torque. 7. Install counterpressure valve assembly (15). Install plug (17) using new O-ring (16). 8. Install both shock and suction valves (12 & 28) as complete units. Install spring stop (22) springs (23 & 24) and spring control (25). Install orifice screws (26 & 35) if removed from main spool (29). Install main spool (29). 9. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install spring (55). 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 Screw
Assembly 1. Thoroughly lubricate each part prior to installation using clean 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 0.05 kg.m (4 in. lbs.) torque. 4. Install check valve (54). Tighten check valve to 0.10 kg.m (8 in. lbs.) torque.
10. Install spring control (31), springs (32 & 33) and spring stop (34). 11. Lubricate O-rings (6, 7 & 8) with molycote grease and position on cover (5) with seal plate (9). Install end cover (5). Install capscrews (3) with lockwashers (4). Tighten capscrews to 0.27 kg.m (2 ft. lbs.) torque. Install capscrew (1) and lockwasher (2). Tighten capscrew to 0.81 kg.m (6 ft. lbs.) torque. 12. Lubricate O-rings (40 & 49) with molycote grease and install on cover (47). Position seal plate (5) on end cover. Install end cover (47). Install capscrews (36) with lockwashers (39). Tighten capscrews to 0.27 kg.m (2 ft. lbs.) torque. Install capscrew (37) with lockwasher (38). Tighten capscrew to 0.81 kg.m (6 ft. lbs.) torque. 13. To prevent contamination, fit plastic plugs to each valve port.
5. Install orifice screw (53). Tighten orifice screw to 0.10 kg.m (8 in. lbs.) torque.
L6-8
Steering Circuit Component Repair
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ACCUMULATORS Removal 1. Insure key switch has been "Off" for at least 90 seconds to allow accumulator oil to drain back to tank. 2. Remove charging valve guard (3, Figure 6-7) and loosen small hex on charging valve three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
3. Remove oil lines from bottom of accumulators. Plug all hoses and openings to prevent possible contamination of the system. Disconnect and mark electrical wiring to pressure switch. 4. Attach a lifting device to the top of the accumulator to be removed. 5. Loosen the mounting band capscrews and remove the mounting bands (4, Figure 6-6). 6. Raise the accumulator until clear of mounting bracket and move to a clean work area for disassembly. Installation
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.
1. Lift accumulator into position on the mounting bracket (3, Figure 6-6). Accumulator should be positioned with the anti-rotation block positioned between the two stop blocks on the lower mounting bracket. 2. Secure the accumulator to the mounting bracket using mounting band (4), capscrew, lockwashers and nut. Do not overtighten nuts, as this could distort the accumulator. 3. If pressure switches were removed, install at this time. Connect electrical wiring to pressure switches and reconnect oil lines to the bottom of the accumulators. 4. Precharge both accumulators with pure dry nitrogen as outlined in "Steering Accumulator Charging Procedure".
FIGURE 6-6. ACCUMULATOR MOUNTING 1. Accumulators 2. Pressure Switch (Oil)
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3. Mounting Bracket 4. Mounting Band
FIGURE 6-7. PRESSURE SWITCHES 1. Accumulator 2. Pressure Switch Cover
Steering Circuit Component Repair
3. Charging Valve Guard 4. Charging Valve
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Disassembly 1. Remove charging valve (3, Figure 6-8). 2. Remove gland (4). Figure 6-9 illustrates a tool that can be fabricated locally to aid in removing and installing the gland. 3. Remove plugs (11). Using a round rod, push piston (7) out of accumulator. Cleaning and Inspection 1. Clean parts using fresh cleaning solvent, lint free wiping cloth and filtered compressed air. All parts must be absolutely free of any foreign matter larger than 3 microns. 2. Inspect piston for damage. If scored or otherwise damaged, replace with a new part. 3. Minor defects in the housing bore may be corrected by honing. a. Measure the bore at several places along the length of the housing. Make two measurements 90° apart at each point to verify tube is not out-of-round.
FIGURE 6-8. STEERING ACCUMULATOR 1. Capscrew 2. Cover 3. Charging Valve 4. Gland 5. O-ring & Backup Ring
L6-10
6. Piston Seal Lube Oil 7. Piston 8. Bearing 9. T Ring Seal 10. Housing 11. Plug 12. Plug
FIGURE 6-9. GLAND REMOVAL TOOL (Fabricate Locally)
Steering Circuit Component Repair
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Testing b. Verify housing I.D. does not exceed 8.002 in. (203.25 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.
Repair of the housing by welding, machining or plating to salvage a worn area is NOT APPROVED. These procedures may weaken the housing and result in serious injury to personnel when pressurized. 5. Clean parts thoroughly to remove abrasive residue after honing.
Assembly
To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 350 kg/cm2 (5000 psi) hydraulic pressure and nitrogen pressure of 98.6 kg/cm2 (1400 psi) will be required. A small water tank with the necessary safety guards in place will be necessary for a portion of the test.
Do not stand near gland during test procedure. A box enclosure made of heavy steel plate is recommended to contain the accumulator during oil pressurization test. 1. Fill each end of the accumulator with approximately 22.7 liters (6 gallons) of clean type C-4 hydraulic oil. Install an adaptor on the oil end to connect to hydraulic power source. Plug remaining ports. a. Apply 350 kg/cm2 (5000 psi) oil pressure. b. Verify no external leakage exists. c. Verify no structural damage occurs. 2. Release pressure and remove oil side fitting.
Assemble the accumulators in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination.
1. Install a new seal (9, Figure 6-8) on piston. Install new bearings (8). Coat seal and bearings with a small amount of petroleum jelly. 2. Install the piston with the concave side toward gas end (gland end) of accumulator cylinder housing (10). Push the piston to the center of the housing. 3. Install new O-rings and backup rings (5) on gland (4). Coat seals with a small quantity of type C-4 hydraulic oil. 4. Install gland and tighten to 118 kg.m (850 ft. lbs.) torque using tool as shown in Figure 6-9. 5. Install charging valve (3) with new O-ring. Tighten charging valve large hex nut to 2.3 kg.m (16.5 ft.lbs.) torque. 6. Install pressure switch. Install pressure test fittings in bottom of housing. (See "Testing" below.)
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3. Drain oil. Leave port open. 4. Pressurize gas end of accumulator with approximately 7.0 kg/cm2 (100 psi) nitrogen pressure to move piston to bottom of housing. 5. Submerge oil end of assembly in water. 6. Apply 98.6 kg/cm2 (1400 psi) nitrogen pressure to gas end and observe for 20 minutes. No leakage (bubbles) is permitted. 7. Release nitrogen pressure and remove assembly from water. 8. Drain any remaining oil or water. 9. If the accumulator is to be placed in storage, add 1.5 liters (3 pints) of rust preventive oil in the nitrogen side of the accumulator. Add 0.5 liters (1 pint) in the oil side. If the accumulator will be used immediately, type C-4 hydraulic oil may be used instead of rust preventive oil. Plug all open ports. 10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).
Steering Circuit Component Repair
L6-11
STEERING ACCUMULATOR CHARGING PROCEDURE
wheel back and forth or by actuating the bleed down solenoid by turning the key switch "On" and then "Off".
Do not loosen or disconnect any hydraulic line or component until engine is stopped and key switch has been "Off" for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the steering accumulators. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulators. When charging or discharging the nitrogen gas in the accumulators, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. 1. With engine shut down and key switch "Off", allow at least 90 seconds for accumulators to bleed down. Turn the steering wheel to be certain no oil remains in accumulators. 2. If present, remove charging valve guards.
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 3. Remove charging valve cap (1, Figure 6-10). Turn small swivel hex nut (4) three complete turns counterclockwise. 4. Depress the valve stem and hold down until all nitrogen has been released. 5. If a loss in nitrogen pressure is the reason for charging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before charging procedure. 6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 98.6 kg/cm2 (1400 psi). NOTE: If a loss in nitrogen pressure occurred during operation, oil may still be present in the accumulator below the piston. This oil can be bled off during the nitrogen charging procedure by turning the steering
L6-12
FIGURE 6-10. 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
NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulators to the hydraulic tank. 7. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 98.6 kg/cm2 (1400 psi) continue charging procedure until pressure is stabilized. 8. Remove the charging kit and tighten small hex nut on charging valve to 0.6 kg.m (4 ft.lbs.) torque. NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut to 1.5 kg.m (10.5 ft.lbs.) torque. b. Loosen swivel nut. c. Retighten swivel nut to 1.5 kg.m (10.5 ft.lbs.) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 0.6 kg.m (4 ft.lbs.) torque. 9. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 3.5 kg.m (25 ft. lbs.) torque. 10. Operate truck and check steering.
Steering Circuit Component Repair
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STEERING CYLINDER
Removal 1. Disconnect lubrication lines (if equipped) at mounting pins. 2. Remove head pin (4, Figure 6-11).
NOTE: Support the steering cylinder (5) with a suitable jack. Start the engine and operate the steering to retract the piston rod, then disconnect the cylinder from the frame. 3. Remove head hose (2). 4. Remove rod hose (3). 5. Remove rod pin (1). 6. Remove steering cylinder assembly.
FIGURE 6-11. STEERING CYLINDER PIPING 1. Rod Pin 2. Head Hose 3. Rod Hose
4. Head Pin 5. Steering Cylinder
Installation 1. Lift steering cylinder (5, Figure 6-11) into position. Position rubber boot (1, Figure 6-12) and install head pin. Install pin retaining capscrew with washer and tighten to standard torque. 2. Position piston rod eye in bracket bore. Install rubber boot (1) and pin. Install pin retaining capscrew with washer and tighten to standard torque. 3. Connect lubrication lines (if equipped). 4. Using a new O-ring, install rod hose (3, Figure 6-11). 5. Using a new O-ring, install head hose (2).
FIGURE 6-12. TYPICAL MOUNTING PIN 1. Rubber Boot
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Steering Circuit Component Repair
2. Pin
L6-13
STEERING CYLINDER REBUILD Disassembly 1. Remove capscrews (9, Figure 6-13). 2. Pull rod assembly (10) and gland out of cylinder housing (1). 3. Remove locknut (2) and piston (3). Remove bearing (4) and seal assembly (5) from piston.
Cleaning and Inspection • Clean parts thoroughly and inspect cylinder housing (1, Figure 6-13), piston (3), piston rod (10), and gland (8) for evidence of scoring, pitting, or excessive wear. • Discard all seals, O-rings, backup rings, and bearings.
4. Slide gland off rod. Remove O-ring (6) and backup ring (7) from gland.
• Inspect bushing (16) in rod eye and housing for excessive wear or damage. Replace if necessary. Always replace O-rings (15).
5. Remove rod wiper (11) and rod seal (12). Remove bearing (13).
• During assembly, coat sliding surfaces with hydraulic oil.
FIGURE 6-13. STEERING CYLINDER ASSEMBLY 1. Housing 2. Locknut 3. Piston 4. Bearing
L6-14
5. Seal Assembly 6. O-Ring 7. Backup Ring 8. Gland
9. Capscrew 10. Rod 11. Wiper 12. Seal
Steering Circuit Component Repair
13. Bearing 14. Retaining Ring 15. O-Ring 16. Bushing
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Assembly Cylinder Assembly:
Piston Seal and Bearing Installation: 1. Install new piston seal (5, Figure 6-13) 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 the seal will take a permanent set. The piston bearing (4) may be used to position the seal assembly in the groove. Apply pressure evenly to prevent cocking seal. c. If seal has taken a slightly larger set (loose on piston), a belt type wrench or similar tool can be used to compress O.D. of seal until it fits tightly on piston.
1. Install new bearing (13, Figure 6-13), 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 seal and rod wiper. 3. Install piston assembly (3) on rod. Install locknut (2) and tighten to 276 kg.m (2000 ft. lbs.) torque. 4. Carefully install rod and gland assembly into cylinder housing (1). Insure O-ring and backup ring are not damaged during installation of gland. 5. Install capscrews (9). Tighten to 58 kg.m (310 ft. lbs.) torque.
2. Install bearing (4) in piston groove.
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Steering Circuit Component Repair
L6-15
STEERING/BRAKE PUMP Removal NOTE: Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened.
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a 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 the steering wheel to be sure no oil remains under pressure. 2. Drain the hydraulic tank by use of the drain valves located at the bottom of the tank. NOTE: Be prepared to contain approximately 576 liters (152 gal) 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 (3, Figure 6-14) and outlet hoses (6) at the steering pump (5). Also disconnect and cap pump case drain line (2) from fitting (4). Plug all lines to prevent oil contamination.
FIGURE 6-14. STEERING/BRAKE PUMP 1. Transmission Pump 2. Case Drain Line 3. Suction Hose
4. Drain Line Fitting 5. Steering/Brake Pump 6. Outlet Hose
4. Support the steering pump and remove the two pump mounting capscrews. 5. Move the steering pump forward to disengage the drive coupler splines from the transmission pump (1) and remove the pump. 6. Clean the exterior of steering pump. 7. Move the steering pump to a clean work area for disassembly.
The steering pump weighs approximately 50 kg (110 lbs.). Use a suitable lifting device capable of handling the load safely.
L6-16
Steering Circuit Component Repair
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Installation 1. Install a new O-ring on pump mounting flange. 2. Inspect the splined coupler to verify the internal snap ring is properly seated. Install coupler on transmission pump drive shaft.
11. Loosen suction hose (3) capscrews (at the pump) to bleed any trapped air. Then loosen pressure outlet (6) hose capscrews (at the pump) to bleed any trapped air. Tighten hose connection capscrews to standard torque. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.
The steering pump weighs approximately 50 kg (110 lbs.). Use a suitable lifting device capable of handling the load safely. 3. Move the steering pump (5, Figure 6-14) into position. Engage steering pump shaft with transmission pump splined coupler. 4. Align capscrew holes and install steering pump mounting capscrews. Tighten mounting capscrews to standard torque.
12. If required, top-off the oil level in the hydraulic tank, to the level of the upper sight glass. 13. In the hydraulic brake cabinet, open both brake accumulator needle valves completely to allow the steering pump to start under a reduced load. 14. Move the hoist pilot control valve to the "FLOAT" position. 15. Start the truck engine and operate at low idle for one (1) to two (2) minutes.
5. Remove plugs from suction (3) and outlet (6) hoses and install to steering pump using new Orings. Tighten capscrews securely. 6. Do not connect steering pump case drain line (2) to the steering pump, at this time (See Step 7). Cap the drain hose securely. 7. Remove fitting (4) and add clean oil to pump through opening until steering pump housing is full. This may require 2 to 3 liters (2-3 qts) of oil. 8. Uncap the case drain line and reconnect hose (2), to steering pump fitting (4). Tighten case drain line. 9. Replace the hydraulic filter elements. Refer to "Hydraulic Filters", earlier in this section.
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; the oil level in the hydraulic tank may be below the level of the pump(s) causing premature pump wear during initial pump start-up. 16. Shut-off the engine and fully close both brake accumulator needle valves in the brake cabinet.
NOTE: Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200.
10. With the body down and the engine shut-off, fill the hydraulic tank with clean hydraulic oil (as specified on the truck Lubrication Chart) until oil is visible in the top sight glass. Refill capacity is: 576 liters (152 gal.).
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17. Verify 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. 18. Start engine and check for proper pump operation. If necessary, refer to "Steering Circuit Checkout Procedure", later in this Section. Also, refer to "Trouble Shooting Chart" for additional information.
Steering Circuit Component Repair
L6-17
PUMP REBUILD When disassembling or assembling unit: • 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.
NEVER attempt to remove or install any component or assembly while the truck is running. Always stop the engine, shut-off power and release pressure from the system before servicing or testing. Be sure provisions have been made to allow the case drain line to be disconnected from the pump without causing the line to drain (siphon) the tank.
Disassembly 1. Drain off excess hydraulic oil from pump inlet, discharge and case drain ports. 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 take apart all assemblies. 3. For complete pump disassembly, follow instructions for each pump assembly group on the following pages.
L6-18
Steering Circuit Component Repair
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Control Group NOTE: Prior to removing the control group from the pump housing, loosen all external plugs for easier removal during disassembly. 1. Remove capscrews (2, Figure 6-15). 2. Lift control housing (1) off pump housing. 3. Remove gasket (8), O-Ring (9), plug (11) and piston control pin (10).
6. Remove plugs (12 & 21) and orifice (30). 7. Remove plug (28), spring (27), orifices (25 & 26) and 4-way valve spool (24). 8. Remove relief valve bonnet (14), Spring (15), shim (16), and poppet (17). 9. Remove relief valve seat (18), O-ring (19), and orifice (20).
4. Remove capscrews (3). Remove end cap (23) and gasket (31). Remove O-rings (4). 5. Carefully remove bias control piston (7), spring (6), and main control piston (5) from control housing.
FIGURE 6-15. PUMP CONTROL GROUP 1. Control Housing 2. Capscrew 3. Capscrew 4. O-Ring 5. Main Control Piston 6. Spring 7. Bias Control Piston 8. Gasket
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9. O-Ring 10.Control Piston Pin 11.Plug 12.Plug 13.O-Ring 14.Relief Valve Bonnet 15.Spring 16.Shim
17.Relief Poppet 18.Relief Valve Seat 19.O-Ring 20.Orifice 21.Plug 22.O-Ring 23.End Cap 24.4-Way Valve Spool
Steering Circuit Component Repair
25.Orifice 26.Orifice 27.Spring 28.End Plug 29.O-Ring 30.Orifice 31.Gasket
L6-19
Rotating Group
Valve Plate Group 10. Support the pump assembly on the workbench with the driveshaft facing down and remove the four hex head capscrews (18, Figure 6-16). 11. Remove the valve plate (17) by lifting straight up. 12. Remove the valve plate gasket (16) and O-ring (10).
The rotating group weighs approximately 7 kg. (15 lbs.). Extreme care must be taken not to damage cylinder wear face of 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. 13. Place the pump in a horizontal position and remove the rotating group by turning the driveshaft (6) slowly while pulling the cylinder/piston barrel assembly (15) from the housing.
FIGURE 6-16. PUMP PISTON SECTION 1. Bearing Retainer Ring 2. Shaft Retainer Ring 3. Ball Bearing 4. Seal Retainer 5. Shaft Seal 6. Drive Shaft 7. Screw 8. Guide Plate
L6-20
9. Roll Pin 10. O-Ring 11. Roll Pin 12. Roll Pin 13. Saddle Bearing 14. Swashblock 15. Cylinder/Piston Assembly 16. Gasket
Steering Circuit Component Repair
17. Plate 18. Capscrew 19. Plug 20. O-Ring 21. Plug 22. O-Ring
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17. Remove the fulcrum ball (3) and shoe retainer spring (2). 18. Remove the retaining ring (6, Figure 6-18) and pull the cylinder bearing (7) from the housing. 19. If necessary, remove roll pins (8) from the housing. Note the position of the roll pins in the case.
Driveshaft Group 20. Remove the bearing retainer ring (1, Figure 616).
FIGURE 6-17. PISTON/SHOE REMOVAL 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball
4. Piston/Shoe Assembly 5. Shoe Retainer
14. Place the cylinder barrel on a clean, protective surface with the piston shoes facing upward. 15. Mark each piston, its cylinder bore and location in the shoe retainer for ease of inspection and assembly. 16. Piston/shoe assemblies (4, Figure 6-17) can be removed individually or as a group by pulling upward on the shoe retainer (5).
21. Grasp the outboard end of the driveshaft and pull shaft and bearing out from the pump housing. 22. Remove the shaft retaining ring (2) and bearing (3). 23. Remove the shaft seal retainer (4) and the shaft seal (5) from the housing only if necessary.
Swashblock Group 24. Remove the flat head screws (7, Figure 6-16) and guide plate (8). 25. Reach inside the case and remove the swashblock (14) and the saddle bearings (13).
FIGURE 6-18. ROTATING GROUP 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball
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4. Shoe Retainer 5. Piston & Shoe Assembly 6. Retainer Ring
Steering Circuit Component Repair
7. Cylinder Bearing 8. Roll Pin
L6-21
12. Check all piston and shoe assemblies (5) to be sure they ride properly on the swashblock.
Inspection
13. Check all pump piston assemblies for smooth action in their bores. 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 Group 4. Carefully check the control piston pin (10, Figure 6-15) for cracks and/or signs of fatigue. Check fit of pin in swashblock. It should be a slip fit without "side-play". 5. Verify all orifices and passages are free of obstructions.
14. 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. 15. Piston shoes (2, Figure 6-31) must pivot smoothly, but end play must not exceed 0.152 mm (0.006 in.). 16. Measure each shoe at dimension "A" as shown in Figure 6-19. All shoes must be equal within 0.025 mm (0.001 in.) at this dimension. 17. Check each shoe face (3). Faces must be free of nicks or scratches. If one or more piston/shoe assembly needs to be replaced, replacement of all piston/shoe assemblies is necessary. 18. When installing new piston/shoe assemblies or rotating group, make sure pistons are free in their respective bores.
6. Check main control piston (5), bias control piston (7), and housing (1) for excessive wear or scoring. Valve Plate Group 7. Inspect the valve plate (17, Figure 6-16) surface that mates with the cylinder barrel (15) for excessive wear, scoring or grooves. If faces are not flat and smooth, the cylinder side will "lift off" from the valve plate resulting in delivery loss and damage to the pump. 8. Remove minor defects on the face by lightly stoning the surface with a hard stone that is flat to within 0.03 mm (0.001 in.). Be sure to stone lightly. Any excessive stoning will remove the hardened surface. If wear or damage is extensive, replace the valve plate.
Rotating Group 9. Inspect cylinder barrel (1, Figure 6-18) piston bores and the face that mates with the valve plate for wear and scoring. 10. Remove minor defects on the face by lightly stoning or lapping the surface. If defects can not be removed by this method, replace the cylinder barrel.
FIGURE 6-19. PISTON/SHOE INSPECTION 1. Piston 2. Shoe
3. Shoe Contact Face
11. Inspect the cylinder bearing (7) for damage and replace if necessary.
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Steering Circuit Component Repair
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Swashblock Group 19. Inspect the swashblock (14, Figure 6-16) for wear and scoring. If defects are minor, stone the swashblock lightly. If damage is extensive, replace the swashblock. 20. Check the very small holes in the face of the swashblock. These passageways provide "porting" for the hydrostatic balance fluid (of the piston/shoe assembly) to be channelled through the swashblock to the face of the saddle bearing (providing pressure lubrication). 21. Compare saddle bearing (13) thickness in wear area to thickness in a non-wear area. Replace saddle bearing if difference is greater than 0.40 mm (0.015 in.). 22. Check mating surface of swash block for cracks or excessive wear. Replace if necessary. 23. Swashblock movement in saddle and saddle bearing must be smooth. Replace if necessary.
Driveshaft Group 24. Remove shaft seal (5, Figure 6-16). 25. Check the shaft bearing (6) for galling, pitting, binding or roughness. Replace if necessary. 26. Check rear shaft bushing in valve plate. 27. Check shaft and its splines for wear. Replace any parts necessary.
2. Press new shaft seal (5, Figure 6-16) into front of pump housing. 3. Place housing on workbench with mounting flange side down. 4. If removed or replaced, press two roll pins (11) into the pump housing until pins extend 1.3 to 1.6 mm (0.050 to 0.065 in.) from case. 5. Grease back side of saddle bearings (13) and place on the pins to locate the bearing in pump case. Make sure the pin does not protrude. 6. Partially insert swashblock (14) into pump housing. 7. Insert insert guide plate (8) into the case, so flat head cap screws (7) can be used to fasten the guide plate to the housing. 8. Place the swashblock on the guide plate making sure the guide plate is in the groove of the swashblock. 9. Once in place, be sure swashblock swivels in the saddle bearings. (With new bearings, swivelling may be stiff -not always smooth). 10. Make sure the two roll pins (8, Figure 6-20) are inserted into the cylinder bearing (7). 11. Position the cylinder bearing with the pins located nearest the control facing the outboard end of the driveshaft. The bearing should be positioned with "scarf" cuts positioned top and bottom with pins (8) located on top of internal cast boss. The bearing should fit into place with little difficulty and be square to the axis of the pump.
Assembly
12. Tap bearing into place if necessary using extreme care not to damage the bearing.
The procedure for assembling the pump is basically the reverse order of disassembly procedure. During assembly, install new gaskets, seals, and O-rings.
13. Insert the retaining ring (6) to hold bearing in place.
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
Driveshaft Group 14. Place the housing on its side with the axis horizontal and then install seal retainer (4, Figure 616). 15. Place front driveshaft bearing (3) onto the driveshaft (6) and lock in place with the shaft retaining ring (2). 16. Lubricate the shaft seal (5) and shaft.
Extreme care should be used not to damage saddle bearing surfaces while installing the saddle into the pump housing.
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17. Insert the driveshaft and bearing assembly into the housing and lock in place with the driveshaft bearing retainer ring (1).
Steering Circuit Component Repair
L6-23
Rotating Group 18. Mating surfaces should be greased. Place the cylinder barrel (1, Figure 6-20), wear surface down, on a clean cloth. 19. Place the shoe retainer spring (2) in the center of the barrel with the fulcrum ball (3) on top of it. 20. Insert the pistons (5), that were numbered on disassembly, into their corresponding, numbered, holes of the shoe retainer (4). 21. As a unit, fit the pistons into their corresponding, numbered, bores in the cylinder barrel. DO NOT FORCE - If aligned properly, the pistons will fit smoothly.
24. Push cylinder barrel forward until the cylinder spline reaches the driveshaft spline and rotate the cylinder slightly to engage shaft splines. 25. Continue to slide cylinder barrel forward until it encounters the cylinder bearing (7). Lifting the driveshaft slightly helps cylinder barrel (1) and cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact the swashblock. 26. At this point, the back of the cylinder barrel should be located approximately 10.2 mm (0.4 in.)inside the back of the pump bearing.
Valve Plate Group 27. Place pump housing on bench with open end facing up.
The assembled rotating group weighs approximately 15 lbs (7 kg). Assistance from others and proper use of proper lifting techniques is strongly recommended to prevent personal injury.
22. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing.
28. Using assembly grease (to hold desired position) install new O-ring (10, Figure 6-16) and install gasket (16) over roll pins on housing. 29. Install rear valve plate (17). Make sure the end of the driveshaft engages the bushing in the rear valve plate, while positioning valve plate on pins (11) and housing. 30. Finger tighten hex head cap screw (18) closest to O-ring (10) first then alternately tighten the other capscrews.
23. When installing the rotating group, support the weight of the cylinder barrel as the cylinder spline is passed over the end of driveshaft to avoid scratching or damage.
FIGURE 6-20. ROTATING GROUP ASSEMBLY 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball
L6-24
4. Shoe Retainer 5. Piston & Shoe Assembly 6. Retainer Ring
Steering Circuit Component Repair
7. Cylinder Bearing 8. Roll Pin
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FIGURE 6-21. PUMP CONTROL GROUP 1. Control Housing 2. Capscrew 3. Capscrew 4. O-Ring 5. Main Control Piston 6. Spring 7. Bias Control Piston 8. Gasket
9. O-Ring 10. Control Piston Pin 11. Plug 12. Plug 13. O-Ring 14. Relief Valve Bonnet 15. Spring 16. Shim
17. Relief Poppet 18. Relief Valve Seat 19. O-Ring 20. Orifice 21. Plug 22. O-Ring 23. End Cap 24. 4-Way Valve Spool
25. Orifice 26. Orifice 27. Spring 28. End Plug 29. O-Ring 30. Orifice 31. Gasket
Control Group 31. Insert orifice (20, Figure 6-21), and relief valve seat (18) using a new O-ring (19) in end cap. Tighten seat securely.
37. Install new O-rings (4), gasket (31), and position end cap assembly (23) on housing.
32. Install relief poppet (17), shim (16) and spring (15).
39. Install plugs (11 & 12).
33. Install relief valve bonnet (14) and tighten. 34. Install orifice (30), plugs (21) and O-rings (22) 35. Place 4-way valve spool (24) in bore. Install orifices (25 & 26), spring (27), O-ring (29) and end plug (28).
38. install capscrews (3) and tighten evenly. 40. Using a new gasket (8), and O-ring (9), position control group assembly over pump housing, insert control piston pin (10) and align control group over opening in pump housing. 41. Install capscrews (2) and tighten evenly.
36. Lubricate and insert main control piston (5), spring (6), and bias control piston (7) in housing (1).
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Steering Circuit Component Repair
L6-25
TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Slow Steering, Hard Steering or Loss of Power Assist Overloaded Steering Axle
Reduce Axle Loading
Malfunctioning flow amplifier valve allowing system pressure to be lower than specified
Repair or replace flow amplifier valve
Worn or malfunctioning pump
Replace pump
TROUBLE: Drift - Truck Veers Slowly In One Direction. Rod end of cylinder slowly extends without turning the steering wheel
A small rate of extension may be normal on a closed center system
Worn or damaged steering linkage
Replace linkage and check alignment or toe-in of the front wheels
TROUBLE: Wander - Truck Will Not Stay In Straight Line Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses, etc.
Correct oil supply problem
Loose cylinder piston
Repair or replace defective components
Broken centering springs (Spool Valve, Steering Unit)
Replace centering springs
Worn mechanical linkage
Repair or replace
Bent linkage or cylinder rod
Repair or replace defective components
Severe wear in steering control unit
Repair steering control unit
TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered Wheels Cylinder piston seal leakage
Replace seals
Worn steering control unit meter
Replace steering control unit
TROUBLE: Spongy or Soft Steering Low oil level.
Service hydraulic tank and check for leakage
Air in hydraulic system. Most likely air trapped in cylinders or lines
Bleed air from system. Placing ports on top of cylinder will help avoid trapping air
TROUBLE: Erratic Steering Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary
Loose cylinder piston
Replace cylinder
L6-26
Steering Circuit Component Repair
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TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the Front Wheels Lower splines of steering column may be disengaged or damaged
Repair or replace steering column
No flow to steering unit can be caused by: 1. Low oil level 2. Ruptured hose 3. Broken gerotor drive pin
1. Add oil and check for leakage 2. Replace hose 3. Replace drive pin
TROUBLE: Excessive Free Play at Steered Wheels Broken or worn linkage between cylinder and steered wheels
Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels
Leaky cylinder seals
Replace cylinder seals
TROUBLE: Binding or Poor Centering of Steered Wheels Binding or misalignment in steering column or splined column or splined input connection
Align column pilot and spline to steering control unit
High back pressure in tank can cause slow return to center
Reduce restriction in the lines or circuit by removing obstruction or pinched lines, etc.
Large particles can cause binding between the spool and sleeve in the steering control valve
Clean the steering control unit and filter the oil. If another component has malfunctioned generating contaminating materials, flush the entire hydraulic system
TROUBLE: Steering Control Unit Locks Up Large particles in meter section
Clean the steering control unit
Insufficient hydraulic power
Check hydraulic power supply
Severe wear and/or broken pin
Replace the steering control unit
TROUBLE: Steering Wheel Oscillates or Turns By Itself Lines connected to wrong ports
Check line routing and connections
Parts assembled wrong. Steering control unit improperly timed
Reassemble correctly and time control unit
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel Lines connected to wrong cylinder ports
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Check proper line connections
Steering Circuit Component Repair
L6-27
NOTES
L6-28
Steering Circuit Component Repair
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SECTION L7 HOIST CIRCUIT INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Power Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Power Down Spool Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 POWER UP Operation (Figure 7-5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8 HOLD Operation (Figure 7-6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10 POWER DOWN Operation (Figure 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12 FLOAT Operation (Figure 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
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Hoist Circuit
L7-1
NOTES
L7-2
Hoist Circuit
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HOIST CIRCUIT HOIST CIRCUIT OPERATION The following information describes the basic hoist circuit. Further circuit description is outlined under the individual component descriptions.
Hydraulic oil from the pump is directed to the hoist valve (12) mounted outboard of the left hand frame rail, behind the hydraulic tank.
Hydraulic fluid is supplied from the rear section of a two section tank located on the left frame rail. Refer to Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is routed to a tandem gear pump (4). The pump is driven by a PTO gear case mounted on the front of the transmission.
The hoist valve directs oil to the body hoist cylinders (15) for raising and lowering of the dump body. The hoist valve functions are controlled by the operator through a flexible cable to the hoist pilot valve (8) in the hydraulic component cabinet located to the right of the operator's cab. Also in the hydraulic cabinet are the power up hoist limit solenoid (10), piloted check valve (11), Hoist power down solenoid (9).
FIGURE 7-1. HOIST CIRCUIT DIAGRAM 1. Hydraulic Tank (Rear Section) 2. Heat Exchanger 3. Low Pressure Filters 4. Hydraulic Pump 5. Rear Disc Brakes
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6. Manifold 7. Brake Control Valve (BCV) 8. Hoist Pilot Valve 9. Power Down Hoist Limit Solenoid
Hoist Circuit
10. Power Up Hoist Limit Solenoid 11. Pilot Operated Check Valve 12. Hoist Valve 13. Snubber Valve 14. Hoist Cylinders
L7-3
COMPONENT DESCRIPTION Hydraulic Tank The hydraulic tank supplies hydraulic oil for the hoist, steering, and brake circuits. The tank is located on the left hand frame rail forward of the rear wheels. The service capacity of the tank is 576 L (152 gal). Refer to Section P for the correct type hydraulic oil recommended for use in the hydraulic system. Oil used in the hoist circuit flows through two 100 mesh wire suction strainers to the inlet housing of the hoist pump. Air drawn into the tank during operation is filtered by a breather located on the top of the tank. Oil level can be checked visually at sight glasses located on the face of the tank. Oil level should be maintained between the sight glasses with the body down and the engine shut down. Hoist Pump The hoist pump is a tandem gear type pump driven by the transmission PTO gear case. The pump has a total output of 845 l/min (224 gpm) at 2100 RPM. Maximum hoist pump output pressure is 193 kg/cm2 (2750 psi). Pump output pressure is limited by relief valves located within the hoist control valve. If the operator is not raising the truck body, hoist circuit oil is routed to the rear disc brake cooling circuit and the rear brake control valve. If the brakes are not applied, 50% of the oil will be routed directly back to the hydraulic tank by the brake control valve and the remaining 50% is routed to the disc brake housings. Oil leaving the brake housings is routed through low pressure filters and a heat exchanger before returning to the hydraulic tank.
FIGURE 7-2. HYDRAULIC CABINET COMPONENTS 1. Power Up Spool Limit Solenoid 2. Piloted Check Valve 3. Power Down Spool Limit Solenoid
4. Hoist Pilot Valve 5. Control Cable
Hoist Valve The hoist valve (Figure 7-3) is mounted outboard of the left hand frame rail, between the frame rail and hydraulic tank. The hoist valve is a split spool design. (The term "split spool" describes the spool section of the valve.) Separate spools control oil flow to each end of the cylinders. The valve consists of two identical inlet sections, a spool section, and a separator plate. The hoist valve precisely follows differential pressure input signals generated by the hoist pilot valve (4, Figure 7-2).
L7-4
The inlet sections of the hoist valve consist of the following components: • Flow control and main relief valve (system relief). • Low pressure relief valve. • Load check poppet. • Anti-void poppet. The flow control portion of the flow control and main relief valve allows pump flow to the brake cooling circuit or return directly to tank through the inlet section with low pressure loss. The relief portion of the valve is direct acting and has the capacity to limit the working pressure at full pump flow.
Hoist Circuit
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The work ports provide for line connections between the spool section (4) and the hoist cylinders. One main spool for each work port is spring centered at both ends to close the work port from the high and low pressure cores when there is no flow to the pilot ports. When there is flow through a pilot port to a spool, a positive differential pressure at the top of the spool will overcome the bottom spring bias causing the spool to shift to connect the high pressure core to the work port. 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 main spools 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.
FIGURE 7-3. HOIST VALVE 1. Inlet Section 2. Top Spool Section Cover
3. Inlet Section 4. Spool Section Hoist Pilot Valve
The low pressure relief is located between the low pressure core and the outlet, and provides a controlled back pressure in the low pressure core when oil is returning to tank. 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. The spool section of the hoist valve consists of the following components: • Two pilot ports • Two main spools • Two work ports
The hoist pilot valve is located in the hydraulic component cabinet to the right of the operators cab. (Refer to Figure 7-2.) The hoist pilot valve spool is spring centered to the HOLD position. The hoist pilot valve is controlled directly by the operator through a lever and cable (5) arrangement. The control lever is located between the operator and center console. When the operator moves the lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve causing the main spools to direct working pump 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 hoist pilot valve is also equipped with a power down relief valve. The power down relief valve is located between the power down control port and return galley. The power down relief valve limits power down pressure at 105.5 kg/cm2 (1500 psi).
• Check poppets The pilot ports are located in the top spool section cover (2, Figure 7-3). These ports provide connections for pilot lines from the hoist pilot valve. Each pilot port has a corresponding work port.
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Hoist Circuit
L7-5
Power Up Limit Solenoid
HOIST CIRCUIT OPERATION
The power up spool limit solenoid (1, Figure 7-2) is used in the hydraulic circuit to prevent maximum hoist cylinder extension.
The following outline describes the hoist circuit operation in the FLOAT, POWER UP, HOLD, and POWER DOWN positions. (Refer to Figures 7-4 through 7-8.)
The solenoid valve is "normally closed" and is controlled by a proximity switch (hoist limit switch) located inside the rear frame rail near the body pivot and above the right rear suspension. When the solenoid is signalled to open by the proximity switch, the raise pilot line is opened to tank to stop the raise operation. This locks the power up spool in the HOLD position. Pilot Operated Check Valve Pilot operated check valve (2, Figure 7-2) is opened by the power down pilot pressure line to allow oil in the raise port to bypass the hoist up limit solenoid for initial power down operation while the solenoid is activated by the hoist limit switch. Power Down Spool Limit Solenoid The power down spool limit solenoid valve (3, Figure 7-2) activates along with the power up spool limit solenoid, locking the power down spool in the HOLD position. This solenoid is only activated when the body is raised and is positioned with the hoist cylinders near full extension, in the hoist limit zone. Ensuring the hoist valve is in the HOLD position, prevents the body from floating down if the hoist lever is held in the POWER UP position. In addition, it prevents the body from floating up and the cylinders fully extending if an external force is applied to the tail of the body such as if the truck were backed into a berm.
L7-6
FLOAT Position Of Pilot Valve And Body On Frame This is the condition while the truck is driving. The pilot valve spool position is as shown in Figure 7-4; however all hoist valve components are in position shown in Figure 7-6. Oil from the hoist pumps enters each inlet section 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. Pressure builds to approximately 60 PSI on the pilot of the flow control valve (2) causing the valve to compress the spring and open, allowing the oil to return to the tank through hoist valve port (10) and (21). 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. FIGURE 7-4. HOIST CIRCUIT FLOAT POSITION 1. Hoist Relief Valve 193 kg/cm2 (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 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. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Brake Cooling Oil/Return to Tank 22. Pilot Operated Check Valve 23. Power Down Hoist Limit Solenoid
Hoist Circuit
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FIGURE 7-4. HOIST CIRCUIT, FLOAT POSITION
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Hoist Circuit
L7-7
POWER UP Operation (Figure 7-5) The hoist pilot valve spool is moved to the POWER UP position when the operator moves the lever 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) and into port (14) of the hoist valve. 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 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 port (12) also increases causing back pressure to occur in the spring area of 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 head end spool (8) to the hoist cylinders to extend them. If at any time the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 193 kg/cm2 (2750 psi), the pilot pressure against hoist relief valve (1) causes it to open and allow flow to exit out port (21) and return to the tank. As the hoist cylinders extend, oil in the annulus area of the second and third stages must exit 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 tank. No pressure is present on the top of spool (7). Cylinder return pressure passes through the checkpoppet 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 low pressure relief valve (3). Approximately 5.3 kg/cm2 (75 psi) causes this valve to open, allowing the oil to flow out port (10) to the tank.
L7-8
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 snubber valve (4) controls how fast the hoist can extend because of the external force of the load. The speed is controlled by the restriction of the snubber valve. When the operator releases the lever, the valves change to the HOLD position. If the body raises to the position that activates the hoist limit switch before the operator releases the lever, the hoist limit solenoid (13) is energized. The solenoid valve opens and releases the raise pilot pressure at ports (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.
FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION 1. Hoist Relief Valve 193 kg/cm2 (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 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. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Brake Cooling Oil/Return to Tank 22. Pilot Operated Check Valve 23. Power Down Hoist Limit Solenoid
Hoist Circuit
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FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION
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Hoist Circuit
L7-9
HOLD Operation (Figure 7-6) 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 return the incoming pump oil to the tank through port (10). 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 allowing the springs to center the spools and close all ports to trap the oil in the cylinders and hold the body in its current position.
L7-10
FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION 1. Hoist Relief Valve 193 kg/cm2 (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 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. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Brake Cooling Oil/Return to Tank 22. Pilot Operated Check Valve 23. Power Down Hoist Limit Solenoid
Hoist Circuit
L07028
FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION
L07028
Hoist Circuit
L7-11
POWER DOWN Operation (Figure 7-7) 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 snubber valve (4) rather than back to the tank. The pilot pressure in port (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 5.3 kg/cm2 (75 psi) to open the low pressure relief (3), and exit the hoist valve through port (10) to the tank.
L7-12
FIGURE 7-7. HOIST CIRCUIT, POWER DOWN 1. Hoist Relief Valve 193 kg/cm2 (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 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. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Brake Cooling Oil/Return to Tank 22. Pilot Operated Check Valve 23. Power Down Hoist Limit Solenoid
Hoist Circuit
L07028
FIGURE 7-7. HOIST CIRCUIT, POWER DOWN
L07028
Hoist Circuit
L7-13
FLOAT Operation (Figure 7-8) 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 return to the tank through hoist valve port (21). 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 low pressure relief valve (3) 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 5.3 kg/cm2 (75 psi) in the low pressure passage causes oil to flow to the rod end of the cylinders to keep them full of oil as they retract. When the body reaches the frame and there is no more oil flow from the cylinders, the main spools center themselves and close the cylinder ports and the high and low pressure Passages.
L7-14
FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION 1. Hoist Relief Valve 193 kg/cm2 (2750 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 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. Return to Tank Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Brake Cooling Oil/Return to Tank 22. Pilot Operated Check Valve 23. Power Down Hoist Limit Solenoid
Hoist Circuit
L07028
FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION
L07028
Hoist Circuit
L7-15
NOTES
L7-16
Hoist Circuit
L07028
SECTION L8 HOIST CIRCUIT COMPONENT REPAIR INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16 Assembly - Quill And Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17 Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17 Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18 Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19 Power Up Spool Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20 Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20 Power Down Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
L08033
Hoist Circuit Component Repair
L8-1
NOTES
L8-2
Hoist Circuit Component Repair
L08033
HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE
Removal 1. Shut down engine and turn key switch to the off position. Allow at least 90 seconds for the accumulators to bleed down before removing any hydraulic lines. 2. Thoroughly clean the exterior of the hoist valve.
Relieve pressure before disconnecting hydraulic lines. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury or death if proper medical treatment by a physician familiar with this type injury is not received immediately.
3. Disconnect and cap or plug all line connections to help prevent hydraulic oil contamination, refer to Figure 8-1. Tag lines to ensure proper hookup when valve is re-installed. 4. Remove capscrews, washers and nuts (3, Figure 8-1) securing the hoist valve to its mounting bracket. 5. Attach a suitable lifting device to the hoist valve and remove from truck.
The hoist valve weighs approximately 55 kg (121 lbs.). Use a lifting device capable of handling the load safely. 6. Move the hoist valve to a clean work area for disassembly.
Installation NOTE: The hoist valve weighs approximately 55 kg (121 lbs.). 1. Move the hoist valve into position and secure in place with capscrews, nuts and washers. Tighten capscrews to standard torque. 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. FIGURE 8-1. HOIST VALVE REMOVAL 1. Supply From Pump 2. Return To Manifold/ BCV 3. Capscrews, Washers & Nuts
L08033
4. To Hydraulic Cabinet 5. To Hoist Cylinders 6. Return To Tank 7. To Hoist Cylinders 8. Snubber Valve
3. Connect pilot supply lines, tighten fittings securely. 4. Start the engine. Raise and lower body to check for proper operation. Observe for leaks. 5. Service hydraulic tank if necessary.
Hoist Circuit Component Repair
L8-3
FIGURE 8-3. TIE ROD INSTALLATION 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.
FIGURE 8-2. HOIST VALVE 7. Outlet Port 1. Inlet Section 8. Inlet Port 2. Spool Section Cover 9. Tie Rods 3. Spool Section 10. Nuts and Washers 4. Spacer 11. Inlet Section Cover 5. Inlet Section 6. Relief Valve Cover
4. Install the four tie rods with the dished washer between the nut and housing as shown in Figure 8-3. 5. A torque wrench should be used to torque the nuts in the pattern shown in Figure 8-4. The tie rods should be torqued evenly to 22.1 kg.m (160 ft. lbs.) torque in the following sequence. a. Torque nuts evenly to 2.77 kg.m (20 ft. lbs.) torque in order 1, 4, 2, 3. b. Torque nuts evenly to 6.92 kg.m (50 ft. lbs.) torque in order 1, 4, 2, 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 tightening of the main valve tie rod nut could cause distortion resulting in binding or severely sticking plungers, poppet and spools.
c. Torque nuts evenly to 22.1 kg.m (160 ft. lbs.) torque in order 1, 4, 2, 3.
The following procedure is for replacing the O-rings between the valve sections. 1. Remove the four tie rod nuts (10, Figure 8-2) from one end of the valve. Slide the tie rods (9) 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. FIGURE 8-4. TORQUE SEQUENCE
L8-4
Hoist Circuit Component Repair
L08033
FIGURE 8-5. TIE ROD INSTALLATION 1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Main Relief Valve
5. Spring 6. Sleeve 7. Low Pressure Relief 8. O-Rings
9. Inlet Valve Body 10. O-Rings 11. Poppets 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 at the cover end and remove. Remove capscrews (14, Figure 85), remove cover (13). Remove springs (12), poppets (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 main relief valve (4). Remove sleeve (6), low pressure relief (7) and O-rings (8). Do Not attempt to disassemble or change the adjustment of the main relief valve (4). The main relief is factory preset at 193 kg/ cm2 (2750 psi). Replace as a complete assembly only. NOTE: If restrictor poppet removal in cover (1) 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.
L08033
FIGURE 8-6. RESTRICTOR POPPET REMOVAL 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring
Hoist Circuit Component Repair
6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve
L8-5
SPOOL SECTION
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, without binding, through a complete revolution. 5. Inspect fit and movement between sleeve and low pressure relief valve. Reassembly 1. Coat all parts including housing bores with clean 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 poppets (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 8.3 kg.m (60 ft. lbs.). 5. Install low pressure relief (7) in sleeve (6) and install assembly in housing (9). Install main relief valve (4). Install springs (3 & 5). Install cover (2). Install capscrews (1). Tighten capscrews to 8.3 kg.m (60 ft. lbs.). Connect external tube, tighten nuts to 3.5 kg.m (25 ft. lbs.).
Disassembly NOTE: It is not necessary to remove the inlet sections (1 & 5, Figure 8-2) to accomplish spool section (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 remove spool section cover (2, Figure 8-2). 3. Remove poppet (1, Figure 8-7) from cover. Remove and discard O-ring (3). NOTE: The poppet (1) is equipped with a small steel ball (2). Do not misplace. 4. Remove and discard seal ring (4, Figure 8-8) and O-rings (5). 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 (2, Figure 8-9). Note the color of the lower spring (Blue) to insure proper location during reassembly. Also note the "V" groove (1) on end of spool. 7. Remove plug (3, Figure 8-10) from end of spool (20). Remove spring seat (2) and spring (11). Remove poppet (21) and spool end (15).
FIGURE 8-7. POPPET AND BALL 1. Poppet 2. Steel Ball
L8-6
Hoist Circuit Component Repair
3. O-Ring
L08033
NOTE: Pay special attention to poppets (12, 21 and 22, Figure 8-10) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot; red, white or green. 8. Repeat step 7. for the opposite end of spool. 9. Remove spool assembly (14) from adjacent bore. 10. Remove plug (3) from end of spool. Remove spring seat (2) and spring (11). Remove poppet (12) and spool end (15). 11. Repeat step 10 to remove the spring, spring seat, and spool end for the other end of spool. Note there is no plug or poppet installed in the lower end of this spool. 12. Remove cover (19). Remove O-rings (4, 5, & 10). FIGURE 8-9. SPOOL REMOVAL 1. “V” Groove 2. Spool Assembly
3. Spool
Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 2. O-ring * 3. Backup Ring *
4. Seal Ring 5. O-Ring
* NOTE: Items 2 and 3 not used on all valves.
L08033
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 without binding through a complete revolution.
Hoist Circuit Component Repair
L8-7
FIGURE 8-10. SPOOL SECTION ASSEMBLY 1. Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Ball 8. O-Ring
L8-8
9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Green) 13. Spool Housing 14. Spool Assembly 15. Spool End 16. Spring (Blue)
Hoist Circuit Component Repair
17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly 21. Restrictor Poppet (Red) 22. Restrictor Poppet (White)
L08033
Reassembly 1. Lubricate O-rings (4, 5 & 10, Figure 8-10), with clean hydraulic oil. Install O-rings in spool housing. Install poppet (18) and install cover (19). Secure cover in place with capscrews. Tighten capscrews to 8.30 kg.m (60 ft. lbs.). 2. Install spring (11) in spool (20). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install spool end and tighten to 3.46 kg.m (25 ft. lbs.) torque. Install Red poppet (21). Apply Dri-loc #204 to the threads of plug (3). Install plug and tighten to 2.1 kg.m (15 ft. lbs.). 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). Make sure poppet (22) is white and spring (16) is blue in color. 4. Lubricate spool assembly and carefully install in spool housing (13). Make sure the "V" groove in spool is in the up position, or toward cover (1).
6. Repeat step 5. for the bottom end of spool (14). A poppet and plug are not installed in the lower end. The spring (16) is Blue in color. 7. Lubricate the assembled spool and install in the spool housing. Make sure the "V" groove is in the up position, or toward cover (1). NOTE: Spools (14) and (20) are physically interchangeable. Make sure spool (14) is installed toward the base port of the spool housing. 8. If used, install new O-ring and backup ring on restrictor poppet (1, Figure 8-8). Install restrictor poppet in housing. 9. Install new O-rings (4, 5 & 10, Figure 8-10). 10. Install new O-ring and on poppet (6). Make sure the small steel ball is installed in poppet. Install poppet in cover (1). 11. Install cover on housing (13). Secure cover in place with capscrews. Tighten capscrews to 8.30 kg.m (60 ft. lbs.).
5. Install spring (11) in remaining spool (14). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install spool end and tighten to 3.46 kg.m (25 ft. lbs.). Install Green poppet (12). Apply Dri-loc #204 to the threads of plug (3). Install plug and tighten to 2.1 kg.m (15 ft. lbs.).
L08033
Hoist Circuit Component Repair
L8-9
HOIST PILOT VALVE
Installation
Removal 1. Place the hoist control lever in the body down position. Make sure the body is in the full down position. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 2. Disconnect hydraulic lines at the hoist pilot valve (4, Figure 8-11). Remove capscrews (7). 3. Loosen and unthread jam nut (11). Unthread sleeve (10) until cotter pin (8) and pin (9) are exposed.
1. Place the hoist pilot valve (4, Figure 8-11) into position on the mounting bracket. Secure valve in place with capscrews. 2. Place hydraulic lines over valve ports and assemble to fittings. Tighten hydraulic line connections securely. 3. Place hoist control lever in FLOAT position. Adjust pilot valve spool until the centerline of the cable attachment hole extends 29.5 mm (1.16 in.) from the face of the valve body.
4. Remove cotter pin and pin.
4. Align control cable eye with valve spool hole and install pin (9). Secure pin in place with cotter key (8).
5. Remove the hoist pilot valve mounting capscrews. Remove hoist pilot valve. Refer to hoist pilot valve disassembly for repair instructions.
5. Thread sleeve (10) upward until contact is made with valve body. Move flange (6) into position and secure in place with capscrews (7). 6. Thread jam nut (11) against sleeve. Tighten jam nut securely. 7. Start the engine and check for proper hoist operation. Observe for leaks.
FIGURE 8-11. HOIST PILOT VALVE PIPING 9. Pin 4. Hoist Pilot Valve 1. Power Up Spool Limit 10. Sleeve 5. Control Cable Solenoid 11. Jam Nut 6. Flange 2. Piloted Check Valve 7. Capscrew 3. Power Down Spool Limit 8. Cotter Pin Solenoid
L8-10
Hoist Circuit Component Repair
L08033
Disassembly 1. Thoroughly clean the exterior of the valve. Place the valve in a clean work area for disassembly. 2. Remove machine screw (15, Figure 8-12) 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 8-13) 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) and (10) and remove tie rods (9). Separate the valve housings. Remove Oring (11). Remove the check poppet (2, Figure 8-14) and spring (3) from the housing (1).
FIGURE 8-12. 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 8-13. RELIEF VALVE 1. Valve Housing
L08033
Hoist Circuit Component Repair
2. Relief Valve
L8-11
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 8-12). 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, without binding, through a complete revolution. 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. FIGURE 8-15. TIE ROD NUT TORQUE Reassembly 1. Thoroughly coat all parts including housing bores with clean hydraulic oil.
1. Nut 2. Tie Rod 3. Nut
4. Tie Rod 5. Outlet Housing
2. If the inlet and outlet housings were removed follow steps 3 through 5 for reassembly.
5. Install tie rods. Install tie rod nuts. Tighten tie rod nuts to the torques shown in Figure 8-15.
3. Install check poppet (2, Figure 8-14) and spring (3) in spool housing (1).
6. Install a new O-ring (27, Figure 8-12) and wiper (26). Install seal retainer (25).
4. Install new O-ring (4) in spool housing. Place inlet and outlet housings onto spool housing.
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). 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 0.69 kg.m (5 ft. lbs.). Install spacer (23) and snap ring (1).
FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY 1. Spool Housing 2. Check Poppet 3. Spring
L8-12
4. O-ring 5. Outlet Housing
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 8-13) in spool housing.
Hoist Circuit Component Repair
L08033
HOIST CYLINDERS
2. To relieve all pressure from the hydraulic circuit, slowly move hoist lever to the LOWER position and gently lower body until it rests completely on the frame.
Removal
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 accumulators to bleed down. Be certain the park brake is applied.
3. Disconnect the lubrication lines to the upper and lower bearings of the hoist cylinder. Disconnect hydraulic lines from hoist cylinder. Cap and plug lines and ports to prevent excessive spillage and contamination. Secure cylinder to frame to prevent movement during next step.
The hoist cylinder weighs approximately 330 kg (730 lbs.). Provide a means of support 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 capscrews and washers (2, Figure 8-16). Remove retainer plate (1). Use a brass drift and hammer to drive pin (3) from bore of mounting bracket.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT 1. Retainer 2. Capscrews & Washers 3. Pin
L08033
4. Retainer Ring 5. Bearing 6. Hoist Cylinder
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT 1. Hoist Cylinder 2. Retainer 3. Capcsrew
Hoist Circuit Component Repair
4. Lock Plate 5. Retainer Ring 6. Bearing
L8-13
5. Carefully lower cylinder until it lays against the inside dual tire. Attach a suitable lifting device 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, remove capscrews (3, Figure 8-19), locking plate (4) and retainer plate (2). 8. Carefully remove cylinder from frame pivot. Move cylinder to a clean area for disassembly.
Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retainer ring (5, Figure 8-17) and press out bearing (6). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180°. 3. Position cylinder with the head (10, Figure 8-18) at the top. Remove capscrews (11) and lockwashers retaining the head (10) to the housing (4). 4. Lift cover straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23).
Installation
5. Remove snap ring (9). Remove capscrews (7) and flatwashers (5) attaching the rod bearing retainer (6) to the rod (1). Remove the seal (8). Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 330 kg (730 lbs.). Use a suitable lifting device that can handle the load safely.
6. Fabricate a retainer bar using a 6 x 25 x 460 mm (1/4" x 1" x 18") 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).
1. Raise the cylinder into position over the pivot point on the frame. Air bleed vent at top of cylinder must be toward front of truck. Align bearing eye with pivot pin and push cylinder into place.
NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted.
2. Install retaining plate (2, Figure 8-17), locking plate (4),and capscrews. Tighten capscrews to standard torque. Bend locking plate tabs over capscrew flats.
7. Rotate the cylinder assembly 180o, 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.
3. Align the top hoist cylinder bearing eye with the bore of the upper mounting bracket. 4. Install pin (3, Figure 8-16) and retaining plate (1). Secure in place with capscrews and lockwashers (2). Tighten capscrews to standard torque.
NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks.
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.
8. Rotate the cylinder housing 180°. Remove the retainer installed in step 6.
6. Reconnect lubrication lines for the upper and lower hoist cylinder bearings.
10. Insert a 13 mm (.50 in.) dia. x 1350 mm (53 in.) 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.
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.
L8-14
9. Fabricate a round disc with a hole in the center. Align the disc over the second (2) and first (3) stage cylinders at the bottom of the cylinder housing.
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.
Hoist Circuit Component Repair
L08033
1. Rod Eye 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Flatwasher 6. Bearing Retainer 7. Capscrew 8. Seal 9. Snap Ring 10. Cylinder Head 11. Capscrews & Lockwashers 12. O-Ring
13. Bearing 14. Seal 15. Bearing 16. Seal 17. Bearing 18. Buffer Seal 19. Bearing 20. Rod Seal 21. Rod Wiper 22. Quill Assembly 23. Backup Ring 24. Snap Ring
FIGURE 8-18. HOIST CYLINDER
L08033
Hoist Circuit Component Repair
L8-15
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.
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. 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 8-19) 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 8-19) and applying a tightening torque of 138.3 kg.m (1000 ft. lbs.). 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 8-18) and washers (5) should be checked carefully for distress and, if in doubt, replace them.
L8-16
FIGURE 8-19. QUILL INSTALLATION TOOL 1. Cover
2. Quill Assembly
NOTE: The SS1143 tightening tool can be fabricated locally. Request the following drawings from the Komatsu Distributor: • 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) • 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) Note: All materials are 1020 steel except SS1147.
Hoist Circuit Component Repair
L08033
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 8-20) 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" (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 (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 138.3 kg.m (1000 ft. lbs.). 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 820. 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 277 kg.m (2000 ft. lbs.) after the tack welds are ground off.
FIGURE 8-20. PLUG AND CHECK BALL INSTALLATION 1. Cover Assembly 2. Quill Assembly
L08033
Hoist Circuit Component Repair
3. Plug 4. Check Ball
L8-17
Installation Of Check Balls And Plugs In Quill The check balls (4, Figure 8-20) 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 8-21 for SS1158 tool that can be fabricated 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.
1. 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 8-20) 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 9.68 kg.m (70 ft.lbs.). 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 8-20 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 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL
L8-18
Hoist Circuit Component Repair
L08033
Assembly of Cylinder 1. Install seals (15, Figure 8-20) and bearings (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. 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 (24) 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.
NOTE: Check capscrews carefully for distress and, if in doubt, replace them with new parts. 12. Make certain threads on capscrews (7) and threads in rod are clean and dry (free of oil and solvent). a. Use Loctite "LOCQUIC" Primer "T" (TL8753, or equivalent), to spray mating threads on capscrews and threads in rod. Allow primer to dry 3 to 5 minutes. b. Apply Loctite Sealant #277 (VJ6863, or equivalent) to threads of capscrews and threads in rod.
4. Install lifting tool used during disassembly in the second and first stage cylinder assembly.
13. Install capscrews (7) with hardened washers (5) and tighten capscrews to 34.6 kg.m (500 ft. lbs.).
5. Install bearings (13) 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.
NOTE: Allow parts to cure for 2* hours before exposing threaded areas to oil. If "LOCQUIC®" primer "T" (TL8753) was not used, the cure time will require 24 hours instead of 2 hours.
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 and buffer seal, rod seal and rod wiper in the second stage cylinder (2). 8. Attach a lifting device to the rod eye (1) and align it over the housing (4). Lower the rod into the housing. Lubricate the rod with hydraulic oil.
14. Install snap ring (9). 15. Install O-ring (12) and backup ring (23) on cover (10). Align and lower cover onto housing (4). Install capscrews (11) and lockwashers. Tighten capscrews to standard torque. 16. Install hoist cylinder eye bearing (6, Figure 817) and retainer rings (5) if removed.
9. Rotate housing 180° to position the cover end at the top. Remove retainer installed in Step 4. Install bearings (17) and seal (16) on the rod bearing retainer (6). 10. Thread two guide bolts 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.
L08033
Hoist Circuit Component Repair
L8-19
Power Up Spool Limit Solenoid The power up spool limit solenoid (1, Figure 8-22) is located inside the hydraulic cabinet to the right of the operator's cab. This valve has no serviceable parts except for O-ring replacement. If the valve malfunctions, replace as a unit. Pilot Operated Check Valve The pilot operated check valve (2, Figure 8-22) is located inside the hydraulic cabinet to the right of the operator's cab. This valve has no serviceable parts except for O-ring replacement. If the valve malfunctions, replace as a unit. Power Down Hoist Limit Solenoid The power down hoist limit solenoid (3, Figure 8-22) is also located in the hydraulic cabinet. The valve has no serviceable parts except O-ring replacement.
FIGURE 8-22. HYDRAULIC CABINET COMPONENTS (Hoist Circuit) 1. Power Up Spool Limit Solenoid 2. Piloted Check Valve 3. Power Down Hoist Limit Solenoid
L8-20
Hoist Circuit Component Repair
4. Hoist Pilot Valve 5. Control Cable
L08033
SECTION L9 HYDRAULIC SYSTEM FILTERS INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Filter Element Replacement
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 LOW PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Brake Cooling/Hoist Circuit Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Transmission Lubrication Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
L09010
Hydraulic System Filters
L9-1
NOTES
L9-2
Hydraulic System Filters
L09010
HYDRAULIC SYSTEM FILTERS HIGH PRESSURE FILTER A high pressure filter assembly, located on the left frame rail, forward of the hydraulic tank, filters the oil supply from the outlet of the steering/brake pump before it enters the bleeddown manifold valve. Refer to Section P, Lubrication and Service, for recommended normal filter element replacement interval. Earlier replacement may be required if the Maintenance Monitor lamp turns on and the MOM display indicates the element is restricted. 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. Removal 1. With the key switch OFF allow at least 90 seconds for the accumulators to bleed down. 2. Remove plug (10, Figure 9-1) and drain oil from the housing into a suitable container.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 3. Remove housing (8) and element (7). 4. Replace O-ring (6) in filter head. FIGURE 3-1. STEERING CIRCUIT FILTER
Installation 1. Install new element (7). Install housing (8) and tighten. 2. Replace drain plug (10), and O-ring (9). NOTE: The indicator switch (1, Figure 9-1) is not repairable. If the indicator switch is inoperative, replace as a unit. Switch adjustment is not necessary or recommended.
L09010
1. Indicator Switch 2. Setscrew 3. Head 4. Bleed Plug 5. O-Ring
Hydraulic System Filters
6. O-Ring 7. Filter Element 8. Bowl 9. O-Ring 10. Drain Plug
L9-3
LOW PRESSURE FILTERS Low pressure hydraulic oil filters (Figure 9-2) are used at several locations on the truck, filtering the hydraulic oil in the brake cooling circuit and hoist circuit, and the (separate) transmission oil supply. An indicator switch (2) provides an electrical signal to monitoring circuits to warn the operator if the filter elements become restricted. Refer to Section P, Lubrication and Service, for recommended normal filter element replacement interval. Earlier replacement may be required if the Maintenance Monitor lamp turns on and the MOM display indicates one or more of the hydraulic system elements is restricted. A transmission oil filter lamp on the instrument panel will flash and a buzzer will sound if the transmission filter element becomes restricted. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur. NOTE: When the engine is initially started and the hydraulic oil is cold, the restriction warning may actuate. Allow the hydraulic system oil to reach operating temperature before using the warning as an indicator to change the element. Brake Cooling/Hoist Circuit Filters A filter assembly located under the engine, near the heat exchanger, filters brake circuit cooling oil after it leaves the front wheel disc brake housings. Two identical filter assemblies located on the inner side of the fuel tank filter oil as it leaves the rear wheel disc brake housings. If the maintenance monitor lamp illuminates, indicating a restricted filter element, use the MOM display to determine the actual filter element(s) requiring service. Transmission Lubrication Circuit Filter A filter assembly located on the right frame rail in front of the fuel tank filters transmission oil after it leaves the transmission pump, before it enters the transmission. Service procedures for all the low pressure filters are identical. Refer to the parts manual for replacement filter elements.
L9-4
FIGURE 3-2. LOW PRESSURE FILTER ASSEMBLY 1. Head Assembly 2. Indicator Switch 3. Seal 4. Bowl 5. Filter Element
Hydraulic System Filters
6. Plug 7. O-Ring 8. Core Assembly 9. Bypass Valve 10. Anti-Backflow Valve
L09010
Filter Element Replacement 2. Remove bowl (4) and element (5). 3. Replace seal (3) in filter head.
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.
Removal
Installation 1. Install new element (5, Figure 9-2). Install housing (4) and tighten. 2. Replace drain plug (6), and O-ring (7).
NOTE: The indicator switch (2, Figure 9-2) is not repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator switch is factory preset. Switch adjustment is not necessary or recommended.
1. Remove plug (6, Figure 9-2) and drain oil from the housing into a suitable container.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination!
L09010
Hydraulic System Filters
L9-5
NOTES
L9-6
Hydraulic System Filters
L09010
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 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4 Steering Components Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-6 CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 Power Down Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
L10017
Hydraulic Check-out Procedure
L10-1
NOTES
L10-2
Hydraulic Check-out Procedure
L10017
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 following procedures may be easier if the gauges are connected such that they can be read in the cab or where the technician can communicate with the person operating the controls.
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.
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 pressure from the brake accumulators and removing the brake system supply line (1, Figure 10-2) from the fitting on the bleeddown manifold. (see WARNING). Plug the brake circuit 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.
Bleed down brake system accumulators prior to removing any hoses supplying oil to the brake system. If the steering/brake pump has just been installed, it is essential that the pump case is full of oil prior to starting the engine. Refer to "Steering Circuit Component Repair, Steering and Brake Pump", this section for instructions.
L10017
Hydraulic Check-out Procedure
L10-3
Equipment Requirements The following equipment will be necessary to properly check-out the hydraulic steering circuit • Hydraulic schematic, refer to Section "R". • Three 0-350 kg/cm2 (0-5000 psi) range calibrated pressure gauges and hoses. • A graduated container marked to measure liquid volume. Pump Pressure Control Adjustment With the brake system functioning properly and the parking brake on, proceed as follows: 1. Place range selector in NEUTRAL and apply the parking brake. Shut down engine and turn key switch off. Wait 90 seconds for the steering accumulators to completely bleed down before opening circuits to take leakage measurements, to make repairs, or to install or remove a gauge.
FIGURE 10-2. BLEEDDOWN MANIFOLD 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.
6. Test Port 1. Brake Circuit Supply 7. From Accumulator 2. Bleeddown Manifold 8. To Flow Amplifier 3. Return to Tank 9. From Flow Amplifier 4. Pressure Relief Valve 10. Accumulator Bleed5. Supply From Steering Pump down Solenoid
2. Check hydraulic oil level in tank and add oil if required. 3. Remove cap and install an accurate 350 kg/cm2 (5000 psi) pressure gauge at the bleeddown manifold test port (6, Figure 10-2). 4. Install a 350 kg/cm2 (5000 psi) gauge at each steering cylinder manifold test port (located under engine). 5. Start the engine and verify the low idle engine speed is 1025 RPM. If idle speed is incorrect, refer to Section C for adjustment procedure before performing hydraulic system tests. FIGURE 10-1. PUMP PRESSURE CONTROL 1. Steering Pump 2. Compensator Adjustment
L10-4
3. Case Drain Line 4. Hoist Pump
Hydraulic Check-out Procedure
L10017
Before raising body to full "up" position, be sure there is adequate clearance between body and overhead structures or electric power lines. 6. Raise and lower the dump body and turn the steering wheel lock-to-lock to bring the oil up to normal operating temperature. 7. Shut down the engine, turn the key switch off and wait 90 seconds, then observe the pressure gauge indicates zero. NOTE: If the pressure gauge indicates a pressure greater than 0, check for defective components in the bleeddown circuit. A restricted tank vent filter may cause a pressure build up from 0 - 1.0 kg/cm2 (0 - 15 psi). 8. Start the engine. Immediately after starting, check gauge pressure. Pressure should rise quickly to accumulator nitrogen pressure, 98.4 kg/cm2 (1400 psi), pause momentarily, and then increase to steering pressure, 193.3 kg/cm2 (2750 psi). NOTE: If nitrogen pressure is incorrect, charge the accumulators with nitrogen before proceeding. (Follow the accumulator nitrogen charging procedure in this Section.) 9. Adjust the steering pressure at the steering pump compensator to approximately 222 kg/ cm2 (3150 psi). NOTE: It should not be possible to adjust the steering compensator pressure HIGHER than 228 kg/cm2 (3250 psi), because the relief valve in the bleeddown manifold should begin relieving at this pressure if it is working correctly. To adjust relief valve, refer to "BLEEDDOWN MANIFOLD", "Adjusting Relief Valve" in Section "L", Hydraulics. 10. Shut down the engine and allow the accumulators to bleed down completely.
FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE 1. Flow Amplifier Valve 2. Plug 3. O-Ring
4. Relief Valve Adjustment
13. 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 203.9 kg/cm2 (2900 psi). 14. Steer the truck to the opposite stop. The other gauge should read 203.9 kg/cm2 (2900 psi). 15. If pressure is incorrect during step 13 or 14, 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.
11. Raise the flow amplifier steering relief valve pressure as follows:
16. After the above test is complete, lower the flow amplifier steering relief valve pressure to 193.3 kg/cm2 (2750 psi) as follows:
a. Remove external plug (2, Figure 10-3) on flow amplifier valve, using an 8 mm allen wrench.
a. Steer full left or right and maintain a slight pressure against the steering wheel.
b. Insert a 5 mm allen wrench into opening and gently bottom out adjustment (4) by turning clockwise. 12. Start the engine and allow steering system to build pressure.
L10017
b. Adjust steering relief valve, using the 5 mm allen wrench to obtain 193.3 kg/cm2 (2750 psi) on the gauge showing pressure. 17. After adjustment is complete, install plug (2, Figure 10-3) with O-ring (3) on valve body.
Hydraulic Check-out Procedure
L10-5
18. Turn steering pump pressure compensator adjustment screw counterclockwise to reduce pressure. (Steer truck and adjust to allow circuit pressure to drop to approximately 175 kg/cm2 (2500 psi)).
6. Start the engine and allow the system to stabilize at 193.3 kg/cm2 (2750 psi). 7. Measure leakage obtained in graduated container:
19. Turn pressure compensator adjustment screw clockwise to obtain 193.3 kg/cm2 (2750 psi) on the gauge at the steering bleeddown manifold test port. Tighten jam nut to lock adjustment screw when correct pressure is obtained.
Maximum allowable leakage is 164 ml (10 in3) per minute. 8. If leakage in step 7 exceeds the maximum allowed, repair or replace the steering control unit. If leakage rate is acceptable, perform the next step to check flow amplifier leakage.
20. Shut down engine and allow accumulators to bleed down completely. Steer the truck to verify.
9. Measure leakage at steering return hose removed in step 1.
21. Remove gauges and cap test ports.
Maximum allowable leakage is 820 ml (50 in3) per minute. 10. If leakage in step 9 is excessive, the flow amplifier must be repaired or replaced.
Steering Components Leakage Test
11. Disconnect tank return line (3, Figure 10-2) at the bleeddown manifold. Install a plug in end of hose removed. Do not steer truck while measuring leakage rates during the following tests.
1. Check combined leakage from the steering control unit and flow amplifier. a. Disconnect steering return hose (9, Figure 10-2) at the bleeddown manifold port. b. Cap open fitting on bleeddown manifold. c. Place end of hose disconnected in a graduated container. 2. Start the engine and allow the system to stabilize at 193.3 kg/cm2 (2750 psi). 3. Measure leakage obtained in graduated container:
12. Measure leakage from the tank return fitting on the bleeddown manifold. Maximum allowable leakage is 32.8 ml (2.0 in3) per minute. 13. If leakage is excessive in step 12, the bleeddown solenoid valve or the bleeddown manifold relief valve must be replaced. a. Verify correct setting of 230 kg/cm2 (3250 psi) relief valve. b. Remove both valves and inspect O-rings for damage. 14. Recheck for leakage. If leakage is still excessive replace the bleeddown solenoid valve. If leakage is still excessive, replace the relief valve assembly.
Maximum allowable leakage is 984 ml (60 in3) per minute. 4. Shut down the engine.
15. After leakage tests are complete and leakage rates are acceptable, be certain all hoses are reinstalled and tightened properly.
5. If leakage in step 3 exceeds maximum allowed, measure leakage from steering unit as follows:
16. Check hydraulic tank oil level and refill if necessary.
a. Remove the steering control unit tank return line at the flow amplifier. b. Plug the flow amplifier port. c. Place end of hose disconnected in a graduated container.
L10-6
Hydraulic Check-out Procedure
L10017
CHECKING HOIST SYSTEM PRESSURES Equipment Requirements The following equipment will be necessary to properly check-out the hoist relief and "power down" circuit pressures: • Hydraulic schematics, refer to Section "R". • Two 0-350 kg/cm2 (0-5000 psi) range calibrated pressure gauges and hoses.
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. Install two 0-350 kg/cm2 (0-5000 psi) pressure gauges at each diagnostic coupler located at each outlet port on the hoist pump (4, Figure 10-1). 2. Disconnect the hoist lines at the distribution manifold and cap the power up and power down ports (four locations). 3. Start the engine and run at low idle. 4. Place the hoist lever in the POWER UP position. The pressure at both hoist pumps should be approximately 193.3 ± 7 kg/cm2 (2750 ± 100 psi). 5. If power up relief pressure is incorrect, adjust pressures as follows: 6. Return hoist lever to the "Float" position. 7. Relieve all hydraulic pressure from the hoist system.
L10017
FIGURE 10-4. HOIST RELIEF VALVE 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
NOTE: The relief valve (4, Figure 10-4) is located under the hoist valve cover (2) that has a small external pipe attached to it. 8. Remove the small external pipe and capscrews from the inlet section cover (2, Figure 10-4) that contains the relief valve. 9. Remove the cover and spring (3) from the relief valve. 10. Loosen the jam nut on the relief valve (4) and turn screw clockwise to increase pressure or counter-clockwise to decrease pressure. NOTE: Each 1/4 turn of the adjustment screw will cause approximately 10.5 kg/cm2 (150 psi) change in pressure. 11. Install spring (3) and cover (2) with new O-rings (8). Install and tighten capscrews (1). 12. Check the pressures again.
Hydraulic Check-out Procedure
L10-7
Power Down Relief Valve Adjustment 1. With the engine at low idle, place the hoist lever in the POWER DOWN position. 2. Pressure at both pumps should be 106 ± 14 kg/ cm2 (1500 psi). If the power down pressure is not within specifications, adjust or replace the relief valve. NOTE: The power down relief valve (2, Figure 10-5) is located on the pilot control valve (1) in the hydraulic cabinet. a. To increase power down relief pressure, turn adjusting screw clockwise. b. To decrease power down relief pressure, turn adjusting screw counter-clockwise. 3. If pressures are within specifications, shut down engine and move hoist control lever to the FLOAT position. Remove all gauges. 4. Reconnect the hoist lines to the distribution manifold.
FIGURE 10-5. POWER DOWN RELIEF VALVE 1. Hoist Pilot Valve
2. Relief Valve
5. Check the hydraulic tank for proper level. Add oil if necessary.
L10-8
Hydraulic Check-out Procedure
L10017
SECTION M OPTIONS AND SPECIAL TOOLS INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
M01048
Index
M1-1
NOTES
M1-2
Index
M01048
SECTION M2 FIRE CONTROL SYSTEMS INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4 CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5 Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7 Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7 Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9 Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9 INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11 TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M02005
Fire Control Systems
M2-1
NOTES
M2-2
Fire Control Systems
M02005
FIRE CONTROL SYSTEM (MANUAL) The fire control system aids in protecting the 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.
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.
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.
FIGURE 2-1. FIRE CONTROL SYSTEM 1. Cab Actuator 2. Remote Actuator 3. Safety Relief Valve 4. Check Valves
M02005
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
5. Actuator Receiver 6. Cartridge 7. Bursting Disc Union 8. Dry Chemical Tank
Fire Control Systems
M2-3
3. Remove each extinguisher from its bracket. 4. Disassemble bursting disc union and replace the ruptured bursting disc with flat side toward extinguisher. 5. Fill tank with dry chemical to not more than three inches (76 mm) from the bottom of the fill opening. 6. Inspect fill opening threads and gasket. If 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:
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.
1. Relieve the pressure from the lines by pulling the ring on the safety relief valve. 2. Disconnect line from tank actuator and remove line from the bursting disc union.
M2-4
Fire Control Systems
M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 The Checkfire Electric Detection and Actuation 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 221°F (105°C) 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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Fire Control Systems
M2-5
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
FIGURE 2-9. TEST KIT 1. Indicator Light Assembly 2. End-of-Line Detection Wire Jumper Assembly
Linear Detection Wire (Figure 2-7):
Test Kit (Figure 2-9):
Consists of a two conductor heat rated thermo cable. The temperature rating of the cable is 221°F 105°C) black wire or 356°F (180°C) 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.
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).
M2-6
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.
Fire Control Systems
M02005
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.
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.
b. If battery power is correct, proceed to checking total system power.
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.
FIGURE 2-12. POWER CHECK
FIGURE 2-11. LINEAR DETECTION WIRE CONNECTOR
Do Not install squib to power lead at this time (Figure 2-13).
2. Secure the wire every 12-18 in. (30-45 cm) throughout the hazard area(s) using the black nylon cable ties provided. Secure more often if desired, or to keep the wire out of the way. Secure the wire to mounting surfaces, decks, struts, hydraulic hoses in the area, or any secure, non-moving part of the protected 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. FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire a. Depress the button on top of the control module and note green indicator light (Figure 2-12). With button, depressed, light should
M02005
Fire Control Systems
M2-7
c. Proceed to the end of the last length of detection wire and remove the jumper assembly (Figure 2-15). Finally, put original plugged blank connector onto detection wire. The test module light should immediately go out. If light does not go out refer to "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 2-15. INSTALL TEST MODULE ASSEMBLY
M2-8
FIGURE 2-16. REMOVE JUMPER ASSEMBLY
FIGURE 2-17. REMOVE INDICATOR LIGHT ASSEMBLY
Fire Control Systems
M02005
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.
FIGURE 2-18.
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 2-19.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower actuator body and hand tighten firmly. FIGURE 2-20.
M02005
5. Record date that system was placed in service.
Fire Control Systems
M2-9
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.
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.
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.
FIGURE 2-22. REMOVE CARTRIDGE AND DISCONNECT SQUIB
Remove jumper, clean actuator, install new squib and reinstall cartridge. Do Not reinstall cartridge at this time.
System is now back in service.
5. Test system power by depressing button on control module. Note illumination of light while button is depressed.
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.
M2-10
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.
Fire Control Systems
M02005
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. 14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.
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.
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.
FIGURE 2-24. REMOVE TEST MODULE
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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.
Fire Control Systems
M2-11
What to Expect When a fire suppression system discharges, there is some noise, accompanied by clouds of dry chemical. While breathing foreign particles is not pleasant, the agent is non-toxic. What to Do After the Fire is Out The machinery should not be restarted until it has been serviced and cleaned (water spray or steam may be used to remove the dry chemical). If the 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.
FIGURE 2-25. ACTUATOR ASSEMBLY
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).
M2-12
Fire Control Systems
M02005
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed. POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Blown fuse in battery connector assembly
Look for possible short in external power wiring and change fuse
Battery connection loose Connector between power wiring unsnapped or wire broken
Clean and tighten Reconnect/install new length
Dead battery
Charge battery or install new one
Bulb burned out
Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate. POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Jumper assembly not in place on end of detection zone wiring
Install jumper assembly Reconnect
Connector apart on either power or detection zone wiring
Loosen green lens, install new bulb
Bulb burned out
Look for possible short in external power wiring and change fuse
Blown fuse in battery connector assembly
Install new length
Wire broken
Charge battery or install new one
Dead battery
Clean and tighten
Battery connection loose
TROUBLE: Test Module Light Will Not Go Out POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Jumper assembly left in place on end of detection wire
Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire
Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Check for previous fire condition
Replace length(s) of detection zone wire. Replace squib and recharge
Detection wire too close to heat source Test jumper assembly left in place after testing
Check for broken points of security, move away from heat source, and recharge Remove jumper, reinstall plugged end of line connector and recharge
M02005
Fire Control Systems
M2-13
NOTES
M2-14
Fire Control Systems
M02005
SPECIAL TOOLS
PART NO.
DESCRIPTION NItrogen Charging Kit
EC3331
USE Suspension & accumulator nitrogen charging
NOTE: Not included with all trucks.
PART NO.
DESCRIPTION
EG7805
Tool Str.
EG7806
Threaded Rod
PART NO.
Electrical Harness
EF9160
M08013
DESCRIPTION
4/04
USE Wheel Rim Retainer Removal
USE Computer (DAD) hookup to PMC Connector.
Special Tools
M8-1
PART NO.
DESCRIPTION
562-98-31301 Disc Gauge
During Retard Control & Monitor (RCM) troubleshooting for codes such as J004 (Rear Left Brake Pressure Low) and J005 (Rear Right Brake Pressure Low), the switching of harness connectors between the right and left PPC valves may be necessary. Switching of the connectors can help determine where in the electrical circuit the problem lies, or whether the problem is hydraulic. On 530M dump trucks, it is possible to switch connectors because of their common configuration. On the newer HD1500 dump trucks, however, this is not possible. The left PPC and right PPC circuits were wired with different connectors in order to prevent the accidental crossing of connectors.
PART NO. EJ9233
PART NO. EJ9234
Because of the differing connectors, two harnesses have been developed to allow crossing from one circuit to the other for troubleshooting purposes. The two harnesses are listed in the tables to the right.
DESCRIPTION Right Hand Harness
DESCRIPTION Left Hand Harness
USE Brake Disc Wear Measurement
USE PPC Circuit Diagnosis
USE PPC Circuit Diagnosis
Truck units A30066 & Up will have the two harness tools included in their tool groups.
M8-2
Special Tools
4/04 M08013
SECTION N CAB COMPONENTS INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01027
Index
N1-1
NOTES
N1-2
Index
N01027
SECTION N2 TRUCK CAB INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5 CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Jam Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8 Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13 Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13 Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
N02016
Truck Cab
N2-1
NOTES
N2-2
Truck Cab
N02016
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
N02016
5. Stop Light (Service Brakes Applied) 6. Retard Light (Retarder Applied) 7. Lifting Eye
Truck Cab
8. Glass Bumpers (under glass) 9. Left Rear Window 10. Left Front Window 11. Side Windshield Glass
N2-3
4. Disconnect hydraulic hoses routed to frame from fittings at rear of cab under brake cabinet. (It is not necessary to disconnect hoses attached to, and routed under the cab.) Cap all fittings and plug hoses to prevent contamination.
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.
5. Disconnect wire harnesses at connectors located under hydraulic cabinet. 6. Remove cable and hose clamps as needed for cab removal
Read and observe the following instructions before attempting any repairs!
7. 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.
• Do not attempt to work in deck area until body safety cables have been installed. • Before weld repairs are performed, disconnect all electrical harnesses.
8. Remove clamps and heater hoses from fittings underside of deck, below heater.
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. 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.
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. 9. If the truck is equipped with air conditioning, evacuate the air conditioning system:
3. Verify the steering accumulators have bled down by attempting to steer.
a. Attach a recycle/recovery station at the air conditioning compressor service valves. (Refer to Air Conditioning System in this section for detailed instructions.)
4. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 5. Open the battery disconnect switches. Removal
b. Evacuate air conditioning system refrigerant.
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:
c. Remove the air conditioner system hoses routed to the cab from the receiver/drier and compressor. Cap hoses and fittings to prevent contamination.
1. Turn the key switch to the OFF position and allow at least 90 seconds to bleed the steering accumulator. Turn the steering wheel to be sure no pressure remains. If installed, open the automatic/manual drain valve mounted below the air tank and drain air supply. 2. Block truck securely, and open the brake accumulator bleed down valves on the accumulators located in the cabinet mounted on the rear of the cab. Allow sufficient time for accumulators to bleed down completely.
10. Attach a lifting device to the lifting eyes provided on top of the cab.
The cab assembly weighs approximately 5000 lbs. (2270 kg). Be sure lifting device is capable of lifting the load.
3. Open the battery disconnect switch located at the left hand ladder.
N2-4
Truck Cab
11. Remove the capscrews and washers from each mounting pad (1, Figure 2-1) at the corners of the cab.
N02016
4. Remove caps from hydraulic hoses and tubes and reinstall. Reinstall hose clamps as required.
12. Check for any other hoses or wiring which may interfere with cab removal. 13. Lift the cab assembly off the truck and move to an area for further service.
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.
14. Place blocking under each corner of the cab to prevent damage to floor pan and hoses before cab is lowered to the floor.
6. Remove caps and reinstall air conditioning system hoses from compressor and receiver/ drier.
Installation 1. Lift cab assembly and align mounting pad holes with tapped pads. Insert at least one capscrew and hardened washer at each of the four pads prior to lowering cab onto the truck. 2. After cab is positioned, insert the remaining capscrews and hardened washers. (32 total). Tighten the capscrews to 700 ft. lbs. (950 N.m) torque. 3. Route wire harnesses to the electrical connectors on the rear corner of the cab. 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.
7. Refer to Air Conditioning System in Section N 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. Assure the air conditioning system is properly recharged.
FIGURE 2-2. CAB - REAR VIEW
N02016
Truck Cab
N2-5
CAB DOOR
Door Adjustment
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.
If adjustment is necessary to insure tight closure of door, loosen striker bolt in the door jam, adjust, and re-tighten.
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.
A rubber sealer strip is mounted with adhesive around the perimeter of the door assembly to exclude dirt and drafts. This sealer strip should be kept in good condition and replaced if it becomes torn or otherwise damaged. Door Jam Bolt Adjustment Over a period of time, the door latch mechanism and door seals may wear and allow dirt and moisture to enter the cab. To insure proper sealing of the door seals, the door jam bolt may need to be adjusted periodically.
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.
FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT 1. Washer 2. Striker Bolt
3. Attach the travel limiting strap with the bolt and clip removed previously.
3. Frame 4. Seal
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.
Step A. If the door closes, but not tightly enough to give a good seal between the seal on the door and the cab skin: 1. Mark the washer location (1, Figure 2-3) portion of the door jam bolt with a marker, pen, or pencil by circumscribing the outside edge of the washer onto the jam. 2. Loosen the door jam bolt (2) and move straight inwards 1/16" and re-tighten.
N2-6
Truck Cab
N02016
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.)
2. Transfer the center of this opening onto the skin of the cab nearest where the door jam bolt is located. Use a T-square or other measuring equipment and mark on the cab with a pencil. NOTE: Release the door catch before trying to close the door.
4. The door seal should firmly grip the paper all along the top, front, and bottom edge of the door. If the paper is loose all around, repeat Step 2. If the paper is firmly gripped, but can be removed without tearing it, open door and tighten the jam bolt completely without affecting the adjustment. 5. If the paper slips out from the door seal easily along the top and not at the bottom, the door itself will have to be “adjusted". Or if the paper slips out easier at the bottom than at the top, the door will have to be "adjusted".
• If seals are tight at bottom of door, but not at top, place a 4 x 4 block of wood at the bottom edge of the door, below the handle. Close the door on the wood block and press firmly inward on the top corner of the door. Press in one or two times, then remove the wood block and check seal tension again using the paper method. Seal compression should be equal all the way around the door. If seal is still loose at the top, repeat procedure again until seal compression is the same all the way around. • If seal compression is greater at the top than at the bottom of the door, place a 4 x 4 block of wood at the top corner of the cab door. Then press firmly inward on the lower corner of the door. Press in one or two times, then remove the wood block and check seal compression again. Seal compression should be equal all the way around the door. If seal is still loose at the bottom, repeat procedure again until seal compression is uniform all the way around.
FIGURE 2-4. LATCH ASSEMBLY 1. Cab 2. Striker Bolt 3. Upper Latch
4. Door 5. Lower Latch
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.
N02016
Truck Cab
N2-7
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.
• 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.
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF PLUNGER
2. Remove door panel. 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).
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.
Remove panel screws across the top last. Door glass and internal door panel will drop when door panel screws are removed.
N2-8
Truck Cab
N02016
Replace Door Glass 5. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5).
1. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closes to the door.
NOTE: Remove panel screws across the top last. 6. Carefully lower the door panel a few inches (Figure 2-7). Hold glass at top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller from the track on the bottom of the glass. Then slide the panel away from the cab to disengage the other top roller and the lower roller from their tracks. Place the panel out of the way after removal.
FIGURE 2-6. 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 M8 x 12 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.
FIGURE 2-7.
Door glass and internal door panel will drop when door panel screws are removed.
N02016
Truck Cab
N2-9
7. Remove 2 screws (Figure 2-8) holding the roller track to the bottom of the door glass.
FIGURE 2-8. FIGURE 2-10. 1. Screws 8. Support glass in door frame as shown (1, Figure 2-9). Remove screws (2) that hold the adapter for the window regulator track.
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 screws (1, Figure 2-11) that hold the window frame to the door. Remove the screws. Note: Screws along the bottom of window frame may be shorter than along the top and sides.
FIGURE 2-9. 1. Support Blocks
FIGURE 2-11.
2. Screws
1. Screws Lift door glass up in the frame (1, Figure 2-12) so that it is near the top. Holding the glass in place, tilt frame out at the top. Lift frame and glass straight up and out of door.
N2-10
Truck Cab
N02016
Bracket (2, Figure 2-9) at bottom of glass must clear the door frame, if still on glass.
FIGURE 2-13. 1. “L” Shaped Brackets
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.
Be sure the one channel (5, Figure 2-14) which is next to the door latch passes to the inside of the latch assembly (4). 14. Lower glass in frame and support it as seen in Figure 2-9. 15. Reinstall window frame screws which holds it to the door frame.
Screws along the bottom of window frame may be shorter than the ones along the sides and top. These screws must be used in this area to prevent the window glass from being scratched or cracked. See Figure 2-11.
13. Lift window frame, holding glass at the top of the frame, and lower the assembly into the door.
N02016
Truck Cab
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.
N2-11
FIGURE 2-14. 1. Capscrew & Nut 2. Mounting Screw Latch
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.
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.
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.
N2-12
Truck Cab
N02016
Replace Door Handle or Latch Assembly
Replace Door Window Regulator 1. Follow steps 1-6 procedure for door glass replacement. 2. Move inner panel assembly to a work area to enable replacement of the window regulator. Remove 4 mounting screws. See 6, Figure 2-6. 3. Replacing Window Regulator Motor, or Window Regulator Assembly:
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.
a. If replacing the motor assembly of the window regulator, be sure the worm gear on the motor is engaged properly into the regulator gear. Also, the regulator should be in the up position before replacing the motor assembly. Be sure the motor mounting screws are tight.
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.
b. If replacing the window regulator assembly, the new regulator should be in the up position before being mounted.
4. If replacing the outside door handle, remove 3 screws holding handle to door panel (3, Figure 2-14).
4. Mount window regulator to the inner panel with the 4 mounting screws removed in step 2. Be sure screws are tight.
Note: Only 1 screw is shown, the other 2 are behind the latch assembly.
5. Refer to door glass replace procedure and follow steps 20-23 to complete replacement.
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.
N02016
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). FIGURE 2-16. 1. Door Opening Seal
Door Opening Seal Removal
3. Door Assembly Seal
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 corners. A soft face tool may be used to work the seal up into the corners. 2. Continue going all the 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.
N2-14
Truck Cab
FIGURE 2-17. 1. Door Opening Seal
2. Door Hinge Seal
N02016
GLASS REPLACEMENT Adhesive Bonded Windows 3. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even.
Recommended Tools/Supplies • Pneumatic knife, or a piano wire type cutting device • Heavy protective gloves
NOTE: Removal of all old adhesive is not required; just enough to provide an even bedding base. 4. If all of the old adhesive has been removed, prepare the base metal with proper degreaser and adhesive primer.
• Safety eyeglass goggles • Glazing adhesive* & application gun *NOTE: SikaTack®-Plus Booster adhesive is advertised to achieve full cure in two (2) hours, is not climate dependent, does not require black glass primers, can be applied with a standard gun, and meets FMVSS 212/208 in one (1) hour. Sika Corporation 22211 Telegraph Road, Southfield, MI 48034 If another adhesive is used, be certain to follow all the manufacturer's instructions for use, including full allowances for proper curing time.
5. Prepare the glass surface with the proper degreaser and adhesive primer where the adhesive is likely to contact the glass. 6. Attach six or seven SM2897 glass installation bumpers (8), equally spaced around the previously marked glass perimeter, approximately 0.75 in (19 mm) inboard from where the edge of the glass will be when installed. For the front windshield, use 4-5 spacers (2, Figure 2-18) across the top edge and 4-5 spacers across the lower edge.
• SM2897 glass installation bumpers (4 - 6 per glass piece) • Window glass (Refer to Parts Catalog)
Replacement Procedure The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass. 1. Using a permanent marker, mark on the cab skin along all the edges of the new glass that is to be installed (except the large front windshield piece, rear cab window, and door windows). All edges must be marked on the cab in order to apply the adhesive in the proper location. The glass locating edges to be marked are as follows: a. Left rear side glass (9, Figure 2-1); mark the front and bottom edge locations. b. Front left (10) & right side glass; mark the rear and bottom edge locations. 2. Using either a pneumatic knife, or a piano wire type cutting device, carefully remove all of the remaining glued-on glass from the cab.
N02016
Truck Cab
FIGURE 2-18. FRONT WINDSHIELD 1. Adhesive 2. Spacer 3. Cab Frame
4. Adhesive 5. Windshield
N2-15
7. Clean the glass and prepare the black primer coat according to the adhesive supplier's instructions. 8. Apply a continuous even bead of the adhesive (approximately 0.38 in. (10 mm) diameter to the cab skin at a distance 0.50 - 0.63 inch (13 - 16 mm) inboard from the previously marked final location of the glass edges from Step 1. For the front windshield, only apply adhesive across the top and lower edges, none along the sides. NOTE: Be careful not to place this bead too far inboard, as it will make any future replacement more difficult. 9. If installing the front windshield or either front side windows, make a spacer (1, Figure 2-19) out of wood (or 3/8 inch square key stock) as shown to assist in proper glass alignment. 10. Side Windows: Carefully locate the glass in place with the black masking side towards the adhesive. Be certain on the front side windows that the forward edge is located as shown (Dimension B, Figure 2-19), and the top edge should be aligned even with the top edge of the windshield. Carefully press firmly, but not abruptly, into place assuring that the glass is properly seated.
13. If either front side glass or front windshield was replaced, the corner seal must be installed. This piece should be longer than what is required, therefore allow some overhang on each end as this material will shrink when it cools and stiffens up again. a. Place the corner seal in a bucket of hot tap water. This will allow the piece to become more flexible. b. Carefully install the corner seal, starting at the bottom corner of the windshield and the side glass and slide it all the way up. c. After the seal has cooled, trim the top and bottom ends as required and seal the top and bottom joints. 14. The top edge of the windshield should have a fillet of adhesive (4, Figure 2-18) placed all along the top edge of the glass to help seal out moisture and protect the top edge of the glass from damage. This should have the appearance of a clean, smooth equal legged fillet weld made from the adhesive running from the steel surface of the cab to the most forward edge of the glass when viewed from the side of the cab.
Windshield: Center it from left to right so there should be approximately 3/8 inch (9.5 mm) distance (Dimension A, Figure 2-19) from the outside edge of the windshield to the outer flat edge of each side glass. The top edge should be aligned even with the top edges of both side windows. 11. Using a wooden prop and furnace/duct tape, hold the glass in place for at least one (1) full hour before moving the vehicle. NOTE: Do not allow the joint to move until the entire cure time for the adhesive has passed. Otherwise, vibration or movement will weaken the bond. Cure time for SikaTack®-Plus Booster adhesive is one hour. NOTE: If SikaTack®-Plus Booster adhesive is not used, 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 24 hours if Tack®-Plus Booster adhesive is not used.
FIGURE 2-19. GLASS ALIGNMENT 1. Spacer - 3/8 in. x 3/8 in. (9.5 x 9.5 mm) 2. Side Window Glass 3. Windshield Glass
A - 3/8 in. (9.5 mm) B - 3/8 in. (9.5 mm)
12. Remove tape or prop from glass after the cure time has expired.
N2-16
Truck Cab
N02016
REAR GLASS
2. Lubricate the groove of the weatherstrip where the glass is to be seated.
Two people are required to remove and install the rear glass. One inside the cab, and the other on the outside. Special tools are available from local tool suppliers that are helpful in removing and installing automotive glass.
a. Lower the glass into the groove along the bottom of the opening (4, Figure 2-20). Note: Two persons should be used for the following installation:
b. Have one person on the outside of the cab push in on glass against opening, while the person inside uses a soft flat tool (plastic knife) and goes around the glass to work the weatherstrip over the edge of the glass.
Removal 1. Starting at the lower center of the glass, pull the glass weatherstrip locking lip out (2, Figure 220). Use a non-oily rubber lubricant and a screwdriver to to release the locking lip.
3. After the glass is in place, go around the weatherstrip and push in on the locking lip (2) to secure the glass in the weatherstrip (3).
2. Remove glass from weatherstrip by pushing out from inside the cab. 3. Clean weatherstrip grooves of dirt, sealant etc. Be certain perimeter of cab glass opening is clean and free of burrs etc. 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 (3, Figure 2-10) at the center, lower of the window opening and press the weatherstrip over the edge of the opening (4). 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 inch (13 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.
N02016
FIGURE 2-20. RUBBER MOUNTING 1. Glass 2. Locking Lip
Truck Cab
3. Weatherstrip Material 4. Sheet Metal
N2-17
NOTES
N2-18
Truck Cab
N02016
SECTION N3 CAB COMPONENTS INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Wiper Motor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Wiper Arm Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Wiper Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
N03014
11/03
Cab Components
N3-1
NOTES
N3-2
Cab Components
11/03 N03014
CAB COMPONENTS WINDSHIELD WIPERS
Installation
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.
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 Replacement Removal 1. Note the position of wiper arm (1, Figure 3-2). for installation purposes. 1. Lift the wiper arm cover and remove nut (2). Remove washer (3). 2. Disconnect the washer hose, and remove the wiper arm.
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Wiper Motor 2. Plate Structure
N03014
11/03
3. Capscrew 4. Nut
FIGURE 3-2. WIPER ARM DETAIL 1. Wiper Arm 2. Nut 3. Spring Washer
Cab Components
4. Cap 5. Washer 6. Nut
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.
4. If equipped, remove four capscrews (2, Figure 3-4), the washers, and the nuts that secure pillow blocks (3). Remove spacer blocks (1). Note the orientation of the spacer blocks for assembly purposes.
3. Ensure the wipers arms operate properly and park in the proper position after installation is complete. Refer to Figure 3-3.
FIGURE 3-4. PILLOW BLOCK INSTALLATION 1. Spacer Block 2. Capscrew
3. Pillow Block
5. Remove the linkage from the wiper compartment. Installation 1. Place the linkage into position in the wiper compartment.
FIGURE 3-3. PARK POSITION 1. Wiper Motor
2. Linkage Retainer
Wiper Linkage Replacement Removal 1. Remove the wiper arms. Refer to Wiper Arm Replacement 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 (3, Figure 3-2) and the washer from each wiper shaft.
N3-4
2. If equipped, place spacer blocks (1, Figure 3-4) into position under pillow blocks (3). Install capscrews (2), the washers, and the nuts that secure the pillow blocks. 3. Install nut (3, Figure 3-2) on each wiper shaft and tighten finger-tight. Torque the nuts to 160177 in. lbs. (18-20 Nm). Do not overtighten. The threads on the shafts are easily stripped when improperly tightened. 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 o’clock position as shown in Figure 3-3. 5. Install the wiper arms. Refer to Wiper Arm Installation. Ensure the wipers arms operate properly and park in the proper position after installation is complete.
Cab Components
11/03 N03014
WINDSHIELD WASHER Operation The windshield washer, mounted on the right side of the hydraulic components cabinet behind the cab, has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-5) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the instrument panel and is 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
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11/03
Cab Components
3. Outlet Hose 4. Filler Cap
N3-5
OPERATOR SEAT
Installation
The operator's seat provides a fully adjustable cushioned ride for the driver's comfort and ease of operation.
1. Mount seat assembly to seat riser. Install capscrews (11, Figure4-1), lockwashers (12), flatwashers (13) and nuts (14). Tighten capscrews to standard torque.
Adjustment
2. Fasten tether straps (10) to floor with capscrews (15), flatwashers (16) and lockwashers (17). Tighten capscrews to standard torque.
The following adjustments must be made while sitting in the seat. 1. Headrest: headrest (1, Figure 4-1) will move up, down, fore, or aft by moving headrest to desired position. 2. Armrests: rotate adjusting knob until armrest is in desired position. 3. Backrest: Pull control (3) upward and hold, select backrest angle; release control handle. 4. Front Height and Slope Adjustment of Seat Cushion: a. Front height and slope; lift control lever (4) and hold. b. Bend knees to move seat to a comfortable position; release control lever to lock adjustment. 5. Fore/Aft Location of Seat: a. Raise adjustment lever (5). b. Move seat to desired position; release lever. 6. Seat Height: Press rocker switch (6) on top to increase ride height. Press on lower part of rocker switch to lower ride height. 7. & 8. Air Lumbar Support: Each rocker switch (7 or 8) controls an air pillow. Switch (7) controls the lower air pillow and switch (8) controls the upper air pillow. To inflate, press on top of rocker switch and hold for desired support, then release. To deflate, press on bottom of rocker switch and hold for desired support, then release. Adjust each pillow for desired support.
Removal 1. Remove capscrews (11, Figure 4-1) and hardware that secures the seat base to the riser. Remove capscrews (15) that secures tether (10) to floor. 2. Remove seat assembly from cab to clean work area for disassembly.
N3-6
FIGURE 3-6. OPERATOR’S SEAT 1. Headrest 2. Armrest Adjustment 3. Backrest Adjustment 4. Front Height and Slope Adjustment 5. Fore and Aft Adjustment 6. Height Adjustment 7. Lower Air Pillow Lumbar Support 8. Upper Air Pillow Lumbar Support
Cab Components
9. Seat Belt 10. Seat Tether 11. Capscrew 12. Lockwasher 13. Flatwasher 14. Nut 15. Capscrew 16. Flatwasher 17. Lockwasher
11/03 N03014
SECTION N4 OPERATOR COMFORT INDEX OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 D/C - D/C Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Flapper Door Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Temperature Control Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Motorized Coolant Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
N04019 11/03
Operator Comfort
N4-1
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 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
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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, outside air during mild temperatures and cooled, de-humidified 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 freon compressor passes refrigerant through an evaporator coil mounted in the same enclosure. The same blowers used for heating move air across the evaporator to provide cooled air through the outlet vents. All heater and air conditioner controls are mounted on a pod on the face of the enclosure. Refer to Figure 4-1 for the following: • Defroster switch (1): This is a 2-position toggle switch; "down " is OFF. "Up" provides air flow through the defroster vents. • Outside/Inside air control switch (2): This is a 2position toggle switch; "down" recirculates cab air. "Up" allows outside air to flow through heater or air conditioner coils. • Heat vent control switch (3): This is a 2-position toggle switch; "down " is OFF. "Up" provides heated air flow to the cab floor. • Temperature control knob (4): This is a variable rotary control. Rotating the knob counterclockwise (blue arrow) will select increasingly cooler temperatures. Rotating the knob clockwise (red arrow) selects increasingly warmer temperatures. • Fan control (5); This is a 3-position rotary switch; rotate knob to select low, medium, or high fan speed. • Heater/Air conditioner selector switch (6): This is a three position switch; the right position activates the heater, the left position activates the air conditioner, and the center position is OFF.
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FIGURE 4-1. HEATER / AIR CONDITIONER CONTROLS 1. Defroster Control 2. Outside/Inside Air Control 3. Heat Control 4. Temperature Control
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5. Fan Control 6. Heater/Air Conditioner Selector 7. Outlet Vents
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HEATER/AIR CONDITIONER
HEATER COMPONENTS
The heater assembly incorporates all the controls necessary for regulating the cab interior temperature; heated air during cold weather operation, and cooled, de-humidified air during warm weather operation.
NOTE: 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 chapter for additional information regarding air conditioning system components, maintenance and repair. An electrical schematic is located in Section R
The following information primarily describes the heater system. Refer to Air Conditioning System in this chapter for detailed information concerning the complete air conditioning system operation, repair, and system recharging instructions. Operation Heat for the cab is provided by passing coolant from the engine cooling system through a heater coil. Blowers move air across the heating coil which warms the air for heating or defrosting.
Circuit Breaker Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn the key switch ON and verify 24 volts is available at the internal heater circuit breaker (auto-reset) and the breaker is closed.
An engine driven freon compressor passes air conditioning system refrigerant through an evaporator coil mounted in the same enclosure. The same blowers used for heating move air across the evaporator to provide cooled air through the outlet vents. All heater and air conditioner controls are mounted on a pod on the face of the enclosure.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Heater/AC Assembly 2. Junction Block 3. Water Outlet (to Engine)
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4. Water Inlet (from Engine) 5. Water Control Valve 6. Control Valve Harness
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D/C - D/C Converter
Test
An internal D/C - D/C converter (16, Figure 4-4) powered by the 24 volt truck electrical system supplies 12 volts to the motorized coolant flow valve, flapper motors and control switch internal LED's. Flapper Door Motors
If the motor (11, Figure 4-4) does not operate at any of the speed selections, verify battery voltage is available at the internal circuit breaker (refer to electrical schematic, Section R). If voltage is present, the motor is probably defective and should be removed and replaced.
The motors used to open and close the flappers to direct air flow operate off 12VDC supplied by the D/C - D/C converter through each of the control switches (27, Figure 4-4).
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.
If a problem occurs where air is not directed properly (according to control switch positions), visually inspect the flapper and linkage for the function being diagnosed. Make certain the flapper is not binding or obstructed, preventing movement from one mode to the other. Temperature Control Potentiometer Temperature control potentiometer (23, Figure 4-4) provides a variable voltage signal to the motorized coolant valve to control the amount of coolant flow through the valve. Motorized Coolant Control Valve The motorized coolant valve controls the flow of coolant through the heater coil as determined by the position of the temperature control potentiometer on the control panel. The valve is operational when the air conditioner control switch is in the HEAT or MIXED position (both heater and air conditioner are operating).
FILTER Service Inlet filter (3, Figure 4-4) in the heater cover and cab filter (2, Figure 4-3) in the cab access panel need periodic cleaning to prevent restrictions in air circulation. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours or sooner if inspection indicates a clogged or damaged filter.
Heater Coil Heater coil (31, Figure 4-4) receives engine coolant through the motorized coolant control valve when HEAT is selected. If the temperature control potentiometer and coolant control valve appear to be working properly, yet no heat is apparent in heater coil (31), the coil may be restricted. Remove and clean or replace the coil. Fan Motor and Speed Control Fan speed is controlled by inserting resistor(s) in series with the 24 volt 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.
FIGURE 4-3. CAB FILTER LOCATION 1. Access Cover
2. Cab Filter
At low speed, 4 resistors are used; at medium speed, 1 resistor is used; and for high speed, the full 24VDC is supplied to the blower motor, bypassing all resistors.
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FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY 1. Cover 2. Filter Holder 3. Filter 4. Filter Support 5. Casing 6. Heater Valve 7. Electrical Box Cover 8. Flapper Door 9. Actuator Motor 10. Motor Mount 11. Blower Motor
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12. Venturi 13. Blower Wheel 14. Blower Housing 15. Blower Retainer 16. 24V to 12V Converter 17. 24V Resistor 18. 12V Resistor 19. Circuit Breaker 20. Flapper Assembly 21. Thermostat 22. Terminal Board
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23. Temperature Control Potentiometer 24. Blower Switch 25. Control Plate & Overlay 26. Knob 27. Heat Select Switch 28. Evaporator Coil 29. Valve Block 30. O-Ring 31. Heater Coil 32. Coil Plate
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AIR CONDITIONING SYSTEM Environmental Impact Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer stratosphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon), commonly used in mobile equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion. Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon.
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower 6. Temperature Sensor
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7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container
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13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver-Drier 16. Discharge Line 17. Condenser
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(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
PRINCIPLES OF REFRIGERATION
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.
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.
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).
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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.
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The Refrigeration Cycle
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.
• 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.
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.
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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 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.
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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.
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Expansion Block Valve
Evaporator
The expansion block valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used.
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.
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.
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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.
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ELECTRICAL CIRCUIT
Compressor Clutch
The air conditioner's electrical circuit is fed from an accessory circuit and is fused with a 30-ampere circuit breaker.
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 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.
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 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.
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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• Fan Clutch - The mid-range function actuates the engine fan clutch, if installed.
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.
• 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
CLOSES
Low Pressure
15-30 psi descending pressure
40 psi rising pressure
High Pressure
300-350 psi
210-250 psi
Fan Clutch
35-60 psi below closing pressure
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.
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
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.
• 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.
REPLACING OIL Component
Oil to add
Condenser
2-3 ounces
Evaporator
1 ounce
Receiver-Drier
2 ounces
Compressor
Compressors come with 10.5 ounces of oil in the sump. Refer to "Setting Up a New Compressor"
Block Valve (Expansion)
Adding oil is not necessary
• Avoid skin contact and inhalation of PAG oil, as these are normal precautions with any chemical.
Hoses
Drain and measure amount removed
• 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.
Setting Up a New Compressor
Handling and Reusing PAG Oil
• 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.
Oil Quantity
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.
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.
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.
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 following chart for adding oil.
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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.
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.
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.
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.
FIGURE 4-6. R-134a CONTAINERS 1. 30 lb. Cylinder
2. 60 lb. Cylinder
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.
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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.
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.
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.
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.
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.
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.
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.
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
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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
FIGURE 4-10. VACUUM PUMP
3. Service Hose Connection Vacuum Pump
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.
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.
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.
FIGURE 4-11. MANIFOLD GAUGE SET
Low Side Gauge NOTE: When hose replacement becomes necessary, the new hoses must be marked “SAE J2916 R-134a”.
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.
Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations. Never open the hand valve to the high side at anytime when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury. High Side Gauge The High Side Gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated from 0 to 500 psi.
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Installing Manifold Gauge Set Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular attention should be 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.
FIGURE 4-12. SERVICE HOSE HOOK-UP
This gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a recovery station or individual gauges, the connections are the same. The procedures performed next will vary depending what type of equipment is being used. If a recovery/recycling station is being used, complete servicing can be accomplished. Using only a set of gauges will limit the servicing to only adding refrigerant or observing pressures.
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Purging Air From Service Hoses The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 inches of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the high and low sides. The center hose also requires a valve.
The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, we can begin the purging. The manifold valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a few minutes of time. The hose is the only area that is being placed in a vacuum and this will not require a lengthy process. Closing the valve will then insure the hose is purged. It is now safe to open the other manifold valves.
FIGURE 4-13. PURGING SYSTEM
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SYSTEM PERFORMANCE TEST
Stabilizing the AC System
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
Electronic leak detector
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.)
(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.
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.
Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks.
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.
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
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
Hoses and Fittings
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.
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.
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.
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.
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.
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
Foot Pounds
Newton Meters
6
10 - 15 ft.lbs.
14 - 20 Nm
8
24 - 29 ft.lbs.
33 - 39 Nm
10
26 - 31 ft.lbs.
36 - 42 Nm
12
30 - 35 ft.lbs.
41 - 47 Nm
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
Clutch
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.
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.
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.
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.
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.
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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 coil’s resistance has increased over time and the magnetic field weakens, the coil may not be able to pull the load of the compressor. Failure of the coil to allow the compressor shaft to be turned, may appear as though the compressor is locked up.
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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:
1. Remove the belt guard from the front of the air conditioning compressor.
12.0 ± 0.37 Ohms @ 68° F (20° C) 16.1 ± 0.62 Ohms @ 240° F (116° C) The temperatures specified above are roughly typical of a summer morning before first start-up and the heat beside an engine on a hot day. At temperatures in between those listed above, the correct resistance is proportionate to the difference in temperature.
FIGURE 4-14. Servicing the Compressor Clutch * RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
1. Belt Pulley 2. Clutch Hub/Drive Plate
3. Shaft 4. Locknut
2. Remove the drive belt from compressor belt pulley (1, Figure 4-14).
*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.
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1. Thin Wall Socket 2. Clutch Hub Holding Tool
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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
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.
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.
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
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2. Keyway in Shaft
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10. Tighten the center screw on the puller against the shaft of the compressor to remove the pulley.
Pulley Removal
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. 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).
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.
Pulley Installation
8. Pry the absorbent sleeve retainer from the neck of the compressor, and remove the sleeve.
FIGURE 4-21. 1. Bearing Installer 2. Universal Handle
1. Pulley Puller 2. Pulley Assembly
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.
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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2. Ensure that 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.
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4. Install the absorbent sleeve into the neck of the compressor. Install the sleeve retainer. Clutch Assembly Installation 1. Insert square key (1, Figure 4-17) 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 NOTE: The outer threads of installer (J-9480-01) are left handed threads.
FIGURE 4-22. 1. Drive Plate Installer
2. Spacer
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.
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.
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.
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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.
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.
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.
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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 (212°F at sea level with 14.7 psi). In a vacuum, water will boil at a lower temperature depending upon how much of a vacuum is created. As an example, if the ambient air outside the truck is 75°F at sea level, by creating a vacuum in the system so that the pressure is below that of the outside air (in this case, at least 29.5 inches of vacuum is needed), the boiling point of water will be lowered to 72°F. Thus any moisture in the system will vaporize and be drawn out by the pump if the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning systems. Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged.
FIGURE 4-24. VACUUM PUMP HOOKUP 1. Low Pressure Hand Valve
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.
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.
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.
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.
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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.
• 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.
• Compressor belt - Must be tight, and aligned.
System Performance Test
• Compressor clutch - The clutch must engage. If it does not, check fuses, wiring, and switches.
This test is performed to establish the condition of all components in the system. Observe these conditions during testing:
• 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.
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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.
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.
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.
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
Suggested Corrective Actions
- Low refrigerant charge, causing pressures to be slightly lower than normal.
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
Suggested Corrective Actions
- Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system.
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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.
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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
Suggested Corrective Actions
- Leaks in system.
Test for leaks, especially around the compressor shaft seal area. After leaks are found, recover refrigerant from the system and repair leaks. 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
Suggested Corrective Actions
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.
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.
Suggested Corrective Actions
Possible Causes Kink in a line, collapsed hose liners, plugged receiver-drier or condenser, etc.
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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
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.
- Defective reed valves or other internal components.
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
Suggested Corrective Actions
- Lack of air flow through the condenser fins
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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_________________________
Last Maintenance Check:_____________________
Site Unit Number____________________________
Name of Service Technician________________
Date:____________Hour Meter:________________
Maintenance Interval COMPONENT
NOTE: Compressor should be run at least 5 minutes (40°F minimum ambient temperature) every month, in order to circulate oil and lubricate components.
(months) 3
6
12
Maintenance Interval Done
COMPONENT
1. Compressor Check noise level Check clutch pulley Check oil level Run system 5 minutes Check belt tension (80-100) lbs; V-belt
3 4. Expansion Valve
Check mounting bracket (tighten bolts)
Check solder joints on inlet/ outlet tubes (leakage)
Check clutch alignment w/ crankshaft pulley (within 0.06 in.)
Inspect condensation drain
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
12
Done
X
5. Evaporator Clean dirt, bugs, leaves, etc. from fins (w/ compressed air)
Verify clutch is engaging
6
Inspect capillary tube (if used) for leakage, damage, looseness
Inspect shaft seal for leakage
Perform manifold gauge check
(months)
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: 40°F to 50° F Inspect all wiring connections Operate all manual controls through full functions
Check inlet line from condenser (should be hot to touch) Replace, if system is opened
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NOTES:
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SECTION N5 OPERATOR CAB & CONTROLS INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Telescope Lock Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Turn Signal / Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Windshield Wiper / Washer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 ACCELERATOR (THROTTLE) PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 Radio Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 MOM Display Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Cab Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 PMC Interface Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Air Cleaner Vacuum Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Transmission Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Shift Limiter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 F1 Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
N05040
Operator Controls & Equipment
N5-1
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 LH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 RH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Ash Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Lighter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Passenger Seat w/Safety Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Auxiliary Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 RH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Center Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 LH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Head Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 BackUp/Deck Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 RH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Cold Weather Starting Aid (Ether Injection) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Hazard Warning Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Automatic Idle Selector Switch (AISS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Air Conditioner & Heater Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 ASR Cut (Traction Control) Switch (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Center Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Air Pressure Monitor (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Air Pressure Gauge (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Coolant Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Engine Cooling Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Torque Converter Oil Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
N5-2
Operator Controls & Equipment
N05040
Torque Converter Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Retarder Oil Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Retarder Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Left Turn Signal Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 High Beam Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Right Turn Signal Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Lock-up Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Shift Limiter Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Shift Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Transmission Shift Position Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Engine Controller Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Automatic Transmission Mechatronics Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Other Mechatronics Monitor (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Fuel Level Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Engine Power Derate Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 F1 Start Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Auto Cruise Control (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 ASR Monitor (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 ABS Monitor (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Service Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 LH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 LH Panel/Pod Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Engine Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Engine Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Low Steering Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
N05040
Operator Controls & Equipment
N5-3
Battery Charge Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Check Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Body Float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Transmission Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Service Brakes Applied . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Maintenance Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Transmission Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Low Brake Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Lateral Slope Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Crankcase Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Panel Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Central Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 AC/Heater Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 REAR OF OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 QUANTUM™ FUEL SYSTEM DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26 Determining Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26 Exiting The Diagnostics Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-27
N5-4
Operator Controls & Equipment
N05040
OPERATOR CAB AND CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW 1. Steering Wheel 2. Retarder Control Lever 3. Service Brake Pedal 4. Throttle/Accelerator Pedal 5. Instrument Panel 6. Heater/Air Conditioner Controls
N05040
7. Heater/Air Conditioner Vents 8. Retarding Capacity Chart 9. Radio Speakers 10. MOM Display Screen 11. Warning Alarm Buzzer 12. Radio, AM/FM Stereo Cassette
Operator Controls & Equipment
13. PMC Interface Connector 14. Air Cleaner Vacuum Gauges 15. Payload Meter II 16. Windshield Wipers 17. Sun Visors 18. MOM Dimmer Switch
N5-5
STEERING WHEEL AND CONTROLS Steering wheel (1, Figure 5-2) 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 5-2) 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 5-2) around the horn button locks/unlocks the telescoping function of the steering column. Rotating the ring* counterclockwise (LH rotation), releases the column to move "in" or "out". Rotating the ring clockwise (RH rotation), locks the column in the adjusted position. * DO NOT rotate the ring more than 90°! Rotating in excess of 90° may cause damage to internal wiring! Tilt Wheel Lever Adjust the tilt of the steering wheel by pulling tilt adjustment lever (4, Figure 5-2) toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location.
FIGURE 5-2. STEERING WHEEL AND CONTROLS 1. Steering Wheel 2. Horn 3. Telescope Lock Ring 4. Tilt Wheel Lever
5. Turn Signal Lever 6. Retarder Control Lever
Windshield Wiper / Washer Control The windshield wiper control is used to activate the wiper blades and washer system. This control is on the turn signal lever and has three wiper speed settings and a washer control:
Turn Signal / Headlight Dimmer Turn signal lever (5, Figure 5-2) is used to activate the turn signal lights and to select either the high or low headlight beams.
Rotate the knob on the end of the lever clockwise (from OFF position) to activate the various speed selections.
Move the lever upward to signal a turn to the right.
Move the lever downward to signal a turn to the left.
OFF: Wipers are off. Wipers operate at intermittent speed. Wipers operate at low speed.
An indicator in the top, center of the instrument display panel will illuminate to indicate the turning direction that was selected. Refer to Instrument Panel And Indicator Lights. Moving the lever toward the steering wheel will change the high/low headlight beam. When high beams are selected, the indicator in the top, center of the instrument display panel will illuminate.
N5-6
Operator Controls & Equipment
Wipers operate at high speed. Grasp the control knob and push in (toward steering column) to spray washer fluid onto the windshield.
N05040
RETARDER CONTROL LEVER
ACCELERATOR (THROTTLE) PEDAL
Retarder control lever (6, Figure 5-2) is mounted on the right side of the steering column. It can be used to modulate the full range of retarding/braking effort being applied to both the front and rear oil disc brakes. Any application of the retarder lever will cause an indicator light to illuminate in the LH instrument panel/pod (Refer to Instrument Panel And Indicator Lights).
Accelerator (throttle) pedal (4, Figure 5-1) is a footoperated pedal which allows the operator to control engine rpm, depending on pedal depression.
a. When the lever is rotated to the full "up" (counterclockwise) position, it is in the OFF/ NO RETARD position. b. When the lever is rotated to the full "down" (clockwise) position, it is in the full ON/ RETARD position. c. For long downhill hauls, the lever may be positioned anywhere to provide a desired retarding effort, and it will remain where it is positioned. When retarding is completed, and acceleration is resumed, be sure to return the lever to the full "up" (OFF/NO RETARD) position, to prevent rapid wear to brake discs and/or overheating of the brake cooling system.
The foot-operated treadle pedal contains an electronic sensor which sends signals to the Quantum™ fuel control system. The movement of the fuel governor control arm corresponds directly to the travel of the treadle pedal as it is applied by the operator. When the pedal is released, springs return the control arm and the pedal to their "rest" positions and the engine speed returns to low idle.
The retarder lever and foot-operated service brake pedal can be used simultaneously or independently. The Retard Control Module (RCM) will determine which device is requesting the most retarding/braking effort and apply that amount.
INSTRUMENT PANEL
SERVICE BRAKE PEDAL
Refer to Instrument Panel and Indicator Lights later in this section for a detailed description of the function and location of each of these components.
Service brake pedal (3, Figure 5-1) is a single function, foot-operated pedal which controls and modulates service brake pressure directly through a hydraulic valve.
Instrument panel (5, Figure 5-1) includes a center electronic display panel, and L.H & RH panels/pods which contain a variety of switches and indicators.
When the pedal is partially depressed, an indicator light (11, Figure 5-7) in the LH instrument panel pod will illuminate. As the pedal is further depressed, the service brakes are actuated (a slight increase in pedal resistance will be felt) through a hydraulic valve, which modulates pressure to the service brakes. Completely depressing the pedal causes full application of both the front and rear oil disc service brakes. Retarding capacity chart (8, Figure 5-1) should always be followed to determine maximum safe truck speeds for descending various grades with a loaded truck.
N05040
Operator Controls & Equipment
N5-7
RETARDING CAPACITY CHART Retarding capacity chart (8, Figure 5-1 & shown below) provides the recommended maximum truck speeds for descending various grades with a fully loaded truck.
The operator should reference the retarding capacity chart before descending any grade with a loaded truck. Proper selection of road grade, truck speed, transmission gear range, and use of the retarder lever and/or brake pedal are required to maintain a safe speed. Customer specified options may cause this decal to change: Always refer to the retarding capacity chart in the operator's cab, and follow the recommendations there for safe truck operation. DO NOT exceed these recommended maximum speeds when descending grades with a loaded truck. Refer to Operating Instructions, Retarder Operation, for more information on using the retarder function.
N5-8
Operator Controls & Equipment
N05040
Radio Speakers
PMC Interface Connector
Radio speakers (9, Figure 5-1) for the AM/FM stereo radio are located at the far left and right of the overhead panel.
PMC interface connector (13, Figure 5-1) is used to communicate data between a computer and the PMC.
MOM Display Screen
Refer to Powertrain Management Control System in the shop manual for a complete description of the PMC and its functions.
MOM display (10, Figure 5-1) is an electronic display that provides the operator or service technician with important messages concerning selected truck functions. Refer to Electronic Displays And Messages later in this section, for a detailed description of the messages provided and the functions monitored by this display.
Air Cleaner Vacuum Gauges Air cleaner vacuum gauges (14, Figure 5-1) provide a continuous reading of maximum air cleaner restriction reached during operation. The air cleaner(s) should be serviced when the gauge(s) shows the following maximum recommended restriction: Cummins Engine: . . . . . . 25 inches of H2O Vacuum. NOTE: After service, push the reset pin on the face of the gauge to allow the gauge to return to zero.
MOM Dimmer Switch MOM dimmer switch (18, Figure 5-1) enables the operator to choose two varying levels of brightness. Depressing the left side of the switch dims the MOM display. Depressing the right side of the switch brightens the display.
Payload Meter Payload meter (15, Figure 5-1) is used to provide management with operational data such as tonnage hauled and cycle times. Refer to Section 60, Payload Meter, for a more complete description of the payload meter and its functions.
Warning Alarm Buzzer Warning alarm buzzer (11, Figure 5-1) will sound when activated by any one of several truck functions. Refer to Instrument Panel And Indicator Lights for a detailed description of functions and indicators that will activate this alarm.
Windshield Wipers Windshield wipers (16, Figure 5-1) are powered by an electric motor. Refer to Windshield Wiper And Washer Control for a description of the windshield wiper and washer controls.
Cab Radio This panel will normally contain an AM/FM stereo radio (12, Figure 5-1). Refer to Section 70, Cab Radio, 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.
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Operator Controls & Equipment
N5-9
CENTER CONSOLE Center console (1, Figure 5-3) located to the right of the operator seat, is a housing structure which provides a mounting surface for certain operator controls and a passenger seat.
The housing below the passenger seat provides an easy access to various control components (relays, solenoids, valves, etc.) for the service technician. Refer to the shop manual for descriptions and service for these devices.
FIGURE 5-3. CENTER CONSOLE 1. Center Console 2. Transmission Range Selector 3. Shift Limit Switch 4. F1 Start Switch
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5. Hoist Control Lever 6. Parking Brake Switch 7. Brake Lock Switch 8. LH Window Control Switch 9. RH Window Control Switch
Operator Controls & Equipment
10. Ash Tray 11. Cigarette Lighter 12. Passenger Seat Belt 13. Passenger Seat
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Transmission Range Selector
Control Switches
Transmission range selector (2, Figure 5-3) is mounted to the right of the operator's seat.
Control switches (3, 4, 6, & 7, Figure 5-3) are simple rocker type switches which turn functions on and off.
The transmission range selector has seven positions (R, N, D, 5, 4, 3, and L). When moving the range selector lever from N to R, or from D to 5, press the lock button on the end of the handle to release the lever and allow a gear change.
ON The ON and OFF positions are marked with these symbols. OFF
R - REVERSE position - is used to move the truck backwards. Bring the truck to a complete stop before shifting from DRIVE to REVERSE or vice-versa. The Reverse warning horn is activated when the REVERSE position is selected. N - NEUTRAL position - is used when starting the engine, during loading operations and parking the truck with the engine running. The truck cannot be started unless the range selector is in the N - NEUTRAL position. D - DRIVE position (F1-F7) - When starting from a stopped position, the transmission will shift automatically to second gear. As the truck ground speed increases, the transmission will automatically upshift through each gear to seventh gear operation. (If the shift limiter function has been activated, seventh gear can not be engaged. Refer to Shift Limiter Switch.) As the truck ground speed slows down, the transmission will automatically downshift to the correct gear (including F1) for grade/load/engine conditions. When conditions permit, select position D for normal operation. 5, 4, 3 positions - Road and load conditions sometimes make it desirable to limit the automatic up-shifting to a lower range. These positions provide more effective retarding on grades. When the range selector is placed in any one of these positions, the transmission starts in F1, and will not shift above the highest gear range selected. As the truck ground speed slows down, the transmission will automatically downshift to the correct gear (including F1) for grade/load/engine conditions. When conditions permit, select position D for normal operation. L - LOW position - Use this range position when maneuvering in tight spaces and when pulling through mud or deep snow. Use this range position also when driving up and down steep grades where maximum driving power or maximum retarding is required. When the range selector is placed in L, the transmission starts in F1, and will only upshift to F2. (If the shift limiter function has been activated, second gear can not be engaged. Refer to Shift Limiter Switch.) When conditions permit, select position D for normal operation.
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Shift Limiter Switch Shift limiter switch (3, Figure 5-3) is used to limit the highest speed range when the transmission shift lever is in either the D or L range. Shift Limiter
Range
ON OFF
Range(s) Attainable
D
Range - F2-F6
L
Range - F1
D
Range - F2-F7
L
Range - F1-F2
F1 Start Switch F1 start switch (4, Figure 5-3) is used to ensure that the transmission starts in F1 when the transmission range selector is in D. When this switch is ON and the transmission range selector is in the D position, the transmission will shift to F1 to start. When this switch is OFF and the range selector is in the D position, the transmission will start in second gear. Refer to Transmission Range Selector, D DRIVE. All other forward gear ranges (L, F2, F3, F4, F5) start out in F1 regardless of the F1 start switch position.
Hoist Control Lever Hoist control lever (5, Figure 5-3) is a four-function, three-position, hand-operated lever located between the operator seat and the center console. Refer to Operating Instructions - Dumping, for more complete details concerning this control.
Operator Controls & Equipment
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LH Window Control Switch
Parking Brake Switch When parking brake switch (6, Figure 5-3) is in the ON position, the parking brake is applied. When this switch is in the OFF position, the parking brake is released. The parking brake is spring applied and hydraulically released. It will hold a stationary truck when the engine is stopped and the keyswitch is in the OFF position. DO NOT apply the parking brake while the truck is in motion. Damage to parking brake components may occur.
LH window control switch (8, Figure 5-3) is spring-loaded to the center, OFF, position. Pushing the front of the switch raises the left side cab window. Pushing the rear of the switch lowers the window. RH Window Control Switch RH window control switch (9, Figure 5-3) is spring-loaded to the center, OFF position. Pushing the front of the switch raises the right side cab window. Pushing the rear of the switch lowers the window. Ash Tray
When the keyswitch is ON and the parking brake is applied, an indicator light in the LH panel pod will illuminate.
Ash tray (10, Figure 5-3) 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!
Brake Lock Switch
Lighter
Moving brake lock switch (7, Figure 53) to the ON position, applies the brake lock. When this switch is in the OFF position, the brake lock is released. The brake lock must be used with the engine running. It is used 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, select a loading area with as level a surface as possible. When the 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.
Lighter (11, Figure 5-3) 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.
Passenger Seat w/Safety Belt Passenger seat (13) is mounted on top of the right hand portion of the center console structure. Any passenger riding in the truck, must use seat belt (12) whenever the truck is being operated. The area beneath the passenger seat provides a cabinet for various 24 VDC electrical components. Consult the shop manual for service involving any of these components.
Use at shovel and dump only to hold the truck in position. Do not use this switch to stop the truck unless the foot-operated brake valve is inoperative. Use of this switch applies the rear oil disc service brakes at full, unmodulated pressure! Do not use the brake lock for parking. With the engine stopped, hydraulic pressure will bleed down, allowing the brakes to release!
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Operator Controls & Equipment
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INSTRUMENT PANEL AND INDICATORS
FIGURE 5-4. INSTRUMENT PANEL 1. Keyswitch 2. Auxiliary Brake Switch 3. RH Panel (Pod)
4. Center Display Panel 5. LH Panel (Pod) 6. Ladder Light Switch
The instrument panel consists of a RH & LH control/ indicator panel (RH & LH pods), a center display panel (gauge and monitor module, with speedometer/tachometer module, transmission range indicator, service/hour meter, and odometer), and a row of control switches across the bottom of the panel. The gauge and monitor module and speedometer module each have a microcomputer to process and display the signals from the sensors. Liquid crystal is used for the display area.
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7. Headlight Switch 8. Backup/Deck Lights Switch
The monitors and gauges inside the monitor module and speedometer module are actuated by the signal from the gauge and monitor module, and the odometer is actuated by signals from the speedometer module. The following pages will identify each element of the instrument panel and detail its function and purpose for the operator.
Operator Controls & Equipment
N5-13
Keyswitch Keyswitch (1, Figure 5-4) is a three position (OFF, RUN, START) switch. Starting fluid is extremely volatile and flammable! Use with extreme care. If the truck is equipped with an engine starting aid for cold weather starting, and ambient temperature is below -5°C (23°F), push the engine starting aid switch “in” for three seconds, then release. Turn the key switch to the START position. If the engine does not start, wait at least 15 sec. before repeating the procedure. Do not crank an electric starter for more than 30 seconds. Allow two minutes for the starter motor to cool before attempting to start the engine again. Severe damage to the starter motor may result from overheating. OFF - Key insertion/withdrawal position
Auxiliary Brake Switch Auxiliary brake switch (2, Figure 5-4) applies the auxiliary brake.
When the key slot is in the vertical position, the electrical system is OFF and no electrical devices are energized.
Depress the center button to apply the auxiliary brake. When the switch is ON, the red lamp will illuminate.
Use this key position to stop the engine when it is operating. RUN - When the switch is rotated one position clockwise, it is in the RUN position and all electrical circuits (except START) are energized. START - With the transmission selector lever in the NEUTRAL position, rotate key switch fully clockwise to the START position and hold this position until the engine starts (see NOTE below). The START position is spring loaded to return to RUN when the key is released. NOTE: The engine start circuit is equipped with a engine prelube system. A noticeable time delay will occur (while engine lube oil passages are being filled) before starter engagement and engine cranking will begin. The colder the engine oil temperature, the longer the time delay will be. In addition, if the truck is also equipped with an engine starting aid for cold weather starting, the engine prelube system should be engaged first for 5-10 seconds, or until the starter is engaged, before activating the engine starting aid.
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Pull the switch out to release the auxiliary brake; the light will turn off.
When the auxiliary brake switch is activated, full, unmodulated hydraulic brake pressure (or whatever pressure remains, if the system is failing) is applied to all wheels. In addition, the parking brake is also applied. The operator should not apply the auxiliary brake switch when the truck is moving, except as an emergency measure. NOTE: This switch is for the manual activation of the auxiliary brake circuit by the operator. The auxiliary brake circuit will apply automatically, if the hydraulic brake pressure decreases below a pre-set value.
Operator Controls & Equipment
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Ladder Light Switch
RH Control/Indicator Panel (Pod)
Ladder light switch (6, Figure 5-4) turns the ladder lights on or off after or before using the ladder. A similar switch is available at ground level to turn the ladder lights on or off.
RH control/indicator panel (3, Figure 5-4), located to the right of the steering wheel, provides an array of switches and controls. For detailed information on this assembly, refer to RH Control/Indicator Panel (Pod) later in this section.
Center Display Panel Center display panel (4, Figure 5-4) provides an array of gauges and monitors, with an odometer module) and a service/hour meter module. For detailed information on this assembly, refer to Center Display Panel later in this section.
LH Control/Indicator Panel (Pod) LH control/indicator panel (5, Figure 5-4), located to the left of the steering wheel, provides an array of indicator/monitor lights and three switches. For detailed information on this assembly, refer to LH Control/Indicator Panel (Pod) later in this section.
Head Light Switch The instrument panel lights, clearance lights, and the headlights are controlled by this three position rocker type switch (7, Figure 5-4). OFF is selected by pressing the left side of the switch. Press the right side of the switch until it reaches the first detent (middle) to select the panel, clearance, and tail lights, only. Press the right side of the switch again, until it reaches the second detent to select the headlights, as well as panel, clearance, and tail lights.
OFF
These are rocker type switches. The OFF and ON positions are marked with these symbols.
ON
BackUp/Deck Lights Switch Backup/deck lights switch (8, Figure 5-4) allows backup lights to be turned on providing added visibility and safety when the transmission range selector lever (see Operator Controls) is not in the REVERSE position.
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Operator Controls & Equipment
N5-15
RH Control/Indicator Panel (Pod) RH control/indicator panel (3, Figure 5-4), located to the right of the steering wheel, contains the following:
Cold Weather Starting Aid (Ether Injection) Switch Starting aid switch (1, Figure 5-5) is an ON/OFF type rocker switch that is spring-loaded to the OFF position. When the outside temperature is below -5°C (23°F), depress the top of this switch and hold for 2-3 seconds before starting the engine. The cold starting aid atomizes ether into the engine intake manifold. Refer to Keyswitch - START for further details regarding the use of this switch.
FIGURE 5-5. RH CONTROL/INDICATOR PANEL DO NOT push the ether injection switch after the engine has started! SERIOUS DAMAGE TO THE ENGINE MAY OCCUR!
Hazard Warning Lights Switch Hazard warning light switch (2, Figure 5-5) causes all turn signal lights to flash, simultaneously.
1. Cold Weather (Ether) Starting Aid Switch 2. Hazard Flasher Switch 3. AISS Automatic Engine Idle System 4. A/C & Heater Vent 5. ASR Cut (Traction Control) Switch (Optional) * If the truck is not equipped with the ASR option, the ASR slot will contain a plug.
The rocker switch is an ON/OFF type. Depressing the bottom turns the switch OFF. Depressing the top turns the switch ON.
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Operator Controls & Equipment
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Air Conditioner & Heater Vent
Automatic Idle Selector Switch (AISS) AISS switch (3, Figure 32-7) controls the idle speed of the engine (released throttle pedal). With the foot-operated throttle pedal in the released position, the PMC (Powertrain Management Controller) sends a signal to the Quantum™ Fuel Control System for a "low idle" rpm.
Air conditioner/heater vent (4, Figure 5-5) swivels on a vertical axis to direct air toward or away from the operator. Air flow (up, down, on, off) through the vent is controlled by manually opening/closing or turning the louver.
ASR Cut (Traction Control) Switch (Option)
This signal may be for either:
ASR cut switch (5, Figure 32-7) is used to activate or de-activate the optional traction control system.
• 650 rpm - normal-low idle, or • 1000 rpm - high-low idle, depending on the following conditions: 1. Depressing the top of the switch selects the OFF/AUTO position which is used for enhanced truck operation. When the AISS switch is in this position, the PMC idle signal will be determined by two conditions: engine coolant temperature, and brake application. a. Engine Coolant Temperature - If the engine coolant temperature is below 30°C/47°F, the PMC will signal for 1000 rpm, regardless of other conditions. If the engine coolant temperature is above 30°C/47°F, the PMC will signal for 650 rpm, except as follows: b. Brake Application - If both the parking brake and service brake are released (acceleration anticipated), the PMC will signal for 1000 rpm, regardless of other conditions.
The rocker switch is an ON/OFF type switch. Depressing the top turns the ASR system off. An amber light will illuminate the switch to notify the operator that ASR is inactive. Depressing the bottom of the switch turns the ASR system on. A green light will illuminate the switch notifying the operator that traction control is active. When ASR (Automatic Spin Reduction) is active, the system monitors individual wheel speeds. If it determines one of the rear wheels is slipping (losing traction) during accel, the brake is applied to the rear wheel with the higher speed.
NOTE: If both rear wheels are slipping approximately the same amount, the system will not provide any braking to the wheels. In this situation, the operator must reduce the throttle angle to prevent slippage.
NOTE: An amber light will illuminate the switch when the OFF/AUTO position is selected. 2. Depressing the bottom of the switch selects the ON/LOW position. When the AISS switch is in this position, the PMC will signal for 650 rpm, regardless of other conditions. ON/LOW position is used when fine control movements are needed, such as parking in confined spaces. NOTE: A green light will illuminate the switch when the ON/LOW position is selected.
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Operator Controls & Equipment
N5-17
Center Display Panel Center display panel (4, Figure 5-4) consists of a gauge and monitor module (1 - 27, Figure 5-6), with an odometer module (29) and a service/hour meter module (28). Liquid crystal is used for the display area.
The monitors and gauges inside the monitor module and speedometer module are actuated by the signal from the gauge and monitor module, and the odometer is actuated by signals from the speedometer module.
The gauge and monitor module and the speedometer module each have a microcomputer to process and display the signals from the sensors.
The following pages will identify each element of the center display panel and detail the function and purpose for the operator.
FIGURE 5-6. CENTER DISPLAY PANEL 1. Air Pressure Monitor (Not Used) 2. Air Pressure Gauge (Not Used) 3. Coolant Temperature Monitor 4. Coolant Temperature Gauge 5. Torque Converter Oil Temperature Monitor 6. Torque Converter Oil Temperature Gauge 7. Retarder Oil Temperature Monitor 8. Retarder Oil Temperature Gauge 9. Left Turn Signal Pilot Lamp 10. High Beam Pilot Lamp 11. Right Turn Signal Pilot Lamp 12. Speedometer 13. Tachometer 14. Lock-up Pilot Lamp 15. Shift Limiter Pilot Lamp
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16. Shift Indicator 17. Transmission Shift Position Pilot Lamp 18. Engine Controller Monitor 19. Automatic Transmission Mechatronics Monitor 20. Other Controllers (OPTIONAL) 21. Fuel Level Monitor 22. Fuel Gauge 23. Engine Power Derate Monitor 24. F1 Start Monitor 25. Auto Cruise Control Monitor (Not Used) 26. ASR Monitor 27. ABS Monitor 28. Service Meter & Indicator 29. Odometer
Operator Controls & Equipment
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Retarder Oil Temperature Monitor
Air Pressure Monitor (Not Used) Air pressure monitor (1, Figure 5-6) is not used on this truck.
Air Pressure Gauge (Not Used) Air pressure gauge (2, Figure 5-6) is not used on this truck. Coolant Temperature Monitor Coolant temperature monitor (3, Figure 5-6) indicates a rise in the cooling water temperature.
When the monitor lamp flashes, run the engine with no load at 1200-1500 rpm until the green range of the engine water temperature gauge lights. Engine Cooling Water Temperature Gauge Engine cooling water temperature gauge (4, Figure 5-6) indicates the temperature of the cooling water. If the temperature is normal during operation, the green range will light. If the red range lights during operation, the alarm buzzer will sound, the central warning lamp will flash and the coolant temperature monitor lamp will flash at the same time. If this occurs, stop the machine and operate the engine with no load at 1200-1500 rpm until the green range lights. Torque Converter Oil Temperature Monitor
Retarder oil temperature monitor lamp (7, Figure 5-6) indicates the retarder oil temperature has risen.
If it flashes, stop the machine, return the transmission range selector lever to NEUTRAL, and run the engine under no load at 1200-1500 rpm until the warning lamp goes out. Retarder Oil Temperature Gauge Retarder oil temperature gauge (8, Figure 5-6) indicates the temperature of the retarder cooling oil. During normal operation, the green range should be illuminated. If the lamp in the red range illuminates during operation, the alarm buzzer will sound, the central warning lamp will flash, and the retarder oil temperature monitor lamp will flash at the same time. If this happens, stop the machine, return the transmission range selector lever to NEUTRAL, and run the engine at 1200-1500 rpm under no load, and wait until the lamps in the green range illuminate. Left Turn Signal Pilot Lamp When the turn signal lever is moved downward, left turn signal pilot lamp (9, Figure 5-6) flashes.
High Beam Pilot Lamp High beam pilot lamp (10, Figure 5-6) lights up when the head lamps are on high beam.
Torque converter oil temperature monitor (5, Figure 5-6) indicates a rise in the torque converter oil temperature.
Right Turn Signal Pilot Lamp When the monitor lamp flashes, stop the machine and run the engine with no load at 12001500 rpm until the green range of the temperature gauge lights.
When the turn signal lever is moved upward, right turn signal pilot lamp (11, Figure 5-6) flashes.
Torque Converter Oil Temperature Gauge Torque converter oil temperature gauge (6, Figure 56) indicates the temperature of the torque converter oil. If the temperature is normal during operation, the green range will light. If the red range lights during operation, the alarm buzzer will sound, the central warning lamp will light up and the torque converter oil temperature monitor lamp will flash at the same time. If this occurs, stop the machine and run the engine with no load at 1200-1500 rpm until the green range lights.
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Speedometer Digital speedometer (12, Figure 5-6) indicates the travel speed of the truck in miles per hour, or kilometers per hour. This figure will appear momentarily when the keyswitch is first turned ON to demonstrate that all segments are working.
Operator Controls & Equipment
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Automatic Transmission Mechatronics Monitor
Tachometer
This red indicator (19, Figure 5-6) flashes whenever any abnormality occurs in the mechatronics related parts of the transmission control system.
Tachometer (13, Figure 56) indicates 0-2500 rpm engine speed. Each bar represents 100 rpm.
Other Mechatronics Monitor (Optional)
Lock-up Pilot Lamp Lock-up pilot lamp (14, Figure 5-6) lights up (blue) whenever the torque converter is locked up and the transmission enters direct drive.
This red indicator (20, Figure 5-6) flashes whenever any abnormality occurs in the mechatronics related parts of the PMC (Powertrain Management Control) system, RCM (Retard Control Monitor) system, PLM (PayLoad Meter) system, and the suspension control system.
Shift Limiter Pilot Lamp Shift limiter pilot lamp (15, Figure 5-6) lights up (blue) whenever the shift limiter switch (on center console) is activated.
Fuel Level Monitor This red indicator (21, Figure 5-6) flashes whenever the remaining fuel in the fuel tank falls below 40 gal. (150 liters). When this indicator flashes, check fuel level gauge (22) and/or add fuel to the truck fuel tank.
Shift Indicator Shift indicator (16, Figure 5-6) indicates the lever position of the transmission range selector.
Fuel Gauge Fuel gauge (22, Figure 5-6) indicates the amount of fuel in the fuel tank. If there is more than 40 gal. (150 liters) of fuel in the tank while the engine is operating, the green range illuminates. If there is less than 40 gal. (150 liters) of fuel in the tank, the red range illuminates.
Transmission Shift Position Pilot Lamp Transmission shift position pilot lamp (17, Figure 5-6) will indicate the specific gear range in which the transmission is actually operating; R, N, 1, 2, 3, 4, 5, 6, or 7.
Engine Power Derate Monitor This red indicator (23, Figure 5-8) flashes to alert the operator that the PMC (Powertrain Management Controller) has detected an engine fault and is signalling the Quantum™ fuel control system to reduce power output to protect the engine.
Engine Controller Monitor Engine control monitor (18, Figure 5-6) flashes (red) whenever any abnormality occurs in any of the engine control systems.
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F1 Start Monitor
Operator Controls & Equipment
This blue indicator (24, Figure 5-6) illuminates whenever the F1 shift limit switch (on the center console) is activated.
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LH Control/Indicator Panel (Pod)
Auto Cruise Control (Not Used) This indicator (25, Figure 5-6) is currently not used.
LH control/indicator panel (5, Figure 5-4), located to the left of the steering wheel, contains the following:
ASR Monitor (Optional) This indicator (26, Figure 5-6) illuminates whenever the optional traction control system (if installed) is activated.
ABS Monitor (Not Used) Indicator (27, Figure 32-8) is not used currently used on this truck.
Service Meter Service meter (28, Figure 5-6) displays the total hours of operation for the truck. The meter advances whenever the engine is operating, even if the truck is not moving.
Odometer Odometer (29, Figure 5-6) indicates the total distance that the truck has traveled in miles or kilometers.
FIGURE 5-7. LH CONTROL/INDICATOR PANEL 1. LH Panel (Pod Assy.) 11. Service Brakes Applied 2. Engine Oil Temp. 3. Engine Coolant Level 12. Maintenance Monitor 13. Transmission Oil 4. Low Steering Filters Pressure 14. Lamp Test Switch 5. Accumulator Pre-Charge Pressure 15. Low Brake Pressure 16. Lateral Slope Warning 6. Battery Charge 17. Crankcase Pressure (Amps) 18. Panel Dimmer Switch 7. Check Engine 19. Engine Oil Pressure 8. Parking Brake 20. Central Warning Lamp 9. Body Float 10. Transmission 21. A/C & Heater Vent Oil Temperature
LH Panel/Pod Assembly LH panel/pod (1, Figure 5-7) provides an array of indicator/monitor lights and three switches. NOTE: All the indicator lamps are red in color; except, #11. which is amber/yellow.
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Operator Controls & Equipment
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Check Engine
Engine Oil Temperature Engine oil temperature monitor light (2, Figure 5-7) will illuminate if the engine oil temperature exceeds 250°F (121°C) for a continuous period of 5 seconds. If the lamp flashes and alarm buzzer sounds, stop the engine. At the same time, a fault code will be registered in the Quantum™ System. Refer to Quantum™ Fuel System Diagnostics later in this section.
Check engine monitor light (7, Figure 5-7) will illuminate if a problem occurs in the Quantum™ engine control system. The light is also used to display the trouble code. (Refer to Quantum™ Fuel System Diagnostics later in this section.)
Parking Brake Engine Coolant Level Engine coolant level monitor light (3, Figure 5-7) will illuminate, if the engine coolant level is below the sensor for a continuous period of five seconds. At the same time, a fault code will be registered in the Quantum™ System. (Refer to Quantum™ Fuel System Diagnostics later in this section.) If this monitor lamp flashes and the alarm buzzer sounds, stop the truck, shutdown the engine, and add coolant, as required.
Low Steering Pressure Low steering pressure monitor light (4, Figure 5-7) will illuminate if the steering system pressure is below 1850 psi (12.8 MPa). The light may also indicate that the wire from the switch to the transmission controller is cut or broken.
Parking brake monitor light (8, Figure 5-7) will illuminate if the transmission controller detects that the parking brake is applied or that the wire between the switch and the controller is cut or broken. Body Float Body float monitor light (9, Figure 5-7) will illuminate if the transmission controller detects that the body is not seated on the frame rail or that the wire from the proximity switch and the controller is cut. When the dump body control lever is set to any position other than FLOAT, the body float monitor lights up. When traveling, always set the lever to FLOAT position.
Transmission Oil Temperature Transmission oil temperature monitor light (10, Figure 5-7) will illuminate if the transmission controller detects that the oil temperature is over 248°F (120°C).
Accumulator Pre-Charge Accumulator pre-charge monitor light (5, Figure 5-7) will illuminate if the accumulator nitrogen pressure is below 850 psi (5 861 kPa). The light may also indicate that the wire from the switch to the transmission controller is cut or broken.
Service Brakes Applied
Battery Charge Amps Battery charge amps monitor light (6, Figure 5-7) will illuminate if the transmission controller detects low battery current at the "R" terminal of the alternator while the engine is running or if the wire is cut. If the monitor lamp flashes, check the charging circuit.
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Operator Controls & Equipment
Service brakes applied monitor light (11, Figure 5-7) will illuminate (amber), if the transmission controller detects that the rear brakes have been applied, or that the wire between the switch and the controller is grounded.
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Low Brake Pressure
Maintenance Monitor
Low brake pressure monitor lamp (15, Figure 5-7) will illuminate if the transmission controller detects that the brake system hydraulic pressure is below 1850 psi, or that the wire from the switch to the controller is cut.
Maintenance monitor lamp (12, Figure 5-7) will illuminate if the PMC (Powertrain Management Controller), detects any of the following faults: • • • • • • • • • • •
Low oil brake cooling oil level Low hydraulic oil level Low battery liquid level Front oil brake cooling filter restricted Rear oil brake cooling filter restricted - Right side Rear oil brake cooling filter restricted - Left side Hydraulic Oil Filters Restricted Brake Disc Wear Indication - Right Front Brake Disc Wear Indication - Left Front Brake Disc Wear Indication - Right Rear Brake Disc Wear Indication - Left Rear
Lateral Slope Warning Lateral slope warning monitor lamp (16, Figure 5-7) is a tip-over warning device. The light will illuminate if the dump body is off of the frame and the lateral slope of the truck is beyond a pre-set safety limit.
Crankcase Pressure
Transmission Oil Filters Transmission oil filters monitor lamp (13, Figure 5-7) will illuminate if the transmission controller detects that a transmission filter is restricted, or that the wire between the controller and the switch is cut or broken. If this lamp flashes and the alarm buzzer sounds, notify maintenance personnel, immediately. As soon as practical thereafter, drain the transmission oil, replace the transmission filters, and check for contamination in the oil.
Crankcase pressure monitor lamp (17, Figure 5-7) will illuminate if the engine crankcase pressure is greater than 14.5 in. of H2O for more than 5 seconds. At the same time a fault code will be registered in the Quantum™ system. (Refer to Quantum™ Fuel System Diagnostics later in this section.)
Panel Dimmer Switch Panel dimmer switch (18, Figure 5-7) is used to adjust the brightness of the lighting inside the monitor panel.
Lamp Test Lamp test switch (14, Figure 5-7) is a three position, two function switch. The switch is spring loaded to the middle, NEUTRAL position. If depressed on the right side and held, it is a lamp test for all of the monitor lamps except the check engine lamp. If the left side of the rocker switch is depressed held the lamp test for the check engine lamp will function. When the check engine lamp is illuminated because of a fault in the Quantum™ system, depress and release the left side of the rocker switch. Wait, and the check engine lamp will begin flashing the fault codes. (Refer to Quantum™ Fuel System Diagnostics later in this section.)
N05040
To increase brightness, turn clockwise. To decrease brightness, turn counter-clockwise.
Engine Oil Pressure Engine oil pressure monitor lamp (19, Figure 5-7) will illuminate if the engine oil pressure falls below a certain value for a 5 second period of time. That value is dependent on engine rpm. At the same time a fault code will be registered in the Quantum™ system. (Refer to Quantum™ Fuel System Diagnostics later in this section.)
Operator Controls & Equipment
N5-23
REAR OF OPERATOR CAB
Central Warning Lamp (Red Convex Lens) Central warning lamp monitor lamp (20, Figure 5-7) will illuminate if any of the monitor lamps in the LH pod (Figure 5-7) are activated. This lamp is also activated if a fault is registered on the MOM display. This lamp flashes, and at the same time an alarm buzzer sounds intermittently, if an abnormality has occurred in any one of the following systems: • • • • • • • • • • • • •
coolant temperature monitor; torque converter oil temperature monitor; retarder oil temperature monitor; engine oil pressure monitor; high engine oil temperature; high engine blow-by pressure; high transmission lube oil pressure; battery charging monitor; parking brake monitor; body float monitor; automatic transmission monitor (mechatronics); other mechatronics monitor; or fuel level monitor.
This lamp will also flash and the alarm buzzer will sound, if the parking brake is applied and the range selector lever is not in NEUTRAL. NOTE: The warning lamp and buzzer will not actuate when MOM detects a problem and displays the action code "01".
The following components are located behind the operator and passenger seats across the back wall of the operator cab (Refer to Figure 5-8): 1. Circuit Breaker Panel This panel contains all of the electrical circuit breakers on the truck. 2. Relay Boards These panels contain relays for various electrical circuits on the truck. Refer to the Shop Manual for specific information regarding the relay boards. 3. Relay Boards (see above) 4. RCM - Retard Control Monitor This panel controls and monitors the fully hydraulic retarder system. Refer to the Shop Manual for specific information regarding this device. 5. RCM Data Port This is a connector to be used when communications are required between the RCM and a personal computer. 6. ASC - Automatic (Optional)
Suspension
Controller
This panel (when installed) controls and monitors the variable rate suspension units. Refer to the Shop Manual for specific information regarding this device. 7. ATC - Automatic Transmission Controller
AC/Heater Vent AC/heater vent (21, Figure 5-7) is provided for circulation of cooled or heated air through the cab.
This panel controls and monitors the Komatsu fully automatic transmission. It controls the shift schedules and lock-up clutch modulation and monitors numerous other sensor inputs. Refer to the Shop Manual for specific information regarding this device. 8. PMC - Powertrain Management Controller This panel controls, monitors, and manages all of the other monitors and controllers listed above. Refer to the Shop Manual for specific information regarding this device. 9. Terminal Strips - Terminals for various electrical circuits. Refer to the Shop Manual electrical schematic for specific information.
N5-24
Operator Controls & Equipment
N05040
FIGURE 5-8. REAR WALL OF OPERATOR CAB 1. Circuit Breaker Panel 2. Relay Board 3. Relay Board 4. RCM - Retard Control Monitor 5. RCM Data Port
N05040
6. ASC - Automatic Suspension Controller (Optional) 7. ATC - Automatic Transmission Controller 8. PMC - Powertrain Management Controller 9. Terminal Strips
Operator Controls & Equipment
N5-25
QUANTUM™ FUEL SYSTEM DIAGNOSTICS
Determining Fault Codes
Check engine monitor light (7, Figure 5-7) monitors the Quantum™ Fuel Control System. When the keyswitch is turned ON, this light should illuminate for about 2 seconds and then turn off, if no faults are detected in the system.
Quantum™ fault codes consist of three numerical digits. Each digit is indicated with up to five light flashes (check engine monitor light) per each digit. There is a short pause between each digit of the fault code. Once all three digits are flashed, there is a longer pause, followed by a repeating of the same fault code sequence. 1. To determine an active Quantum™ fault, turn the keyswitch to the OFF position. Be sure the engine completely stops, if it was running. 2. Turn keyswitch to ON position (engine not running) and move the lamp test switch to the left ("√" position) for 1 - 2 seconds, then release (switch is spring-loaded to the middle, OFF, position).
If the light stays on, or flashes, then active faults have been detected by the system and the engine should not be started. Refer to Determining Fault Codes. During engine operation, if a fault is detected in the system, the light will turn on and stay on for "warning” faults, or it will turn on and flash for more severe faults that can affect engine operation and require immediate attention.
3. If there is an active fault, after releasing the switch there will be a short pause, followed by the first fault code.
• "Warning" faults (light on) are ones that require attention in the near future, but in most conditions will not greatly affect governing performance. • "Severe" faults (light flashing) are ones that require immediate attention, because Quantum™ governor performance could be significantly affected, resulting in a backup mode of operation. Active fault conditions must be corrected as soon as possible. Lamp test/diagnostic test switch (14, Figure 5-7) may be used to activate the Quantum™ fuel system diagnostic codes. When the Quantum™ fuel system detects a fault and the check engine monitor light (7, Figure 5-7) illuminates as described above, this switch will allow determination of the kind of fault(s) detected.
N5-26
Operator Controls & Equipment
N05040
4. Pressing the lamp test switch to the bottom ("√") again will advance to the next fault code (if more than one code is present). Once all active fault codes have been displayed, the fault code display sequence will be repeated, starting from the first fault code.
Exiting The Diagnostics Mode Starting the engine or turning the keyswitch to the OFF position will exit the diagnostics fault flash mode.
If active fault codes have been determined as described previously, refer to the Cummins Engine Quantum™ System "Troubleshooting and Repair Manual", Bulletin No. 3666070, or contact an authorized repair shop.
N05040
Operator Controls & Equipment
N5-27
NOTES
N5-28
Operator Controls & Equipment
N05040
SECTION P LUBRICATION AND SERVICE INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01016
Index
P1-1
NOTES
P1-2
Index
P01016
SECTION P2 LUBRICATION AND SERVICE INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 250 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7 500 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9 1000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10 2000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11 5000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12 HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13 Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13 Hydraulic Tank Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13 STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14 HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
P02030
Lubrication and Service
P2-1
NOTES
P2-2
Lubrication and Service
P02030
LUBRICATION AND SERVICE Preventive maintenance will contribute to the long life and dependability of the Komatsu HD1500-5 truck and its components. The use of proper lubricants and the performance of checks and adjustments at recommended intervals is most important. Lubrication requirements are referenced to the lube key found in the Lubrication Chart. For detailed service requirements for specific components, refer to the shop manual section for that component (i.e. Section G for final drive, Section H for suspensions, etc.).
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. Refer to the engine service manual when servicing the engine or any of its components.
TRANSMISSION OIL LEVEL CHECK
HD1500-5 SERVICE CAPACITIES Liters Crankcase: (including lube oil filters)
U.S. Gallons
193
51
Cooling System:
532
140.6
Hydraulic System: Refer to Hydraulic Tank Service in this chapter
900
238
Differential Case Final Drive Case (each wheel)
300 120
79 31.7
Fuel Tank (Diesel Fuel Only)
2120
560
Transmission Case: including torque converter
153
40.5 1. Engine Stopped:
COOLING SYSTEM ANTI-FREEZE RECOMMENDATIONS (Ethylene Glycol Permanent Type Anti-Freeze) Percentage of Anti-Freeze
Protection To:
10
+ 23° F
- 5° C
20
+ 16° F
- 9° C
25
+ 11° F
- 11° C
30
+ 4° F
- 16° C
35
- 3° F
- 19° C
40
- 12° F
- 24° C
45
- 23° F
- 30° C
50
- 34° F
- 36° C
55
- 48° F
- 44° C
60
- 62° F
- 52° C
Use only anti-freeze that is compatible with engine as specified by engine manufacturer.
P02030
Oil level must be visible in upper part of sight gauge (STOP) between "H" and "L" to be sure there is sufficient oil to safely operate transmission when engine is stopped, or if transmission oil is cold (engine has been stopped for 8 hours or more). Check oil level again, as described below, when transmission oil reaches operating temperature. 2. Engine Running: The oil level must be visible in lower part of sight gauge (turtle) between "H" and "L". Check transmission oil level with: • truck parked on level surface, • engine running at low idle, • transmission in neutral, "N", and • transmission oil at normal operating temperature: Add clean oil as required through transmission oil filler tube at left rear of transmission.
Lubrication and Service
P2-3
LUBRICATION CHART P2-4
Lubrication and Service
P02030
10 HOUR (DAILY) INSPECTION Prior to each operating shift, a "walk around" inspection should be performed. Check the truck for general condition. Look for evidence of hydraulic leaks; check all lights and mirrors for clean and unbroken lenses; check operator's cab for clean and unbroken glass; check frame, sheet metal and body for cracks. Notify the proper maintenance authority if any discrepancies are found. Give particular attention to the following: Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
1. CHECK ALL FLUID LEVELS a. Engine OilNote: Refer to engine manufacturer service manual for oil recommendations. b. Radiator - Check coolant level and fill with proper mixture as shown in Cooling System Recommendation Chart. c. Batteries - Check electrolyte level and add water if necessary. d. Hydraulic Tank - Check oil level in tank, add if necessary. Lube key "C". Refer to Hydraulic Tank Service, in this chapter. NOTE: Check the oil level with the truck on a level surface, engine stopped, body down, and oil warm. Oil should be visible in sight glass. - Do Not overfill. e. Transmission - Check oil level. Add oil if necessary. Lube key "C". Refer to Transmission Oil Level Check in this chapter. f. Fuel Tank - Fill as required. g. Differential - The truck should be on a level surface, and the oil level should be even with plug hole. Refill with oil, as necessary. Lube key "B".
P02030
Lubrication and Service
P2-5
10 HOUR (DAILY) INSPECTION (continued)
Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
1. AIR CLEANERS Check air cleaner vacuum gauges. Clean or replace filter elements if restriction reaches 25 inches H2O vacuum. Push the reset button on the face of the gauge to return to zero. 2. DRIVE BELTS a. Check alternator and fan belts for proper tension and condition. b. Inspect for alignment. 3. ENGINE AND TURBOCHARGERS Inspect for leaks, vibrations or odd noises. 4. WHEELS AND TIRES
After each wheel installation, recheck wheel mounting capscrew torque after 4 - 5 hours of operation. Check again at the end of the shift and then periodically until all capscrews remain at the specified 225 ± 25 kg.m (1628 ± 180 ft.lbs.) torque. This requirement is applicable for both front and rear wheels. 5. TIRES a. Inspect for proper inflation and wear. b. Inspect for debris embedded in cuts or tread.
P2-6
Lubrication and Service
P02030
250 HOUR INSPECTION Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
INITIAL 250 HOUR SERVICE 1. Perform the following maintenance after running the machine for the first 250 hours. Thereafter, these services are to be performed at the 1000/2000/5000 hour interval as scheduled. a. Fuel Filter, replace cartridges. b. Transmission - change oil and filter elements. c. Hydraulic - change oil and filter elements. d. Differential Case, change oil. e. Final Drive Case, change oil.
EVERY 250 HOURS SERVICE 1. LUBRICATION a. Check the automatic lube system to be sure an ample grease supply is reaching pins and bearings. - Dump body hinge pin - 2 points. - Rear suspension - 4 points. - Axle support pins - 8 points. - Hoist cylinder pin - 4 points. - Front suspension assembly - 8 points. - Steering cylinder pin - 4 points. - Steering linkage - 5 points. - Front transmission mount - 1 point. b. Refill grease reservoir - Use lube key "D". Reservoir capacity is approximately 7.7 gal. or 60 lbs (27 kg) of grease. 2
ENGINE - Refer to the engine service manual for oil recommendations and capacity. - change engine oil. - change engine lube oil filter.
P02030
Lubrication and Service
P2-7
250 HOUR INSPECTION (continued)
Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
3
ALTERNATOR BELT - Check the alternator belt for cracks, glazing or cuts. Check for proper tension. Repair or adjust as necessary.
4
AIR CONDITIONER COMPRESSOR BELT - Check the compressor belt for cracks, glazing or cuts. Check for proper tension. Repair or adjust as necessary.
5
FAN BELT - Check the fan belt for cracks, glazing or cuts. Check for proper tension. Repair or adjust as necessary.
6
TRANSMISSION CASE BREATHERS - Remove breathers, disassemble breathers, remove filter element, and clean in solvent. Dry with pressurized air, reassemble, then reinstall.
7
HYDRAULIC TANK BREATHER - Remove breather, and disassemble. Remove the filter element. Replace the filter element, reassemble, and reinstall.
8
DIFFERENTIAL CASE - Check the oil level. Use lube key "B".
9
DIFFERENTIAL CASE BREATHER - Remove breather. Wash to flush out the dirt from inside. Reinstall after cleaning.
CHECKED INITIALS
10 FINAL DRIVE CASE - Check the oil level in RH and LH case. Use lube key "B". 11 PARKING BRAKE - Measure brake pad for proper wear and thickness. Refer to Section J, Brake System, in the shop manual, for limits and specifications. Use lube key "D" chart. 12 FUEL FILTER - Remove and replace fuel filter elements. 13 CORROSION RESISTORS - Remove and replace corrosion resistor elements.
P2-8
Lubrication and Service
P02030
500 HOUR INSPECTION In addition to the 250 hour lubrication and inspection schedule, perform the following: Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
1
RADIATOR FINS - Check for clogged or damaged fins. Refer to the shop manual, Section C for information on radiator maintenance.
2
TRANSMISSION OIL FILTER -
CHECKED INITIALS
a. Remove and replace the two filter elements. b. Remove and replace control valve filter. Refer to shop manual, Section F, Transmission. 3
CHECK TOE-IN ADJUSTMENT- Check the steering toe-in adjustment and inspect the tires for abnormal wear. Adjust as necessary. Refer to Section G for the adjustment procedure.
P02030
Lubrication and Service
P2-9
1000 HOUR INSPECTION In addition to the 250 and 500 hour lubrication and inspection schedules, perform the following:
Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
1
COMMENTS
CHECKED INITIALS
LUBRICATION (Manual) - Parking brake linkage - 6 points - Lube key "D".
2
TRANSMISSION CASE a. Drain oil, remove and replace element. Remove clean, and reinstall strainer. Refill sump with oil - Capacity, approximately 153 liters (40.5 U.S. gal). Lube key "C". b. Remove and clean the three transmission magnetic strainers. Refer to the shop manual, Section F, Transmission.
3
STEERING, BRAKE, HOIST, & REAR BRAKE COOLING OIL FILTERS - When removing tank caps, turn the caps slowly to relieve inner pressure. Remove the cap only after pressure has been completely relieved. Remove and replace the four filter elements. Refer to Hydraulic Tank Service in this chapter.
4
FRONT & REAR BRAKE WEAR - Refer to the shop manual Section J, Brake System, for proper inspection procedure. Perform the inspection when the oil temperature is below 60°C (140°F). Hot oil may cause serious personal injury.
5
ENGINE BREATHER - Remove and clean the engine breather. Refer to the engine service manual.
P2-10
Lubrication and Service
P02030
2000 HOUR INSPECTION Maintenance for every 250, 500 and 1000 hours should also be performed at this time.
Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
1
COMMENTS
CHECKED INITIALS
HYDRAULIC OIL TANK a. Drain oil from tank and refill tank to specified level, capacity 576 liters (152 U.S. gal.). Refer to the Lubrication Chart for type of oil to use. Lube key "C". b. Remove and clean hydraulic tank strainers. Refer to Hydraulic Tank Service in this chapter.
2
FRONT WHEEL HUBS - Drain the hydraulic oil from each front wheel drain plug. Ensure the plugs are in the 6 o’clock position when draining.
Drain the hydraulic tank prior to removing the drain plugs from the wheel hubs. 3
FINAL DRIVE CASE - Position machine so that casting line is horizontal and drain plug is at the bottom. Drain oil and reinstall plug, remove fill plug at casting line and fill to specified level. This operation is performed on both the right and left hand final drives. Capacity is 120 liters (31.7 U.S. gal.) each side. Refer to the Lubrication Chart for the proper type of oil to use. Lube key "B".
4
DIFFERENTIAL CASE - Drain the oil from the differential and refill to the specified level: capacity - 300 liters (79 U.S. gal.). Refer to the Lubrication Chart for the proper type of oil to use, lube key "B".
P02030
Lubrication and Service
P2-11
5000 HOUR INSPECTION Maintenance for every 250, 500, 1000 and 2000 hours should also be performed at this time.
Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
1
COMMENTS
CHECKED INITIALS
ENGINE DRIVELINE ADAPTER - Inspect driveline adapter rubber dampers for cracks or separation on rubber surfaces. If any defects are noted, repair as required. Refer to Section C for repair procedures.
2
FRONT AND REAR DRIVESHAFTS a. Grease the U-joints on each drive shaft. Refer to lube key F on the lubrication chart. b. Inspect both front and rear driveshafts for binding, wear, vibration, or damage to the driveshaft assembly. If U-joint damage or roughness is noted, both U-joints on a given shaft must be replaced. Refer to Section F in the shop manual for replacement procedures.
3
FRONT WHEEL BEARINGS - Check front wheel bearing adjustments. Refer to Section G, Front Wheel Hub Bearing Adjustment. Refill the hydraulic tank Refer to Hydraulic Tank Service in this chapter.
4
FRONT SUSPENSIONS - Drain the front suspension oil. Disassemble and inspect the upper flange internal bearing. Replace any worn parts. Refill the suspension with clean oil and recharge with nitrogen. Refer to Section H in the shop manual for information on suspensions.
5
PRELUB™ SYSTEM - Inspect system components for damage, leakage, etc. Refer to Section D2 in the shop manual for maintenance checks.
P2-12
Lubrication and Service
P02030
HYDRAULIC TANK SERVICE Filling Instructions 1. Lower the dump body, shut down the engine, and turn the keyswitch OFF.
Hydraulic tank may be pressurized! Depress relief valve (2, Figure 40-1) and release hydraulic tank filler cap slowly to remove any internal pressure. 2. Depress relief valve (2, Figure 40-1) for 30 - 45 seconds to release any internal tank pressure. Turn the oil filler cap (4) slowly counterclockwise to release any possible residual tank pressure. 3. Refer to Lubrication Chart, Lube key "C". Fill tank with recommended oil, until oil is visible in upper sight glass (5). NOTE: If hydraulic tank has been completely drained, refill capacity is: 576 Liters (152 gal.)
FIGURE 40-1. HYDRAULIC TANK 5. Hydraulic Oil Level 1. Hydraulic Tank Upper Sight Glass 2. Pressure Relief 6. Hydraulic Oil Level Valve Lower Sight Glass 3. Breather 7. Hydraulic Oil Drain 4. Filler Cap
4. Replace fill cap. 5. Start the engine, and raise and lower dump body 3 times to circulate oil and fill all lines, valves, cylinders, etc. 6. Repeat steps 1 through 5 and fill until oil level is again in upper sight glass (5). 7. If oil level falls below lower sight glass (6) with engine running, repeat Steps 1 through 5.
Hydraulic Tank Service When servicing the hydraulic tank, always follow the Filling Instructions described above to relieve any internal tank pressure before opening tank. 1. When checking oil level, or any other service, inspect the breather (3, Figure 40-2) to be certain that it is open to atmosphere. Clean any excess accumulations of dirt/mud, etc. from around the breather. Clean/replace breather element as necessary. Refer to Hydraulic Tank Breather. 2. Whenever oil is drained from tank, clean diffusers (7 & 11) and strainers (8, 9, & 10).
P02030
FIGURE 40-2. HYDRAULIC TANK (TOP VIEW) 6. Cover Plate 1. Hydraulic Tank 7. Diffusers 2. Pressure Relief 8. Strainers Valve 9. Wire Mesh Strainer 3. Breather 10. Strainer 4. Filler Cap 11. Diffuser 5. Sight Glass Guard
Lubrication and Service
P2-13
STEERING CIRCUIT FILTER Removal The brake and steering circuit filter is located on the left frame rail, forward of the hydraulic tank.
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. With the key switch OFF allow at least 90 seconds for the accumulators to bleed down. Check the steering to ensure the system is bled down. 2. Remove plug (10, Figure 40-3) and drain oil from the housing into a suitable container.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 3. Remove housing (8) and element (7). 4. Replace O-ring (4) and backup ring (5) in filter head.
Installation 1. Install new element (7). Install housing (8) and tighten. 2. Replace drain plug (10), and O-ring (9).
FIGURE 40-3. STEERING CIRCUIT FILTER
NOTE: The indicator switch (2, Figure 40-3) is preset to actuate at 35 psid (241 kPa) and is not repairable or adjustable. If the indicator switch is inoperative, replace the complete switch. Attempting to adjust the switch is not recommended.
P2-14
1. Head 2. Indicator Switch 3. O-Ring 4. O-Ring 5. Backup Ring
Lubrication and Service
6. Bypass Valve 7. Filter Element 8. Housing 9. O-Ring 10. Plug
P02030
HYDRAULIC TANK BREATHER Cleaning 1. Shut down the engine and open hydraulic tank filler caps slowly to relieve any internal pressure..
1. Hydraulic tank may be pressurized! Depress relief valve (2, Figure 40-1) and release hydraulic tank filler cap slowly to remove any internal pressure. 2. Clean dirt accumulation from area of breather (3, Figure 40-2). 3. Remove the breather from the tank. 4. Remove snap ring (1, Figure 40-4), cover (2) and filter element (3). 5. Clean breather element in solvent and blow dry. Clean remaining parts in solvent and dry thoroughly. 6. Install element, cover and snap ring.
FIGURE 40-4. HYDRAULIC TANK BREATHER 1. Snap Ring 2. Cover
3. Element
7. Install breather element on hydraulic tank.
P02030
Lubrication and Service
P2-15
NOTES
P2-16
Lubrication and Service
P02030
SECTION P3 LINCOLN AUTOMATIC LUBRICATION SYSTEM INDEX
LINCOLN AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 Pressure Reducer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 24 VDC Solid State Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 24 VDC Solid State Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 INJECTORS (SL-1 Series "H") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11 PUMP CYCLE TIMER (FLASHER TIMER) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Pump Cycle Timer (Flasher Timer) Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Pump Cycle Timer (Flasher Timer) Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Pressure Switch, 2,000 psi (13 790 kPa) Normally Closed (N.C.) . . . . . . . . . . . . . . . . . . . . . P3-12 TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 RESERVOIR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16 Lubricant Required for System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16 Fill Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16 Preventative Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17 Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17 250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17
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Lincoln Automatic Lubrication System
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NOTES
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Lincoln Automatic Lubrication System
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LINCOLN AUTOMATIC LUBRICATION SYSTEM The Lincoln Automatic Lubrication System is a pressurized lubricant delivery system which delivers a controlled amount of pressurized lubricant to designated lube points. The system is controlled by an electric timer which signals solenoid valves to cause operation of a hydraulically operated grease pump. For the HD1500-5, these components (valves, pump, and reservoir/canister) are mounted on the right deck structure to the right of the hydraulic cabinet just above the right front suspension.
SYSTEM COMPONENTS The system is comprised of these basic elements plus the necessary hoses and lube lines: Hydraulically Powered Reciprocating Cylinder and Pump (1 & 5, Figure 3-1)
Solenoid valve SV2 (8) directs hydraulic fluid to the hydraulic cylinder to operate the grease pump. • Pressure reducing valve (10) lowers hydraulic fluid pressure to the operating range of the hydraulic pump cylinder. It is factory set at its maximum pressure of 300 psi (2069 kPa), but may be adjusted lower. • Cylinder pressure gauge (2) indicates hydraulic fluid pressure going to the hydraulic pump cylinder after passing through the pressure reducing valve. • Orifice fitting assembly (4) meters hydraulic pressure from the pressure reducing valve to the top of the vent valve assembly (this permits even operation of the vent valve, without shock). This fitting is assembled to the side of valve body (3) and connected with a high pressure 1/4 in. hose to the top of vent valve assembly (11).
Pump Specifications: • Pressure ratio: 16:1 NOTE: The theoretical ratio of the pump is 16:1. Depending on application and variable internal friction, the operational ratio is approximately 10:1. • Hydraulic supply pressure (input): 300-3000 psi (2.1 - 20.1 MPa) • Input flow (when pumping): 1.0 gpm (3.8 l/min.) • Maximum hydraulic temperature: 210°F (98.8°C) • Maximum output pressure: 3500 psi (24.1 MPa) WARNING: Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel. • Output flow: 11 cu. in./min. (180 cc/min.) • Operating ambient temperature: -40°F to +135°F (-40°C to +57.7°C) • Seals: Buna-N • Filtration required: 10 micron (hydraulic supply) 24VDC power source. Combination valve body (3, Figure 3-1) includes: • 24VDC solenoid valves (SV1 & SV2) are used to control the hydraulically operated pump. Solenoid valve SVI (9) controls the supply of hydraulic fluid to the pressure reducing valve and to the vent valve.
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FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM 9. Solenoid Valve, SV1 1. Pump Cylinder 2. Cylinder Pressure Gauge 10. Pressure Reducing Valve 3. Valve Body Assembly 11. Vent Valve Assy. 4. Orifice Assembly 12. Grease Return Line 5. Pump Assembly 13. Grease Supply Line 6. Canister/Reservoir 14. Fill Vent Port 7. Pump Cycle Timer 15. Fill Supply Port 8. Solenoid Valve, SV2
Lincoln Automatic Lubrication System
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FIGURE 3-2. HD1500-5 AUTOMATIC LUBRICATION SYSTEM ARRANGEMENT Group Lube Location "A" Group Lube Location "B" Group Lube Location "C" Group Lube Location "D" Group Lube Location "E" Group Lube Location "F" Group Lube Location "G" Group Lube Location "H" Group Lube Location "J" Group Lube Location "K" Group Lube Location "L"
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Contains 3 Injectors Contains 3 Injectors Contains 3 Injectors Contains 3 Injectors Contains 5 Injectors Contains 3 Injectors Contains 3 Injectors Contains 3 Injectors Contains 4 Injectors Contains 3 Injectors Contains 3 Injectors
1. Grease Pump/Cylinder 2. Cylinder Pressure Gauge 3. Pressure Regulator/Solenoid Valve 4. Electrical Harness 5. Hydraulic Pressure Supply 6. Hydraulic Return to Tank 7. Reservoir / Canister 8. Grease Supply Line 9. Vent Valve Assembly 10. Lube Injector 11. Typical Lube Injector Group
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Pump Cycle Timer Figure 3-2. LUBE INJECTOR GROUPS Lube # of Group Injectors
Injector Point of Lubrication
A
3
RH front suspension, top RH front suspension, rear "A"-arm RH front suspension, front "A"-arm
B
3
LH front suspension, top LH front suspension, rear "A"-arm LH front suspension, front "A"-arm
C
3
RH steering cylinder, spindle RH tie rod, spindle RH front suspension, bottom "A"-arm
D
3
LH steering cylinder, spindle LH tie rod, spindle LH front suspension, bottom "A"-arm
E
5
RH steering cylinder, frame LH steering cylinder, frame LH tie rod, pivot RH tie rod, pivot Center steering pivot, frame
F
3
Rear axle, bottom LH bar frame LH hoist cylinder, frame Transmission, front mount
G
3
Rear axle, top front bar frame Rear axle, bottom RH bar frame RH hoist cylinder, frame
H
3
J
4
LH rear suspension, frame LH hoist cylinder, body LH body pivot Rear axle, top sway bar, frame RH rear suspension, frame RH hoist cylinder, body RH body pivot
K
3
LH rear suspension, axle Rear axle, top front bar, axle Rear axle, top sway bar, axle
L
3
Rear axle, bottom RH bar, axle LH rear suspension, frame RH rear suspension, axle
[Also called a "flasher" timer, because it contains an LED that illuminates when there is power going to SV2]: Pump cycle timer (7, Figure 3-1) mounts on SV2 solenoid and generates a timed pulse signal which causes the solenoid valve to move, alternately. The alternating movement of the valve, changes the direction of hydraulic fluid flow from the top of the pump cylinder to the bottom, and vice versa, causing the grease pump piston to reciprocate, or pump. Grease Reservoir: Grease reservoir (6, Figure 3-1) is mounted on the right deck structure to the right of the hydraulic cabinet just above the right front suspension.The reservoir has an approximate capacity of 7.7 gal. or 60 lbs. (27 kg) of grease. Vent Valve When SV1 solenoid is energized, hydraulic pressure closes vent valve (11, Figure 3-1), and also causes the pump to cycle. The pump cycles until SV1 solenoid is de-energized. When this occurs, hydraulic pressure is removed, causing the vent valve to open. The grease pressure drops to 0, and the injectors recharge for their next output cycle. 24 VDC Solid State System Timer The solid state system timer (not shown) sends out a 24 VDC timed-interval signal to energize the solenoid valves, causing the grease pump to operate. This timer is mounted in the cab (in the housing under the passenger seat) to insure temperature stability. Its operating temperature range is -20°F to 131°F (29°C to 55°C). Lube Injectors Each injector (10, Figure 3-2) delivers a controlled amount of pressurized lubricant to a designated lube point. Refer to Figure 3-2 for locations. Safety Unloader Relief Valve Safety unloader relief valve (not shown) is located on the back of vent valve (11, Figure 3-1). The safety unloader is designed to open if the pressure in the grease line rises to approximately 4000 psi (27.5 MPa)*. If this valve opens, the grease is expelled to the atmosphere. *NOTE: This setting is not adjustable. WARNING: Exceeding 3500 psi (24.1 MPa) will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel.
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Lincoln Automatic Lubrication System
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System Operation During truck operation, with the pump and timer systems in a rest state, a preset time interval (2.5 to 80 minutes) occurs. The solid state system timer sends out a 24 VDC signal to energize SV1, and the flasher timer on SV2. As SVI opens, the hydraulic fluid pressure flows through the pressure reducing valve and on to SV2. The pressure reducing valve lowers hydraulic fluid pressure to the operating range of the hydraulic pump [maximum pressure 300 psi (2069 kPa)]. This pressure also signals the vent valve, causing it to close. After the system pressure has been reduced, it passes on to SV2. Each operation of SV2 moves the hydraulic cylinder which operates the grease pump. As SV2 turns on and off (refer to cycle timer/flasher below), it changes the direction of the hydraulic cylinder movement back and forth, thus causing a pumping action. The cycle timer/flasher sends a pulsing signal, 1 second ON and 1 second OFF (adjustable), to SV2. Solenoid valve SV2 directs the hydraulic fluid to the pump at 30 cycles/minute. With the vent valve closed, the pump cycles until lubricant pressure reaches maximum pump output pressure* (pump stalls). As the grease supply line comes to maximum pressure, the injectors meter grease to the points of lubrication. * WARNING: Maximum pump pressure must not exceed 3500 psi (24.1 MPa). Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel. If the pump stalls, SV2 will still be switching, and there will be no audible pause, as so with older style air pumps. After approximately 75 seconds, the solid state system timer returns to the rest state, which de-energizes the SV1 solenoid valve. As SV1 is deenergized, the hydraulic supply to the pressure reducing valve and the vent valve is shut off, causing the vent valve to open.
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 maximum pump pressure of 3500 psi (24.1 MPa). • 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. • Ensure all fluid connections are securely tightened before using this equipment. • Always read and follow the fluid manufacturer's recommendations regarding fluid compatibility, and the use of protective clothing and equipment. • Check all equipment regularly and repair, or replace, worn or damaged parts immediately. This equipment generates very high grease 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. If over-pressurizing of the equipment is believed to have occurred, contact a factory authorized warranty and service center for inspection of the pump. Specialized equipment and knowledge is required for repair of the pump or adjustments other than the maintenance specified in this chapter. Annual inspection by the factory authorized warranty and service center is recommended.
When the vent valve opens, the pressure in the grease line is vented back to the grease reservoir and the line pressure drops to zero, so the injectors can recharge for their next output cycle. The system is now at rest, ready for another lube cycle and the sequence to repeat itself.
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Lincoln Automatic Lubrication System
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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 the reservoir with lubricant, if necessary. 2. Remove the plugs from all injector manifold dead ends and supply lines. NOTE: To run the grease pump when priming the lube system, start the engine to energize the system. Connect a jumper wire between the LUBE SW and SOL terminals on the solid state timer. (Accumulators must be pressurized in order for the grease pump to operate. 3. Run the grease pump until grease flows from any one plug opening in the system. Replace the plug in this opening. 4. Repeat Step 3 until all lines are full and all plugs replaced. NOTE: Fill each feed line with grease before connecting lines to the injector outlets and bearings. This will prevent having to cycle the individual injectors once for each 1.0 in. (25 mm) length of feed line between the injector and bearing fitting.
5. Observe the 5000 psi (35 MPa) pressure test gauge in the grease supply line. Pressure should be 2500 - 3000 psi (17.2 - 20.7 MPa). ! WARNING !: DO NOT exceed maximum pump pressure of 3500 psi (24.1 MPa). Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel. If the pressure is not correct, adjust the pressure reducing valve as necessary (refer to Pressure Reducer Adjustment). NOTE: DO NOT exceed 300 psi (2.1 MPa) on cylinder pressure gauge (2, Figure 3-1) 6. Disconnect the jumper wire. The system should vent. 7. Turn the keyswitch OFF and shut down the engine to de-energize the system. Remove the 5000 psi (35 MPa) pressure test gauge previously installed. Connect system components.
Pressure Reducer Adjustment NOTE: Steering accumulator pressure is necessary to power the lube system for this procedure.
System Checkout To check system operation (not including timer), proceed as follows: 1. Turn keyswitch (3, Figure 3-7) OFF and shut down the engine to de-energize the system. Install a 5000 psi (35 MPa) pressure test gauge in grease supply line (13, Figure 3-1). 2. Turn keyswitch ON and start engine to energize the system. 3. Lift the passenger seat, and connect a jumper wire between the SOL and LUBE SW terminals on the 24 VDC solid state lube timer. The pump should begin to operate. NOTE: If terminal post identification on the solid state timer is not legible, refer to Figure 3-7 for terminal identification. 4. Keep the jumper wire connected until the pump stalls.
While the engine is running, and/or accumulators are charged, exercise extreme care while working in the vicinity of the grease pump! Steering pressure is also available at this time. Keep personnel away from front wheels to prevent crushing! Stay clear of moving engine parts and do not loosen/disconnect any pressure fittings or hoses. To set the Pressure Reducing Valve: 1. With keyswitch OFF, engine stopped, and steering accumulator pressure bled down, install a 5000 psi (35 MPa) pressure test gauge in the grease supply line (13, Figure 3-1). 2. At the truck hydraulic bleeddown manifold, disconnect the bleeddown solenoid. (This will prevent the accumulators from bleeding down when the engine is shut down, later in Step 4.)
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Lincoln Automatic Lubrication System
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3. Start the truck engine. When steering and brake pressures have stabilized, pull the retarder lever to the fully applied position to apply the brakes. 4. Turn keyswitch OFF to stop the engine. Then return the keyswitch to the ON position. 5. Lift the passenger seat, and connect a jumper wire between the SOL and LUBE SW terminals on the 24 VDC solid state lube timer. The pump should operate. Keep the jumper wire connected until the pump stalls. 6. Observe the 5000 psi (35 MPa) pressure test gauge in the grease supply line. The pressure should be 2500 - 3000 psi (17.2 - 20.7 MPa).
9. Remove grease pressure test gauge (installed in Step 1). 10. At the hydraulic bleeddown manifold, reconnect the bleeddown solenoid (disconnected in Step 4). Verify that hydraulic system now bleeds down.
24 VDC Solid State Timer Check To check the solid state timer operation without waiting for the normal timer setting, proceed as follows: 1. Remove the 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.
Do Not exceed maximum pump pressure of 3500 psi (24.1 MPa). Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel. If the pressure is not correct, adjust the pressure reducing valve until the pressure gauge (installed at Step 1) indicates 2500 - 3000 psi (17.2 - 20.7 MPa) grease pressure. NOTE: DO NOT exceed 300 psi (2.1 MPa) on the cylinder pressure gauge (2, Figure 3-1). 7. With the jumper wire installed, verify that the following events occur in this order: a. The pump starts stroking and the LED on the flasher unit atop of SV2 flashes on and off at approximately one second intervals. b. All of the injectors stroke down.
2. Adjust the timer to the 5 minute interval setting. 3. The timer should cycle in five minutes if the truck engine is operating. NOTE: If the timer check is being performed 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. Ensure timer ground connection is clean and tight. b. With the truck keyswitch ON, use a volt-ohm meter and read the voltage between the BAT (+) and BAT (-) terminals on the solid state timer. Normal reading should be 18-26 VDC, depending upon whether or not the engine is running.
c. The pump stalls. Use the grease pressure gauge to determine whether the pump stalls. 8. Turn the keyswitch OFF and remove the jumper wire installed in Step 5, then verify the following: a. The pressure on cylinder pressure gauge (2, Figure 3-1) drops to zero (0). b. The pressure on the grease pressure test gauge (installed at Step 1) drops to zero (0). c. All of the injectors reset (indicator pin up).
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Lincoln Automatic Lubrication System
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24 VDC Solid State 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 selector knob (3, Figure 3-3) to the desired time interval.
FIGURE 3-3. TIMER ADJUSTMENT 1. Timer 2. *Red LED
3. Timer Selector
NOTE: Light emitting diode. Indicates the pump is on.
NOTE: Set the timer by turning selector knob (3) to the 2.5 minute setting point. Then, turn the selector knob clockwise, one detent at a time, to the desired setting, or until the maximum limit of eighty minutes is reached. The recommended setting is 20 minutes. ! CAUTION! The solid state timer is a sealed unit, do not attempt disassembly.
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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. Injectors are available in banks of two, three, four and five as well as single replacement units. 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) Max. Vent Pressure - (Recharge) 600 psi (4 137 kPa)
FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE) 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
NOTE: The piston assembly (8) has a visible indicator pin at the top of the assembly to verify the injector operation.
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 3-4) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount. When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise until the indicating pin on piston (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.
FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)
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Lincoln Automatic Lubrication System
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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.
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PUMP CYCLE TIMER (FLASHER TIMER)
Pump Cycle Timer (Flasher Timer) Adjustment:
The pump cycle timer mounts on SV2 solenoid and generates a timed pulse signal to control the reciprocating cycle rate of the grease pump.
The pump cycle timer is factory set at 1 second on and 1 second off for 30 cycles/minute. If adjustment is necessary, refer to Figure 3-5 and the following procedure.
Pump Cycle Timer (Flasher Timer) Installation 1. Connect cycle timer to SV2. Be sure to install gasket. 2. Connect the Sol. wire (68) from the solid state timer to the brown wire from the cycle timer and one of the wires coming from SV1. 3. Connect the white wire from the cycle timer and the other (gnd) wire coming from SV1.
The one adjustment screw adjusts both the on time and off time equally. The adjustment range is from 0.5 seconds (60 cycles/minute) to 5.0 seconds (6 cycles/minute). The adjustment screw allows 15 turns of adjustment over the timing range. 1. The adjustment screw should be turned 20 turns counter-clockwise to insure a minimum start point. NOTE: The timer cannot be adjusted below minimum - additional turns counter-clockwise have no effect. 2. Each clockwise turn of the adjustment screw will equal approximately 0.3 seconds. 3. Add the number of turns clockwise to reach the approximate desired timing. Some additional adjustment may be necessary depending on the accuracy needed.
FIGURE 3-5. PUMP CYCLE TIMER 1. Adjustment Screw
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NOTE: Use the light on the cycle timer to help in setting the time. The light will turn on when there is power going to SV2.
2. Red Light (Indicates the timer has turned on.
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FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE 1. Grease Pump Cylinder 2. Grease Pump 3. Grease Reservoir 4. Vent Valve
5. Combination Valve (Pressure Reducing & Solenoid Valves) 6. Solenoid (SV2)
7. Pressure Reducer 8. Solenoid (SV1) 9. Gauge (Cyl. Press.) 10. Safety Unloader Valve
11. Orifice Assembly 12. Hydraulic Supply 13. Hyd. Tank (Return) 14. Injectors
FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE 1. Timer Assembly 2. Combination Valve (Pressure Reducing &Solenoid Valves) 3. Keyswitch
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4. Relay 5. Timer (solid State) 6. Solenoid (SV1) 7. Solenoid (SV2)
Lincoln Automatic Lubrication System
8. Battery (24 V) 9. Cycle Timer 10. Pressure Switch, N/C 2,000 PSI (13 790 kPa)
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TROUBLESHOOTING CHART If the following procedures do not correct the problem, contact a factory authorized service center. When submitting equipment to be repaired, be sure
POSSIBLE CAUSES
to state the nature of the problem and indicate if a repair cost estimate is required.
SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Does Not Operate Lube system not grounded.
Correct grounding connections to pump assembly and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC power required. Be sure keyswitch is "ON".
Timer malfunction.
Replace timer assembly.
Solenoid valve malfunctioning.
Replace the solenoid valve assembly.
Pump malfunction.
Replace pump assembly.
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.
TROUBLE: Pump Will Not Build Pressure Air trapped in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line leaking.
Check lines and connections to repair leakage.
Vent valve leaking.
Clean or replace vent valve.
Pump cylinder worn or scored.
Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate NOTE: Normally, during operation, the injector indicator stem (1, Figure 3-4) 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.
Replace individual injector assembly.
All injectors inoperative - pump build up not sufficient to cycle injectors.
Service and/or replace pump assembly.
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POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Cylinder Pressure Gauge Does Not Register Pressure. No system pressure to the pump.
Determine problem in hydraulic system.
No 24 VDC signal at solenoids SV1 and SV2.
Determine problem in 24 VDC electric system.
Pressure reducing valve set too low.
Increase setting by 1/2 turn to check operation.
Primary solenoid valve SV1 may be inoperative.
Replace solenoid coil or valve.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All. No pulsing signal at SV2.
Check Timer.
Pressure reducing valve may be set too low.
Increase setting by 1/2 turn to check operation.
Grease viscosity may be too high for temperature at which pump is operating.
Replace grease with a lower viscosity lubricant.
If pressure is not building at all, secondary solenoid valve SV2 may be inoperative.
Replace secondary solenoid valve SV2.
Pump piston ball checks and inlet checks may have foreign matter trapped causing leakage.
Remove, inspect and clean, if necessary.Inspect sealing surfaces between upper and lower inlet checks. Replace if rough or pitted.
Shovel rod is rough or pitted.
Replace shovel rod and packing.
Lubricant supply line leaks or is broken.
Repair lubricant supply line.
TROUBLE: 24VDC Timer Not Operating: Timer BAT (-) connection is not on grounded member.
Connect to good ground.
Timer BAT (+) connection not on circuit continuously connected to BAT (+) terminal during operation of vehicle.
Establish direct connection between Timer BAT (+) connection and 24 V BAT (+) terminal.
Fuse blown (circuit breaker tripped) on power connection to timer, or wire is otherwise damaged.
Replace fuse (reset circuit breaker) or repair damaged wire.
Loose wire connections at any of the timer terminals.
Secure wire connections.
TROUBLE: Timer Stays Timed Out Commutation failure in timer caused by damaged component.
Replace Timer.
Output relay contacts welded shut caused by extended short to ground.
Replace Timer.
Solenoid valve connected to LUBE SW terminal of timer instead of terminal marked SOL.
Correct wiring hook-up.
P03025
Lincoln Automatic Lubrication System
P3-15
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Timer Turns On At Intervals Two To Ten 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.
RESERVOIR FILL PROCEDURE Lubricant Required for System Refer to Lubrication and Service - Lubrication Chart, for correct lubricant specifications. • Above 90°F (32°C) - Use multipurpose grease (MPG).
NLGI
No.2
• -25° to 90°F (-32° to 32°C) - Use NGLI No. 1 MPG. • Below -25°F (-32°C) - Refer to local supplier for extreme cold weather lubricant requirements.
Fill Procedure 1. Remove top vent plug (14, Figure 3-8). 2. Remove bottom fill plug (15). 3. Connect the line from the lubricant delivery system to bottom fill port (15) and fill the reservoir until grease just begins to come out of the top vent hole, above. 4. Disconnect the line from the lubricant delivery system and install plugs (14 & 15), previously removed.
P3-16
FIGURE 3-8. TYPICAL AUTO LUBE SYSTEM 9. Solenoid Valve, SV1 1. Pump Cylinder 2. Cyl. Pressure Gauge 10. Pressure Reducing Valve 3. Valve Body Assy 11. Vent Valve Assy. 4. Orifice Assembly 12. Grease Return Line 5. Pump Assembly 13. Grease Supply Line 6. Canister/Reservoir 14. Top Vent Plug 7. Pump Cycle Timer 8. Solenoid Valve, SV2 15. Fill Supply Port
Lincoln Automatic Lubrication System
P03025
Preventive Maintenance Procedures The following maintenance procedures should be used to insure proper system operation. Daily Lubrication System Inspection 1. Check grease reservoir level. Inspect grease level height after each shift of operation. Grease usage should be consistent from day-to-day operations. • Lack of lubricant usage would indicate an inoperative system. • Excessive usage would indicate a broken supply line. 2. Check all grease feed lines hoses from the SL-1 Injectors to the lubrication points (Figure 42-2). Repair or replace all worn / broken feed line hoses. Make sure that all air is purged and all new feed line hoses are filled with grease before sending the truck back into service. 3. Inspect key lubrication points for a bead of lubricant around seal. Make note of all lubrication points that look dry. Notify maintenance staff for repair service. 250 Hour Inspection 1. Check all grease feed line hoses from the SL-1 Injectors to the lubrication points (Figure 42-2). Repair or replace all worn / broken feed line hoses. 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. Repair or replace all worn / broken supply lines. 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. Fill reservoir if low. Check reservoir for contaminants. Clean, if required.
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 (filler zerk, Figure 42-4) 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 Remove all SL-1 injector cover caps to allow visual inspection of the injector cycle indicator pins during system operation. Lift the passenger seat and connect a jumper wire between the SOL terminal and the LUBE SW terminal on the 24VDC solid state timer (Figure 42-7). Start engine. The hydraulic grease pump should operate. Keep the jumper wire connected until the pump stalls out at 2000 psi. With the pump in the stalled-out mode, check each SL-1 injector assembly. The cycle indicator pin should be retracted inside the injector body. Once all of the SL-1 injectors have been inspected under pressure, remove the jumper wire between the SOL terminal and LUBE SW terminal on the timer assembly. The pump should shut off, and the system should vent back to the grease reservoir, and the pressure should drop to zero. With the system vented, check all of the SL-1 injector indicator pins. All of the pins should be visible. NOTE: Refer to the system troubleshooting chart, if the injectors are not working properly. Replace or repair injectors, if defective. Reinstall all injector cover caps. Check timer operation. With the engine running, the lube system should activate within 5 minutes. The system should build 2000 psi within 25-40 seconds. If the system is working properly, the machine is ready for operation. If the system is malfunctioning, refer to the troubleshooting chart in the service manual.
Check that all filler plugs, covers and breather vents on the reservoir are intact and free of contaminants.
P03025
Lincoln Automatic Lubrication System
P3-17
NOTE
P3-18
Lincoln Automatic Lubrication System
P03025
SECTION Q ALPHABETICAL INDEX A Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Brake Seal Assembly/Installation . . . . . . . . . . . . J6-12
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . . L6-9
Brakes, Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1 Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
Automatic Suspension System (Option) . . . . . . . D27-1 Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
C
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7 System Service . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-3
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-23 Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-12 Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Adhesives & Sealants . . . . . . . . . . . . . . . . . . . . . . A5-5 Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1 Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
B Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Battery Charging System. . . . . . . . . . . . . . . . . . . . D2-5 Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . D3-18 Battery Disconnect Switch. . . . . . . . . . . . . . . . . . D3-18 Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . D3-19 Bearing, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . G3-5 Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3 Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Body-Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-7
Checkout Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1 Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-1 Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . D3-5 Console Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Powertrain Management (PMC) . . . . . . . . . . . . D23-1 Retard Control & Monitor (RCM). . . . . . . . . . . . D26-1 Suspension (SSP). . . . . . . . . . . . . . . . . . . . . . . D27-1 Transmission (ATC) . . . . . . . . . . . . . . . . . . . . . D24-1 Cooling System, Engine . . . . . . . . . . . . . . . . . . . . C3-1 Cranking Motor Troubleshooting . . . . . . . . . . . . . D2-20 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-13 Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-13
D
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20 Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-22 Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1 Bleeding Procedures. . . . . . . . . . . . . . . . . . . . . . J5-7 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-1 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . J4-15
DAD (Data Acquisition Device) . . . . . . . . . . . . . . D32-1
Brake Cooling Valve (BCV) . . . . . . . . . . . . . . . . . J3-27
Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . J5-5
Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Decks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Differential Assembly . . . . . . . . . . . . . . . . . . . . . . .G5-5 Drive Line Adapter . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Q01051
Alphabetical Index
Q1-1
E
H
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . Coil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D.C. - D.C. Converter. . . . . . . . . . . . . . . . . . . . . Fan Motor and Speed Control . . . . . . . . . . . . . .
Engine Specifications . . . . . . . . . . . . . . . . . . . . . . A2-3
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-3
Electronic Display Panel (EDP) . . . . . . . . . . . . . D25-1 Emergency Truck Operation. . . . . . . . . . . . . . . . D22-8
N4-4 N4-5 N4-5 N4-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
F
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Fault Code Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cummins Engine . . . . . . . . . . . . . . . . . . . . . . D22-21 Electronic Display Panel . . . . . . . . . . . . . . . . D22-11 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . D22-15 PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-13 Suspension Controller . . . . . . . . . . . . . . . . . . D22-12 Transmission Controller . . . . . . . . . . . . . . . . . D22-18 Filter, Engine Air . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Filter, Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Filters, Hydraulic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Pressure (Steering) . . . . . . . . . . . . . . . . . . .L9-3 Low Pressure (Brake, Hoist, Transmission) . . . .L9-4 Final Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Planetaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
Hoist Relief Valve (Adjustment) . . . . . . . . . . . . . .L10-7 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Cooling Circuit Pump. . . . . . . . . . . . . . . .L3-10 Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1 Hoist Circuit Pump . . . . . . . . . . . . . . . . . . . . . . .L3-10 Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1 Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . .L6-16 System Flushing Procedure. . . . . . . . . . . . . . . . .L3-9 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Troubleshooting, Steering System . . . . . . . . . . .L6-26
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
I
Flushing, Hydraulic System . . . . . . . . . . . . . . . . . .L3-9 Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-3
L
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-1 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1 Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1 Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
G Grille & Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Q1-2
Alphabetical Index
Q01051
M
R
Maintenance Information Screens. . . . . . . . . . . . D32-5
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
MOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1
Real Time Data Tables . . . . . . . . . . . . . . . . . . . . D34-1
Metric Capscrews, Torque Chart . . . . . . . . . . . . . . A5-6
Rear Axle Assembly . . . . . . . . . . . . . . . . . . . . . . .G5-1
Metric Conversion Chart . . . . . . . . . . . . . . . . . . . . A5-1
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1 Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
N
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . . H4-3
Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Retard Control and Monitor (RCM) . . . . . . . . . . . D26-1
O
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . J3-28
Oiling and Charging Procedure, Susp. . . . . . . . . . H4-1 Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire Control Systems . . . . . . . . . . . . . . . . . . . . .M2-1 Fuel, Quick Fill . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 3-Mode Suspension Control . . . . . . . . . . . . . . . D27-1 Traction Control (ASR) . . . . . . . . . . . . . . . . . . . D26-3
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-3 Rock Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
S Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3 Starter, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
P
Solenoid, Bleeddown . . . . . . . . . . . . . . . . . . . . . . . L4-4
Panhard Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sealants & Adhesives . . . . . . . . . . . . . . . . . . . . . A5-5 Suspension Oil . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Nitrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1 Planetary Assemblies . . . . . . . . . . . . . . . . . . . . . . G6-1 Powertrain Management Control System . . . . . . D22-1 Fault Codes, PMC System . . . . . . . . . . . . . . . D22-10 Pressure Control Adjustment, Pump . . . . . . . . . . L10-4 Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . L3-10 Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-16
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-1 Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulator Charging Procedure . . . . . . . . . . . L6-12 Circuit Test Procedure. . . . . . . . . . . . . . . . . . . . L10-3 Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-13 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-26 Wheel & Controls . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Storage Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-11 Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13 Strainer, Hydraulic Tank . . . . . . . . . . . . . . . . . . . . L3-7 Suspension A-Frame . . . . . . . . . . . . . . . . . . . . . . .G3-6 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Q01051
Alphabetical Index
Q1-3
T
V
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1 Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . .L4-4 Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 ECMV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-16 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Hoist Relief, Adjustment. . . . . . . . . . . . . . . . . . .L10-7 Hoist Power-down Spool Limit Solenoid . . . . . . .L7-6 Hoist Power-up Spool Limit Solenoid. . . . . . . . . .L7-6 Pressure Compensator, Adjustment . . . . . . . . .L10-4 Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Steering Control . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1 Torque Converter Relief . . . . . . . . . . . . . . . . . . . F2-6 Torque Converter Regulator. . . . . . . . . . . . . . . . F2-8 Transmission Control . . . . . . . . . . . . . . . . . . . . F2-14
Tires and Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1 Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . .F2-4 Torque Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Metric Capscrews . . . . . . . . . . . . . . . . . . . . . . . A5-2 Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-6 12-Point Capscrews (Grade 9) . . . . . . . . . . . . A5-6 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-11 Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F3-1 Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . .F6-6 Sensors & Switches . . . . . . . . . . . . . . . . . . . . . . .F6-7 Transmission Controller (ATC) . . . . . . . . . . . . D24-1 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . J4-15 Hoist System . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19 MOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-13 PMC System . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5 Retard and Control Monitor Controller . . . . . . . D26-6 Suspension Controller . . . . . . . . . . . . . . . . . . . D27-8 Transmission Controller . . . . . . . . . . . . . . . . . . D24-9 Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-26 Transmission/Torque Converter . . . . . . . . . . . . . .F6-9
Q1-4
W Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4 Wheel Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5 Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-1 Wheels and Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5 Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Alphabetical Index
Q01051
SECTION R SYSTEM SCHEMATICS INDEX
HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ED8475
HYDRAULIC BRAKE SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EH1946
ELECTRICAL WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EH8407
ELECTRICAL HOOK-UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH8411
R01042 04/04
Index
R1-1
NOTES
R1-2
Index
04/04 R01042
BRAKE SCHEMATIC HD1500 A30039 - A30077 EH1946
®
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