Ce Bd 008300

Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.

This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except in accordance with written authorization from Komatsu Mining Systems, Inc. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local distributor for information on the latest revision.

CALIFORNIA Proposition 65 Warning Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects and other reproductive harm.

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 accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of metric and (U.S. standard) units throughout. 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 Introduction section and individual torques are provided in the text in bold face type, such as 723 kg.m (100 ft.lbs.) torque. All torque specifications have ± 10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame upright in front of the left side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W. (Gross Vehicle Weight) rating. The KOMATSU Haulpak Model designation consists of three numbers and one letter (i.e. 530M). The three numbers represent the basic truck model. The letter ‘‘M’’ designates a Mechanical drive and the letter ‘‘E’’ designates an Electrical propulsion system. The Product Identification Number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service parts and/or warranty consideration. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload. To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories, body liners, tailgates, etc.) and then weigh truck. Record this value and subtract from the GVW rating. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often as practical.

Exceeding the allowable payload will reduce expected life of truck components.

A00018 11/97

Introduction

A-1

This ‘‘ALERT’’ symbol is used with the signal words, ‘‘CAUTION’’, ‘‘DANGER’’, and ‘‘WARNING’’ in this manual to alert the reader to hazards arising from improper operating and maintenance practices.

‘‘DANGER’’ identifies a specific potential hazard WHICH WILL RESULT in either INJURY OR DEATH if proper precautions are not taken.

‘‘WARNING’’ identifies a specific potential hazard WHICH MAY RESULT in either INJURY OR DEATH if proper precautions are not taken.

‘‘CAUTION’’ is used for general reminders of proper safety practices OR to direct the reader’s attention to avoid unsafe or improper practices which may result in damage to the equipment.

A-2

Introduction

A00018 11/97

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 (NO AIR SYSTEM ON THIS TRUCK) . . . . . . . . . . . . . . . . . . . . . . . . . . K HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M

OPERATOR’S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

N

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Q

SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R

A00018 11/97

Introduction

A-3

KOMATSU 530M Haulpak Truck

A-4

Introduction

A00018 11/97

SECTION A

GENERAL INFORMATION

INDEX

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

GENERAL SAFETY AND TRUCK OPERATION

. . . . . . . . . . . . . . . . . . . . . . . . . A3-1

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

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

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

A01001 2/94

Index

A1-1

NOTES

A1-2

Index

A01001 2/94

MAJOR COMPONENTS AND SPECIFICATIONS ENGINE

POWER STEERING

The KOMATSU 530M Haulpak Truck is powered by a Cummins KTA-50 diesel engine, Rated for 1082 kW (1450 SAE Brake HP) @ 1900 RPM.

The 530M Haulpak 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 (7) forward speeds and one (1) reverse gear. Automatic shifting is controlled by electronic shift control 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 pulling the lever on the R.H. side of the steering wheel, actuates 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.

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 contol lever which is mounted on the steering column, or by using the foot-operated brake pedal.

SUSPENSION OPERATOR’S CAB The Haulpak Operator’s Cab has been engineered for operator comfort and to allow for efficient and safe operation of the truck.

Hydro-pneumatic suspension cylinders are used at each wheel to reduce shock and provide riding comfort for the operator and machine stability.

The cab provides for wide visibility, with an integral 4-post ROPS/FOPS stucture, and an advanced analog operator envirnment. 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.

A02038 7/99

Major Components and Specifications

A2-1

530M MAJOR COMPONENTS

A2-2


A02038 7/99

SPECIFICATIONS SERVICE CAPACITIES

ENGINE Cummins

. . . . . . . . . . . . . . . . .

KTA-50

Number of Cylinders . . . . . . . . . . . . . . . 16 Operating Cycle (diesel) . . . . . . . . . . 4-Stroke Rated.......1082 .....................kW .. (1450 SAE Brake HP) @ 1900 RPM Flywheel . 1027 kW ( 1377 SAE HP) @ 1900 RPM Weight (dry) . . . . . . . . . 4932 kg (10,873 lbs)

TORQFLOW 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 . . . . . . . . . . . . . 10.3 . . . . . . 6.4 2 . . . . . . . . . . . . . 13.8 . . . . . . 8.6 3 . . . . . . . . . . . . . 18.4 . . . . . 11.4 4 . . . . . . . . . . . . . 23.2 . . . . . 14.4 5 . . . . . . . . . . . . . 31.1 . . . . . 19.3 6 . . . . . . . . . . . . . 42.0 . . . . . 26.1 7 . . . . . . . . . . . . . 58.0 . . . . . 36.0 Rev . . . . . . . . . . . . . 9.4 . . . . . . 5.8

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) Alternator . . . . . . .

. . . 4 x 12V / 220 A. Hr. 24 Volt, 100 Ampere Output

Lighting . . . . . . . . . . . . . . . . . . . Starters

24 Volt

. . . . . . . . . Two (2) - 24 Volt Electric

A02038 7/99

. . . . . . . . . . . . . . Liters . U.S. Gallons Cummins . . . . . . . . . . 170 . . . . . (44.9) (Includes Lube Oil Filters) Cooling System . . . . . . 511 . . . . (135.0) Fuel Tank . . . . . . . . . . 2120 . . . . (560.0) Transmission . . . . . . . . 120 . . . . . (31.7) And Torque Converter Hydraulic System . . . . . . 710 . . . . (187.6) (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 Hoisting . . . . . . . 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 Emergency Brakes: An emergency brake valve actuates the brakes automatically, if the hydraulic pressure drops below a pre-set value. Manual operation is also possible.


A2-3

STEERING

OVERALL TRUCK DIMENSIONS

Turning Circle Diameter (SAE) . . . . 24.4 m (80 ft)

Loading Height

Automatic Emergency Steering

Minimum Clearance Height . . . . . 5.85 m (19’ 2")

. . 2 Accumulators

. . . . . . . . . . 4.965 m (16’ 3")

Overall Length . . . . . . . . . . . 11.48 m (37’ 8")

TIRES

Maximum Width . . . . . . . . . . . 6.62 m (21’ 9")

Rock Service (E-3) . . . . . . . . . . . . Tubeless

WEIGHT DISTRIBUTION

Standard . . . . . . . . . . . . . . . .

Based on SAE 2:1 Heaped . . . 78 m3 (102 yds3) (w/Cummins Engine; and . . . . . 33.00 R51 Tires) EMPTY . . . . . . . . Kilograms . . . Pounds Front Axle . . . . . . . 48 795 . . . 107,575 Rear Axle . . . . . . . 51 195 . . . 112,865 Total . . . . . . . . . . 99 990 . . . 220,440 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

Rim Size . .

33.00 R51

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 All dimensions shown are with 33.00 R51 tires.

A2-4


A02038 7/99

GENERAL SAFETY Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority. The following safety rules are provided as a guide for the operator. However, local conditions and regulations may add many more to this list.

SAFETY IS THINKING AHEAD Prevention is the best safety program. Prevent a potential accident by knowing the employer’s safety requirements, all necessary job site regulations as well as use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to operate the Haulpak Truck.

Safe practices start before the operator gets to the equipment! 1. Wear the proper clothing. Loose fitting clothing, unbuttoned sleeves and jackets, jewelry, etc., can catch on a protrusion and cause a potential hazard. 2. 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. 3. 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 Inspection 4. Before operating truck, a careful visual inspection should be completed. Report any items that need attention to the proper authority. a. Visually inspect all headlights, worklights, clearance lights, and taillights for damage and be certain lenses are clean. Good visibility may prevent an accident. b. Visually inspect entire truck for oil or coolant leaks, and loose nuts and bolts, especially at the load carrying areas, such as: wheels, suspensions, steering, and brakes.

A03008

If engine has been running, allow coolant to cool before removing the fill cap or draining radiator. Any operating fluid, such as hydraulic oil, or engine coolant 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 who is familiar with this type of injury is not received immediately. c. When checking coolant in radiator, relieve pressure before removing radiator cap.

Do not stand in front of rim and locking ring when inflating tire. d. Check tires for cuts, damage or ‘‘bubbles’’. Check tires for proper inflation. If tire is warm from operation, allow tire to cool before adjusting tire pressure. If inflation is needed, use an air chuck with extension hose clipped on the tire inflation valve to allow service from behind the tread of the tire and away from front of wheel. e. Clean ladder and handrails of any foreign material such as ice, snow, mud or oil. f. Upon completion of an exterior inspection of the truck, clean mud, grease, or snow from shoes before climbing access ladder. Preparing For Operation

Always mount and dismount facing the truck. Never attempt to mount or dismount the truck while it is in motion. 5. Always use handrails and ladder when mounting or dismounting from the truck. 6. Check the deck areas for debris, loose hardware or tools.

General Safety and Operating Instructions

A3-1

7. Become familiar with all protective equipment devices on the truck and insure that these items (anti-skid material, grab bars, seat belts, etc.) are securely in place. 8. Read and understand the contents of this manual. Read the sections pertaining to safety and operating instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls before attempting operation of the truck. Read and understand WARNING and CAUTION decals in the operator’s cab. 9. Keep all unauthorized reading material out of truck cab. 10. Do not carry tools and supplies or allow trash to accumulate in cab of truck. 11. Insure steering wheel, horn, controls and pedals are free of any oil, grease or mud.

21. 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! 22. Report immediately to supervisor any conditions on haul road, pit or dump area that may cause an operating hazard. 23. Check for flat tires periodically during shift. If truck has been run on a ‘‘flat’’, it must not be parked in a building until the tire cools. If tire must be changed, do not stand in front of rim and locking ring when inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side of such tires.

12. Insure headlights, worklights and taillights are in proper working order. 13. Insure windshield and all cab windows are clean and unbroken. Good visibility may prevent an accident. 14. Check operation of windshield wiper, condition of wiper blades, and check washer reservoir for fluid level. 15. Be familiar with all steering and brake system controls and warning devices, road speeds and loading capabilities, before operating the truck.

Tire and rim assembly may expode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near tire and wheel area. If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at least 50 ft. (15 m) from the tread of the tire. In the event of fire in the tire and wheel area (including brake fires), stay away from the truck at least 8 hours or until the tire and wheel are cool.

Truck Operation 16. DO NOT leave truck unattended while engine is running.

24. Always have parking brake applied when the truck is parked and unattended.

17. WEAR SEAT BELTS AT ALL TIMES. Only authorized persons are allowed to ride in truck. Riders should be in cab only.

25. When parking, park a safe distance from other vehicles as determined by supervisor.

18. Do not allow anyone to ride on decks or steps of truck.

26. Keep serviceable fire fighting equipment at hand. Report used extinguishers for replacement or refilling.

19. Do not allow anyone to get on or off truck while it is in motion. 20. Do not move truck into or out of a building without a signal person present.

A3-2

27. 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.


A03008

ADDITIONAL JOB SITE RULES Use this space to add any ADDITIONAL Job Site Rules not covered in any of the previous discussions. _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________

A03008


A3-3

WHEN REPAIRS ARE NECESSARY 1. Only qualified maintenance personnel who understand the systems being repaired should accomplish repairs. 2. Many components on the truck are large and heavy. Insure that lifting equipment - hoists, slings, chains, lifting eyes - are of adequate capacity to handle the lift. 3. DO NOT WORK under a suspended load. Do not work under raised body unless body safety cables, props, or pins are in place to hold the body in up position. 4. Do not repair or service truck while engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. 5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Be certain to follow all current regulations for handling and recycling refrigerants. 6. Follow package directions carefully when using 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 auxililary 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 transmission electronic control components before making welding repairs. Always fasten the welding machine ground (-) lead to the piece being welded; grounding clamp MUST BE ATTACHED AS NEAR AS POSSIBLE to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components.

A3-4

9. If truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special towing precautions. (Also refer to Towing Procedure in OPERATING INSTRUCTIONS.) 10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.

Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a 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 rim and locking ring when inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side of such tires. Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite, causing explosion of tire and rim. 14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should move the truck under its own power in the repair facility or during road testing after repairs are complete.


A03008

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 made by the operator before attempting to start the engine. SAFETY IS THINKING AHEAD Prevention is the best safety program. Prevent a potential accident by knowing the employer’s safety requirements and all necessary job site regulations, as well as use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to operate or maintain the Haulpak 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 made before the operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the truck and its components to insure that the truck is safe to operate before entering the 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, and continuing forward up the opposite side of the truck to the original starting point. If these steps are taken in sequence, and are repeated from the same point and in the same direction before every shift, many potential problems may be avoided.

A03008

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. Local work practices may prevent an operator from performing all tasks suggested here, but to the extent permitted, the operator should follow this or similar routine. 1. Start at left front of 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 unbroken. 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. Check that the suspension extension (exposed piston rod) is correct, and that there are no leaks. 3. With engine stopped, check engine oil level. Check that the engine oil filters or oil lines to filters are not leaking. 4. Inspect fan and air conditioner belts for correct tension, obvious wear, and tracking. Inspect fan guard for security and condition. 5. Move outboard of the front wheel, and inspect attaching lugs/wedges to be sure all are tight and complete. Check tires for cuts, damage or ‘‘bubbles’’ and that inflation appears to be correct. 6. Move behind the rear of the front wheel, inspect for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it is all in place. Inspect the tie-rod pivots and steering cylinder for proper greasing, and for security of all parts. Inspect for any hydraulic leaks. 7. Inspect sight glass for transmission oil level. Check pumps on front of transmission for leakage and check that all parts are secure. 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 sight glass with engine stopped and body down.


A3-5

START HERE

KOMATSU 530M Haulpak Truck

A3-6


A03008

9. Move on around the hydraulic tank and in front of the rear dual tires, inspect the hoist cylinder for any damage and leaks. Inspect both upper and lower hoist cylinder pins for security, and for proper greasing.

19. Move on around the fuel tank, inspect the fuel quantity gauge. Inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank for the security and condition of the mounts.

10. Before leaving this position, look to see that there is no leakage or any other unusual condition with transmission or drive shaft.

20. Move in behind the right front wheel, and inspect the tie-rod pivots and steering cylinder for proper greasing, and for security of all parts.Be sure the suspension protective cover is in good condition. Check suspension attaching hardware and suspension extension, as well as greasing and attaching hardware for the steering cylinder.

11. Move on around the dual tires, check to see that all lugs/wedges are in place and tight. Inspect wheel for any leakage that may be coming from inside the wheel housing that would indicate planetary leakage. Check dual tires for cuts, damage or ‘‘bubbles’’ and that inflation appears to be correct. If truck has been run on a ‘‘flat’’, the tire must be cooled before parking truck inside. Inspect for any rocks that might be lodged between dual tires, and that rock ejector is in good condition and straight so that it can not damage a tire. 12. Inspect left rear suspension for damage and for proper inflation, and that there are no leaks. Inspect also for proper greasing, and that covers over the chromed piston rod are in good condition. 13. Check final drive housing breather. Replace breather if obstructed. Check for leakage around final drive housing and wet disc brake housings and the hoses connected to the housings. 14. While standing behind final drive housing, look up to see that rear lights are in good condition, along with back up horns. Inspect linkage rods to see that all locations are getting proper greasing.

21. Move out and around the right front wheel, inspect that all lugs/wedges are in place and tight. 22. Move in behind the front of the right front wheel, check hub and the oil disc brakes for leaks and any unusual condition. Inspect the engine compartment for any leaks and unusual condition. Inspect the fan guard, and belts also for any rags or debris behind radiator. 23. Move on around to the right front of the truck. 24. As you move in front of the radiator, inspect for any debris that might be stuck in front of the radiator and remove it. Check for any coolant leaks. Inspect all headlamps and fog lights. 25. Before climbing ladder to first level, be sure ground level engine shutdown switch is ‘‘ON’’ (if equipped). 26. Climb ladder to main deck. Always use grab rails and ladder when mounting or dismounting from the truck. Clean ladder and hand rails of any foreign material, such as ice, snow, oil or mud.

Also look at both body hinge pins for greasing and any abnormal condition. 15. Perform the same inspection on the right rear suspension as done on the left. 16. Move on around the right dual tires, inspect between the tires for rocks, and for condition of the rock ejector, inspect the tires for cuts or damage, and for correct inflation.

Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion.

17. Perform the same inspection for wheel lugs, wedges, wheel cover latches, and for leaks that was done on the left hand dual wheels. 18. Move in front of right dual tires, and inspect the hoist cylinder the same as was done on the left side.

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27. When checking coolant in radiator, use coolant level sight gauge (if equipped) or observe coolant level through opening in end of hood. If it is necessary to remove radiator cap, shut down engine (if running), and relieve coolant pressure SLOWLY before removing radiator cap.

If engine has been running, allow coolant to cool, before removing the fill cap or draining radiator. Serious burns may result if coolant is not allowed to cool.

2. Check and insure Transmission Range Selector is in ‘‘Neutral’’ before starting. 3. Do not attempt to start engine while cold weather starting heater (if equipped) is in operation. 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.

28. Inspect battery box cover for looseness or damage.

Use this key position to stop the engine when it is running.

29. Check air cleaner indicator. If the RED area is showing in the indicator, the air filter must be cleaned/replaced before operating truck.

When the switch is rotated one position clockwise, it is in the ‘‘Run’’ position and all electrical circuits (except ‘‘Start’’) are energized.

30. Clean cab windows and mirrors; clean out cab floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or mud. 31. Stow personal gear in cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operator’s cab, should be cleared. Do not carry tools or supplies in cab of truck or on the deck. 32. Adjust seat and steering wheel so that it is comfortable for use. 33. Read and understand the OPERATOR CONTROLS AND INSTRUMENT PANEL discussion in the Operation & Maintenance Manual. Be familiar with all control locations and functions BEFORE operating truck.

With Transmission Selector Lever in the ‘‘Neutral’’ position, rotate key switch fully clockwise to ‘‘start’’ position (Transmission Range Selector in ‘‘Neutral’’) and hold this position until engine starts (see NOTE below). ‘‘Start’’ position is spring loaded to return to ‘‘run’’ when key is released. NOTE: The starter is equipped with an 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 truck is also equipped with Engine Starting Aid for cold weather starting, the Engine

ENGINE START-UP SAFETY PRACTICES Safety rules must be observed upon engine start-up.

Insure adequate ventilation before start-up, if the truck is in an enclosure. Exhaust fumes are dangerous! 1. Insure all personnel are clear of truck before starting engine. Always sound the horn as a warning before actuating any operational controls.

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Prelube System should be engaged FIRST for 5-10 seconds, or until starter is engaged, BEFORE activating the Engine Starting Aid . Starting fluid is extremely volatile and flammable! Use with extreme care. If 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


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switch ‘‘in’’ for three seconds; then release. Turn the key switch to the ‘‘start’’ position. If 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 starter motor cooling before attempting to start engine again. Severe damage to starter motor can result from overheating. 5. The truck cannot be push started. Transmission lube and control systems are inoperative when engine is not running. 6. When getting a battery assist 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 booster cable to 24V positive (+) post of battery needing assist, and other lead of the booster cable to the 24V positive (+) post of auxiliary battery. Connect one lead of second booster cable to 24V negative (-) post of auxiliary battery and then connect 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: The KOMATSU 530M Haulpak 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.

AFTER ENGINE HAS STARTED 1. Become thoroughly familiar with steering and emergency controls. Test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the truck’s brake circuits at least twice prior to operating and moving the truck. These circuits include individual activation from the operator’s cab of the service brake, retarder control lever, parking brake switch, brake lock switch, and emergency brake switch. Activate each circuit individually with the engine running and with the hydraulic circuit fully charged. 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 truck until brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the truck to insure proper system operation and proper instrument functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Insure headlights, worklights and taillights are in proper working order. Good visibility may prevent an accident. Check operation of windshield wiper and washer. 5. When truck body is in dump position, do not allow anyone beneath it, unless body-up retaining device is in place. 6. Do not use the fire extinguisher for any purpose other than putting out a fire! If extinguisher is discharged, report the occurrence so the used unit can be refilled or replaced. 7. Do not allow unauthorized personnel to ride in the truck. Do not allow anyone to ride on the ladder or on the deck of the truck. 8. Do not leave truck unattended while engine is running. Shutdown engine before leaving cab.

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LOADING

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.

1. Pull into the loading area with caution. Remain at a safe distance while truck ahead is being loaded. 2. Do not drive over unprotected power cables. 3. When approaching or leaving a loading area, watch out for other vehicles and for personnel working in the area.

If any of the red warning lights come ‘‘On’’ or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop truck as soon as safety permits, shut down engine if problem indicates and have problem corrected before resuming truck operation.

4. When pulling in under a loader or shovel, follow ‘‘Spotter’’ or ‘‘Shovel Operator’’ signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similiar pattern.

1. Always sound the warning horn before moving the truck. When backing the truck, give 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. Look to the rear before backing the truck. Watch for and obey ground spotter’s hand signals before making any reverse movements. Spotter should have a clear view of the total area at the rear of the truck.

5. Operator should remain in truck cab with engine running while truck is being loaded. Place Transmission Range Selector in ‘‘Neutral’’ and apply the Brake Lock Switch.

2. Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab compartment while truck is in operation. Keep a firm grip on steering wheel at all times. 3. Check gauges and instruments frequently during operation for proper readings. 4. Observe all regulations pertaining to the job site’s traffic pattern. Be alert to any unusual traffic pattern. Match the truck speed to haul road conditions and slow the truck in any congested area. Obey the spotter’s signals at shovel and dump. 5. Do not allow engine to run at ‘‘Idle’’ for extended periods of time. 6. Check parking brake periodically during working shift. Use parking brake for parking only. Do not attempt to apply parking brake while 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 fill area. 9. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.

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If operator must leave truck cab during loading, engine must be shut down and parking brake applied. DO NOT use emergency brake for parking. Remain far enough away from truck to avoid being struck by flying material. 6. When truck is loaded, pull away from shovel as quickly as possible, but with extreme caution.

HAULING 1. Always stay alert! If unfamiliar with the road, drive with extreme caution. 2. Govern truck speed by the road conditions, weather and visibility. 3. Operate truck so it is under control at all times. 4. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles. 5. Obey all road signs. 6. Always dim headlights when meeting oncoming vehicles. 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.


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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.

System components can accept heating at a higher-than-continuous rate for a short period of time, beyond which the system would become over-temperature. The short-length rating (sometimes called the ‘‘three-minute’’ 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 RPM between 2000 ---- 2100 RPM, and • When descending a grade, the operator should apply the retarder lever/foot pedal and observe both the Tachometer and the Brake Oil Temperature Gauge . The engine RPM must be maintained at 2000 -- 2100 RPM and the Brake Oil Temperature must be maintained below 248oF (120oC).

Retarder Operation 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 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.

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If the operator observes that either the maximum engine speed of 2100 RPM or the Brake Oil Temperature of 248oF (120oC) 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. Continue this procedure to downshift to the required gear range to maintain engine speed at 2000 -- 2100 RPM and brake oil temperature below 248oF (120oC). When the proper gear range is attained, continue to use the retarder as needed to maintain a safe, productive speed.


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If brake oil temperature exceeds 248oF (120oC), 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 transmission range selector to ‘‘Neutral’’, apply the parking brake, and run engine at high idle. Continue to run engine at high idle until Brake Oil Temperature Warning light turns off and brake oil temperature cools to below 248oF (120oC). If 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.

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.

9. When operating truck in darkness or when visibility is poor, do not move truck unless headlights are on. Do not back truck if back-up horn or lights are inoperative. 10. When backing the truck, give 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 truck to a safe place, apply parking brake, shut down engine, block 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 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 truck is in motion or unattended. 15. Check for flat tires periodically during shift. If truck has been run on a ‘‘flat’’, it must not be parked in a building until the tire cools.

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To Raise dump body:

DUMPING 1. Pull into dump area with extreme caution. Make sure area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. Avoid unstable areas. Stay a safe distance from edge of dump area. Position truck on a solid, level surface before dumping.

As body raises, the truck Center of Gravity (CG) will move. Truck must be on level surface to prevent tipping / rolling!

2. Carefully maneuver truck into dump position. When backing truck into dump position, use only the foot-operated brake pedal to stop and hold truck. 3. When in dump position, place transmission range selector at the ‘‘Neutral’’ position, 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 body hinge pins. If it is necessary to dump this kind of material, refer to the CAUTION in the following procedure: 4. Pull the Hoist Control Lever back to the ‘‘RAISE’’ position and release 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 hoist speed. Refer to the CAUTION below. When body is near the maximum angle, reduce engine RPM (reduce foot pressure on the accelerator pedal) to reduce shock load to the hydraulic system and hoist cylinders.

If dumping very large rocks or sticky material as decribed 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 material does not continue moving and clear dump body, repeat this procedure until material has cleared dump body. HOIST CONTROL VALVE 1. Hoist Control Lever 3. ‘‘DOWN’’ Position 2. ‘‘FLOAT’’/"HOLD" 4. ‘‘RAISE’’ Position Postion 5. Center Console ← ARROW Points to Front of Truck

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 dump lever again to ‘‘RAISE’’ position and dump body will rise until 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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To Lower Body:

SAFE PARKING PROCEDURES

7. After material being dumped clears the dump body, lower body to 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 dump 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 ‘‘D’’ (Drive), release Brake Lock switch, and drive forward to clear material. Stop, shift Transmission Range Selector to ‘‘N’’ (Neutral), apply Brake Lock switch and lower dump body. See NOTE : * below.

The truck is not to be moved with the dump body raised except for emergency moves only. Failure to lower the dump body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. NOTE: When traveling, always place the dump lever at the FLOAT position, regardless of whether or not the truck is loaded. * If the transmission range selector is moved to any position other than ‘‘N’’ (neutral) when the dump lever is not at the FLOAT position, the central warning lamp will flash and the alarm buzzer will sound intermittently. 9. With body returned to frame, move Transmission Range Selector to ‘‘D’’ (Drive), release Brake Lock switch, and leave dump area carefully.

In the event that the equipment is being worked in consecutive shifts, any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released to another operator. 1. The truck should be parked on level ground, if at all possible. If parking must be done on a grade, the truck should be positioned at right angles to the grade. 2. The parking brake must be applied and/or chocks placed fore/aft of wheels so that the truck cannot roll. Each truck should be parked at a reasonable distance from another. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot most visible to other machines in the area. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight or with flares at night.

SHUTDOWN PROCEDURE The following sequence of shutdown procedure is important and should be followed at each shutdown.

1. Stop truck, reduce engine RPM to low idle. Place Transmission Range Selector in ‘‘Neutral’’ and apply parking brake. 2. Allow engine to cool gradually by running at low idle for 3 to 5 minutes. 3. Turn keyswitch to the ‘‘off’’ position to stop engine. 4. Close and lock all windows, remove key from key switch and lock cab to prevent possible unauthorized truck operation. 5. Dismount truck properly.

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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. Towing a disabled truck requires a rigid tow bar capable of towing at least 1.5 times the Gross Vehicle Weight (GVW) of the vehicle being towed. NEVER use cable for towing a disabled vehicle! When towing becomes necessary, use the tow eyes installed under the front frame/bumper and take the following precautions: 1. Block disabled truck to prevent movement while preparing truck for towing and attaching tow bar. Inspect tow bar for capacity (it must be capable of towing at least 1.5 times the Gross Vehicle Weight of vehicle being towed). 2. Determine primary reason that vehicle is disabled. a. If truck is disabled because of a suspected final drive problem, both right and left planetary sun gears/drive axles should be removed before any towing. (Refer to Section ‘‘G’’ in the Shop Manual for procedure.) Extensive secondary damage can occur to final drive components and/or transmission, if truck is towed without first removing sun gears/drive axles. b. If truck is disabled because of a suspected transmission problem, and the towing distance surpasses 800m (2,625 ft), remove the drive shaft between the transmission and the differential case (if final drive sun gears have not been removed). c. If the engine of the disabled truck is operable; keep the engine running while towing, so that the steering and braking can be used. d. If the engine is NOT operable, hydraulic power for steering and braking and transmission lubrication will not be available. Install the necessary hydraulic connections between the towing vehicle and the disabled truck to provide hydraulic power for steering and braking. (Refer to the decals on the truck near the hydraulic manifold.) Disconnect transmission as stated above.

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3. Determine that towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 4. Protect both operators in the event of tow bar failure.

5. Release disabled truck brakes and remove all blocking.

Do not tow the truck any faster than 8 kph (5 MPH). 6. Sudden movement may cause tow bar failure. Smooth and gradual truck movement is preferred. 7. Minimize tow angle at all times NEVER EXCEED 30o. The towed truck must be steered in the direction of the tow bar.


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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 KOMATSU 530M Haulpak truck. The plates and decals listed here are typical of this 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.

Never apply the auxiliary brake switch when the truck is moving, except as an emergency measure. A Grade/Speed plate showing Retarding Capacities is located on the left front post of the operator’s cab and

. . . . . . . . . . . . . . . . . . . . . . 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. Depress the button again to release the auxiliary

provides the recommended MAXIMUM speeds to be used when descending various grades with a loaded truck. Refer to ‘‘Hauling/Retarder Operation’’, OPERATING INSTRUCTIONS, Section 3, of the Operation & Maintenance, for complete details regarding the use of the information on this chart. brake; the light will turn ‘‘Off’’. When the auxiliary brake switch is activated, full, unmodulated hydraulic brake pressure is applied to all wheels. The parking brake is also applied.

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Always refer to the decal in operator’s cab. This decal may change with OPTIONAL truck equipment such as: tire sizes, etc.

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.

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Warning plates are attached to both the hydraulic tank and fuel tank to alert technicians not to work on the truck with the body in the raised position unless body-up retention device (pins or cable) is in position.

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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.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 radiator cap while engine is hot. Severe burns may result.

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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 fillercap. 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.

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A plate is located next to filler cap on fuel cap which specifies Diesel Fuel Only. Care should be taken to open cap slowly and bleed off pressure that may be in tank when removing filler cap. Operation and Maintenance Manual refered to is from Engine Manufacturer.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 OR 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.

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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 4, ‘‘Lubrication and Service’’, for more complete lubrication instructions.

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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 . 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

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TABLE I . . . . . . COMMON CONVERSIONS METRIC -to- ENGLISH . . A5-1 TABLE IISTANDARD TIGHTENING TORQUE . . . . . . . For Capscrews and Nuts A5-2 TABLE IIISTANDARD TIGHTENING TORQUE . . . . . . . . . . For Split Flange Bolts A5-2 TABLE IV . . . . . TIGHTENING TORQUE FOR . . Flared Tube And Hose Fittings A5-2 TABLE V TEMPERATURE CONVERSIONS

A5-3

TABLE VI . . . . . . TORQUE CONVERSIONS . . kilogram.meters To foot pounds A5-3 TABLE VII . . . . . . TORQUE CONVERSIONS kilogram.meters To Newton.meters A5-3 TABLEVIII . . . . PRESSURE CONVERSIONS . . . . . . . . . . . kg/cm2 To (psi) A5-4 TABLE IX . . . . PRESSURE CONVERSIONS . . . . . . . . . . . . kg/cm2 To kPa A5-4 TABLE X . . . PRESSURE CONVERSIONS . . . . . . . . . . . . . . . . psi To kPa A5-4 SEALANTS AND ADHESIVES . . . . . . . . . .

A5-5

TABLE XISTANDARD TIGHTENING TORQUE . . . For SAE Capscrews and Nuts A5-6 TABLE XII . STANDARD ASSEMBLY TORQUE 12-Pt, Grade 9, Capscrews (SAE) A5-6 TABLE XIII. JIC . Swivel Nuts Torque Chart (SAE) A5-7 TABLE XIV . Pipe Thread Torque Chart (SAE) A5-7

TABLE I – COMMON CONVERSIONS METRIC -to- ENGLISH TO CONVERT MULTIPLY BY FROM TO millimeter (mm) inch – in. 0.0394 centimeter (cm) inch – in. 0.3937 meter (m) foot – ft. 3.2808 meter (m) yard – yd. 1.0936 kilometer (km) mile – mi. 0.6210 sq. centimeters (cm2) sq. in. – in.2 0.1550 2 sq. centimeters (cm ) sq. ft. – ft.2 0.001 cu. centimeters (cm3) cu. in. – in.3 0.061 liters (l) cu. in. – in.3 61.02 cu. meters (m3) cu. ft. – ft.3 35.314 liters (l) cu. ft. – ft.3 0.0353 grams (g) ounce – oz. 0.0353 milliliter (ml) fluid ounce – fl. oz. 0.0338 kilogram (kg) pound (mass) 2.2046 Newton (N) pound (force) – lbs. 0.2248 Newton.meters (N.m) kilogram.meters (kg.m) 0.102 Newton.meters (N.m) ft. lbs. (force) 0.7376 kilogram.meters (kg.m) ft. lbs. (force) 7.2329 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 kilopascals (kPa) psi (pressure) 0.1450 megapascals (MPa) psi (pressure) 145.038 kilograms/cm2 (kg/cm2) psi (pressure) 14.2231 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068 kilogram (kg) ton (short) 0.0011 metric ton ton (short) 1.1023 liters (l) quart – qt. 1.0567 liters (l) gallon – gal. 0.2642 Watts HP (horsepower) 0.00134 kilowatts (kW) HP (horsepower) 1.3410

TABLE XV . O-Ring Boss Torque Chart (SAE) A5-7 TABLE XVI ....O-Ring ........ Face Seal Torque Cht (SAE) A5-7 TABLE XVII . . . . . COMMON CONVERSIONS ENGLISH -to- METRIC ............ A5-8

A05005 12/01

Standard Tables

A5-1

TABLE I STANDARD TIGHTENING TORQUE FOR METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY Capscrew Thread Diameter (mm)

Width Across Flat (mm)

6 8 10 12 14 16 18 20 22 24 27 30 33 36 39

10 13 17 19 22 24 27 30 32 36 41 46 50 55 60

Kilogram.meters (kg.m)

Newton.meters (N.m)

Foot Pounds (ft.lbs.)

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.

TABLE III TIGHTENING TORQUE FOR SPLIT FLANGE BOLTS Capscrew Thread Diameter (mm)


10 12 16

14 17 22


Newton.meters (N.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.

TABLE IV TIGHTENING TORQUE FOR FLARED TUBE AND HOSE FITTINGS Thread Diameter of Nut (mm)


14 18 22 24 30 33 36 42

19 24 27 32 36 41 46 55

A5-2


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


Tolerances ±10% 18 36 58 101 130 145 180 215

A05005 12/01

TABLE V

TEMPERATURE CONVERSIONS

FORMULA: F° – 32 ÷ 1.8 = C° C° x 1.8 + 32 = F° CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT C° F° C° F° C° F° 121 250 482 63 145 293 4 40 104 118 245 473 60 140 284 2 35 95 116 240 464 57 135 275 –1 30 86 113 235 455 54 130 266 –4 25 77 110 230 446 52 125 257 –7 20 68 107 225 437 49 120 248 –9 15 59 104 220 428 46 115 239 – 12 10 50 102 215 419 43 110 230 – 15 5 41 99 210 410 41 105 221 – 18 0 32 96 205 401 38 100 212 – 21 –5 23 93 200 392 35 95 293 – 23 – 10 14 91 195 383 32 90 194 – 26 – 15 5 88 190 374 29 85 185 – 29 – 20 –4 85 185 365 27 80 176 – 32 – 25 – 13 82 180 356 24 75 167 – 34 – 30 – 22 79 175 347 21 70 158 – 37 – 35 – 31 77 170 338 18 65 149 – 40 – 40 – 40 74 165 329 15 60 140 – 43 – 45 – 49 71 160 320 13 55 131 – 46 – 50 – 58 68 155 311 10 50 122 – 48 – 55 – 67 66 150 302 7 45 113 – 51 – 60 – 76 NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit, F°. Select a number in this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit, F°. If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the center, unmarked column.

kg.m 0 10 20 30 40 50 60 70 80 90

kg.m 0 10 20 30 40 50 60 70 80 90

0 (ft. lbs.) 72.3 144.7 217.0 289.3 361.6 434.0 506.3 578.6 651.0

0 (N.m) 98.1 196.1 294.2 392.3 490.4 588.4 686.5 784.6 882.6

A05005 12/01

1 7.23 79.6 151.9 224.2 296.5 368.9 441.2 513.5 585.9 658.2

TABLE VI TORQUE CONVERSIONS kilogram.meter - kg.m To Foot Pounds – (ft.lbs.) 1 kg.m = 7.2339 ft.lbs. 2 3 4 5 6 14.5 21.7 28.9 36.2 43.4 86.8 94.0 101.3 108.5 115.7 159.1 166.4 173.6 180.8 188.1 231.5 238.7 245.9 253.2 260.4 303.8 311.0 318.2 325.5 332.7 376.1 383.3 390.6 397.8 405.0 448.4 455.7 462.9 470.1 477.4 520.8 528.0 535.2 542.5 549.7 593.1 600.3 607.6 614.8 622.0 665.4 672.7 679.9 687.1 694.4

7 50.6 123.0 195.3 267.6 339.9 412.3 484.6 556.9 629.3 701.6

8 57.9 130.2 202.5 274.9 347.2 419.5 491.8 564.2 636.5 708.8

9 65.1 137.4 209.8 282.1 354.4 426.7 499.1 571.4 643.7 716.1

1 9.8 107.9 205.9 304.0 402.1 500.2 598.2 696.3 794.4 892.4

TABLE VII TORQUE CONVERSIONS kilogram.meter - kg.m To Newton.meters (N.m) 1 kg.m = 9.807 N.m 2 3 4 5 6 19.6 29.4 39.2 49.0 58.8 117.7 127.5 137.3 147.1 156.9 215.8 225.6 235.4 245.2 255.0 313.8 323.6 333.4 343.2 353.1 411.9 421.7 431.5 441.3 451.1 510.0 519.8 529.6 539.4 549.2 608.0 617.8 627.6 637.5 647.3 706.1 716.0 725.7 735.5 745.3 804.2 814.0 823.8 833.6 843.4 902.2 912.1 921.9 931.7 941.5

7 68.6 166.7 264.8 362.9 460.9 559.0 657.1 755.1 853.2 951.3

8 78.5 176.5 274.6 372.7 470.7 568.8 666.9 764.9 863.0 961.1

9 88.3 186.3 284.4 382.5 480.5 578.6 676.7 774.8 872.8 970.9

Standard Tables

A5-3

kg/cm2 0 10 20 30 40 50 60 70 80 90

kg/cm2 0 10 20 30 40 50 60 70 80 90

PSI 0 10 20 30 40 50 60 70 80 90

0 (psi) 142.2 284.5 426.7 568.9 711.2 853.4 995.6 1137.8 1280.1

0 (kPa) 981 1961 2942 3923 4903 5884 6865 7845 8826

0 (kPa) 68.95 137.9 206.8 275.8 344.7 413.7 482.6 551.6 620.5

1 14.2 156.5 298.7 440.9 583.1 725.4 867.6 1009.8 1152.1 1294.3

TABLE VIII PRESSURE CONVERSIONS kilograms/cm2 (kg/cm2) To pounds per sq. in. (psi) 1 kg/cm2 = 14.2231 psi 2 3 4 5 6 28.4 42.7 56.9 71.1 85.3 170.7 185.0 199.1 213.3 227.6 312.9 327.1 341.4 355.6 369.8 455.1 469.4 483.6 497.8 512.0 597.4 611.6 625.8 640.0 654.3 739.6 753.8 768.0 782.3 796.5 881.8 896.1 910.3 924.5 938.7 1024.1 1038.3 1052.5 1066.7 1081.0 1166.3 1180.5 1194.7 1209.0 1223.2 1308.5 1322.7 1337.0 1351.2 1365.4

7 99.6 241.8 384.0 526.3 668.5 810.7 952.9 1095.2 1237.4 1379.6

8 113.8 256.0 398.2 540.5 682.7 824.9 967.2 1109.4 1251.6 1393.9

9 128.0 270.2 412.5 554.7 696.9 839.2 981.4 1123.6 1265.9 1408.1

1 98 1079 2059 3040 4021 5001 5982 6963 7944 8924

TABLE IX PRESSURE CONVERSIONS kilograms/cm2 (kg/cm2) To kilopascals (kPa) 1 kg/cm2 = 98.068 kPa 2 3 4 5 6 196 294 392 490 588 1177 1275 1373 1471 1569 2157 2256 2354 2452 2550 3138 3236 3334 3432 3530 4119 4217 4315 4413 4511 5100 5198 5296 5394 5492 6080 6178 6276 6374 6472 7061 7159 7257 7355 7453 8042 8140 8238 8336 8434 9022 9120 9218 9316 9415

7 686 1667 2648 3629 4609 5590 6571 7551 8532 9513

8 785 1765 2746 3727 4707 5688 6669 7649 8630 9611

9 883 1863 2844 3825 4805 5786 6767 7747 8728 9709

1 6.895 75.84 144.8 213.7 282.7 351.6 420.6 489.5 558.5 627.4

TABLE X PRESSURE CONVERSIONS Pounds/sq. in. [psi] To kilopascals (kPa) Formula: psi x 6.895 = kPa 2 3 4 5 6 13.79 20.68 27.58 34.47 41.37 82.74 89.63 96.53 103.42 110.32 151.7 158.6 165.5 172.4 179.3 220.6 227.5 234.4 241.3 248.2 289.6 296.5 303.4 310.3 317.2 358.5 365.4 372.3 379.2 386.1 427.5 434.4 441.3 448.2 455.1 496.4 503.3 510.2 517.1 524.0 565.4 572.3 579.2 586.1 593.0 634.3 641.2 648.1 655.0 661.9

7 48.26 117.21 186.2 255.1 324.1 393.0 462.0 530.9 599.9 668.8

8 55.16 124.1 193.1 262.0 331.0 399.9 468.9 537.8 606.8 675.7

9 62.05 131.0 200.0 268.9 337.9 406.8 475.8 544.7 613.7 682.6

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; read 687.1 95 kg.m = 687.1 ft.lbs.

4. Go to kg.m row 0, column 5; read 36.2 5 kg.m = 36.2 ft.lbs. Add to step 3.

3. Multiply by 10: 950 kg.m = 6871 ft.lbs.

5.

A5-4

Standard Tables

950 + 5 kg.m = 6871 +36.2 = 6907.2 ft.lbs. 955 kg.m = 6907.2 ft.lbs.

A05005 12/01

Sealants and Adhesives The recommended coating materials such as adhesives, gasket sealants and greases used for disassembly and assembly are listed below. For coating materials not listed below, use the equivalent of products shown in the table.

SEALANTS AND ADHESIVES Nomenclature

Code LT-1A

Part Number TB1521

LT-1B

790-129-9050

LT-2 LT-3 (2 Part epoxy) LG-1 LG-3

TB1374

790-129-9010 790-129-9170

LG-4

790-129-9020

LG-5

790-129-9080

Molybdenum disulphide lubricant

LM-P

09940-00040

Grease

G2-LI

SYG2-400LI-A

Adhesives

Liquid Gasket

Applications Used to apply rubber pads, rubber gaskets and cork plugs. 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. UsSed as adhesive or sealand for metal, glass and plastic. Used with gaskets and packings to increase sealing effect. Heat-resistant gasket for precombustion chambers and exhaust piping. Used by itself on mounting surfaces on the final drive and transmission cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in) 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. Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting. General Purpose - Applied to bearings, sliding parts and oil seals for lubrication, rust prevention and facilitation of assembling work.

PART NUMBERS Three Bond Komatsu TB1374 TB1521 TB1104 TB1108B TB1107 TB1110

A05005 12/01

TB1374 TB1521 790-129-9020 790-129-9010 790-129-9170 790-129-9080

Standard Tables

A5-5

TABLE XI STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) TOLERANCES

GRADE 5 CAPSCREW TORQUE – GRADE 5 THREAD ft. lbs. kg.m N.m SIZE 1/4–20 1/4–28 5/16–18 5/16–24 3/8–16 3/8–24 7/16–14 7/16–20 1/2–13 1/2–20 9/16–12 9/16–18 5/8–11 5/8–18 3/4–10

7 8 15 16 25 30 40 45 65 70 90 95 125 135 220

0.97 1.11 2.07 2.21 3.46 4.15 5.5 6.2 9 9.7 12.4 13.1 17.3 18.7 30.4

9.5 10.8 20.3 22 34 41 54 61 88 95 122 129 169 183 298

TORQUE – GRADE 8 ft. lbs. 10 11 21 22 35 40 58 62 90 95 125 135 175 190 310

kg.m

N.m

CAPSCREW THREAD SIZE

GRADE 8 TORQUE – GRADE 5

TORQUE – GRADE 8

ft. lbs.

kg.m

N.m

ft. lbs.

kg.m

N.m

1.38 13.6 3/4–16 235 1.52 14.9 7/8–9 350 2.90 28 7/8–14 375 3.04 30 1.0–8 525 4.84 47 1.0–12 560 5.5 54 1.0–14 570 8.0 79 1 1/8–7 650 8.57 84 1 1/8–12 700 12.4 122 1 1/4–7 910 13.1 129 1 1/4–12 975 17.3 169 1 3/8–6 1200 18.7 183 1 3/8–12 1310 24.2 237 1 1/2–6 1580 26.2 258 1 1/2–12 1700 42.8 420 1 ft. lbs. = 0.138 kg.m = 1.356 N.m

32.5 48.4 51.9 72.6 77.4 78.8 89.9 96.8 125.9 134.8 166 181 219 235

319 475 508 712 759 773 881 949 1234 1322 1627 1776 2142 2305

335 500 530 750 790 800 1050 1140 1480 1580 1940 2120 2560 2770

46.3 69.2 73.3 103.7 109.3 110.6 145 158 205 219 268 293 354 383

454 678 719 1017 1071 1085 1424 1546 2007 2142 2630 2874 3471 3756

TABLE XII – Standard Assembly Torques For 12-Point, Grade 9, Capscrews (SAE) The following specifications appy to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews. • Capscrew threads and seats SHALL be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be ±10% of the torque value shown.

A5-6

±10%

TABLE XII - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9, Capscrews CAPSCREW TORQUE TORQUE TORQUE SIZE* ft. lbs. N.m kg.m 0.250 - 20 12 16 1.7 0.312 - 18 24 33 3.3 0.375 - 16 42 57 5.8 0.438 - 14 70 95 9.7 0.500 - 13 105 142 14.5 0.562 - 12 150 203 20.7 0.625 - 11 205 278 28.3 0.750 - 10 360 488 49.7 0.875 - 9 575 780 79.4 1.000 - 8 860 1166 119 1.000 - 12 915 1240 126 1.125 - 7 1230 1670 170 1.125 - 12 1330 1800 184 1.250 - 7 1715 2325 237 1.250 - 12 1840 2495 254 1.375 - 6 2270 3080 313 1.375 - 12 2475 3355 342 1.500 - 6 2980 4040 411 1.500 - 12 3225 4375 445 * Shank Diameter (in.) - Threads per in. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.

Standard Tables

A05005 12/01

TABLE XIII TORQUE CHART FOR JIC 37° SWIVEL NUTS WITH OR WITHOUT O-RING SEAL SIZE TUBE SIZE THREADS TORQUE CODE (O.D.) UNF – 2B FT. LBS.

SIZE CODE

TABLE XV TORQUE CHART FOR O-RING BOSS FITTINGS TUBE SIZE THREADS (O.D.) UNF – 2B

TORQUE FT. LBS.

–2

0.125

0.312–24

4 ±1

–2

0.125

0.312–24

4 ±2

–3

0.188

0.375–24

8 ±3

–3

0.188

0.375–24

5 ±2

–4

0.250

0.438–20

12 ±3

–4

0.250

0.438–20

8 ±3

–5

0.312

0.500–20

15 ±3

–5

0.312

0.500–20

10 ±3

–6

0.375

0.562–18

18 ±5

–6

0.375

0.562–18

13 ±3

–8

0.500

0.750–16

30 ±5

–8

0.500

0.750–16

24 ±5

– 10

0.625

0.875–14

40 ±5

– 10

0.625

0.875–14

32 ±5

– 12

0.750

1.062–12

55 ±5

– 12

0.750

1.062–12

48 ±5

– 14

0.875

1.188–12

65 ±5

– 14

0.875

1.188–12

54 ±5

– 16

1.000

1.312–12

80 ±5

– 16

1.000

1.312–12

72 ±5

– 20

1.250

1.625–12

100 ±10

– 20

1.250

1.625–12

80 ±5

– 24

1.500

1.875–12

120 ±10

– 24

1.500

1.875–12

80 ±5

– 32

2.000

2.500–12

230 ±20

– 32

2.000

2.500–12

96 ±10

SIZE CODE

TABLE XIV TORQUE CHART FOR PIPE THREAD FITTINGS WITH PIPE THREAD SEALANT SIZE FT. LBS.

WITHOUT SEALANT FT. LBS.

–2

0.125–27

15 ±3

20 ±5

–4

0.250–18

20 ±5

25 ±5

–6

0.375–18

25 ±5

35 ±5

–8

0.500–14

35 ±5

45 ±5

– 12

0.750–14

45 ±5

55 ±5

– 16

1.000–11.50

55 ±5

65 ±5

– 20

1.250–11.50

70 ±5

80 ±5

– 24

1.500–11.50

80 ±5

95 ±10

– 32

2.000–11.50

95 ±10

120 ±10

A05005 12/01

Standard Tables

SIZE CODE

TABLE XVI TORQUE CHART FOR O-RING FACE SEAL FITTINGS TUBE SIZE THREADS (O.D.) UNF – 2B

TORQUE FT. LBS.

–4

0.250

0.438–20

11 ±1

–6

0.375

0.562–18

18 ±2

–8

0.500

0.750–16

35 ±4

– 10

0.625

0.875–14

51 ±5

– 12

0.750

1.062–12

71 ±7

– 16

1.000

1.312–12

98 ±6

– 20

1.250

1.625–12

132 ±7

– 24

1.500

1.875–12

165 ±15

A5-7

TABLE XVII – COMMON CONVERSIONS ENGLISH -to- METRIC TO CONVERT MULTIPLY FROM TO BY inch – in. millimeter (mm) 25.40 inch – in. centimeter (cm) 2.54 foot – ft. meter (m) 0.3048 yard – yd. meter (m) 0.914 mile – mi. kilometer (km) 1.61 sq. in. – in.2 sq. centimeters (cm2) 6.45 sq. ft. – ft.2 sq. centimeters (cm2) 929 3 cu. in. – in. cu. centimeters (cm3) 16.39 cu. in. – in.3 liters (l) 0.016 cu. ft. – ft.3 cu. meters (m3) 0.028 cu. ft. – ft.3 liters (l) 28.3 ounce – oz. kilogram (kg) 0.028 fluid ounce – fl. oz. milliliter (ml) 29.573 pound (mass) kilogram (kg) 0.454 pound (force) – lbs. Newton (N) 4.448 in. lbs. (force) Newton.meters (N.m) 0.113 ft. lbs. (force) Newton.meters (N.m) 1.356 ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 psi (pressure) kilopascals (kPa) 6.895 psi (pressure) megapascals (MPa) 0.007 psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 ton (short) kilogram (kg) 907.2 ton (short) metric ton 0.907 quart – qt. liters (l) 0.946 gallon – gal. liters (l) 3.785 HP (horsepower) Watts 745.7 HP (horsepower) kilowatts (kW) 0.745

A5-8

Standard Tables

A05005 12/01

STORAGE AND IDLE MACHINE PREPARATION There may be periods when it is necessary for a machine to be idle for an extended period of time. Properly prepared, a stored machine may promptly and safely be put back into operational service. Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to operating status difficult. The following information outlines the essential proper steps for preparing a unit for extended storage, and the necessary steps to bring it back to operational status - these are the ideals. Additional information is given to help restore those machines which were not put into storage, merely shut down and left idle for a long period of time.

Much of this material is of a general nature since the environment, where the machine has been standing idle, will play a big part in its overall condition. Hot, humid climate will affect vehicle components much differently than the dry desert atmosphere or a cold arctic environment. These climatic aspects must be considered, and appropriate actions taken when restoring a long term idle vehicle. These instructions are not intended to be all inclusive, but are furnished to provide the minimum guide lines. The final aim should always be to provide the operator with a safe, fully productive vehicle, that he can rely on.

SHORT TERM IDLE PERIODS There will be periods when a vehicle may be idle from 30-60 days, but must be ready for use at all times.

5. Once a month, perform the 10 hour service items shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.

The most effective handling of this type situation is to follow the procedure given below to prevent any deterioration from beginning.

1. Keep the vehicle fully serviced. 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. 3. Operate all hydraulic functions through complete range to insure that cylinder rams and all seals are fully lubricated. 4. Check and operate all systems.

A07004

STORAGE PROCEDURES

A7-1

PREPARATION FOR STORAGE For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled.

1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual. 2. Transmission should be prepared for storage. Instruction will be found in the transmission Service Manual. Several storage variations are given. 3. The vehicle should be in top operating condition with all discrepancies corrected. Paint should be in good condition, no rust or corrosion, all exposed, machined or unpainted surfaces should be coated with a good rust preventative grease. 4. After the vehicle has been parked in its storage location, all hydraulic cylinders, including Hydrair suspensions (Trucks), 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. 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.

Refer to Section "P", Fluid Specifications and Charts, of the HAULPAK® service manual for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. NOTE: NEVER store a vehicle with a dry cooling system. 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, of the HAULPAK® service manual.

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. 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 Engine Service Manual and the Vehicle Service Manual for the 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.

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STORAGE PROCEDURES

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12. All lubrication points (grease fittings) should be serviced with the prescribed lubricants. 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. If so equipped, 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 body (trucks) are open.

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, Service 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 taken. 1. Inspect the entire vehicle carefully for rust and corrosion, correct as necessary.

5. Refer to the proper transmission service manual for returning the transmission to operation. 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, of the HAULPAK® service manual. 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 drain then fill the fuel tank with approved diesel fuel.

2. Service the engine according to the Engine Manufacturer’s Operation and Maintenance Manual. 3. Clean the radiator; refer Engine Manufacturer’s Operation and Maintenance Manual. 4. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Fluid Specifications in Section "P", Lubrication and Service, of the HAULPAK® service manual 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.

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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 security of all ground straps and cables.

STORAGE PROCEDURES

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11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure batteries with hold downs.

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.

12. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables.

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.

Air pressure must be released from tires with bad cuts or wear that extends into the plies, before removal from the vehicle. Also, do not allow personnel to stand in removal path of tires.

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.

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, of the HAULPAK® service manual for both 10 and 100 hour inspections.

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 specified tension. 17. Make certain that all hydraulic controls, steering linkage and throttle linkage points are free before engine start up.

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STORAGE PROCEDURES

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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 Operation and Maintenance Manual or service manual. 4. Inspect vehicle service brakes carefully.

Before disabling the brake circuit, block all wheels to prevent possible movement of the vehicle. 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, of the HAULPAK® service manual. Do not disassemble an inflated tire. Remove valve core slowly, and allow pressure to bleed off, before attempting to remove lockring. Also, eye protection should be worn during tire deflation to protect against any foreign object being projected into the eyes.

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c. The parking brake actuator must cycle smoothly when actuated by the parking brake valve.

STORAGE PROCEDURES

A7-5

5. The vehicle engine should be inspected and serviced according to the Engine Manufacturer’s Operation And Maintenance Manuals. a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected, disconnect air tubes at the turbochargers to check for water damage before attempting startup. b. Replace fuel filters, fill filter cans with fresh fuel for engine priming.

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 precleaner section of air cleaner assembly should be inspected, all tubes should be clear and clean. Use a light to inspect the tubes. The light should be visible. If clogging is evident, precleaner must be cleaned. Clean precleaner according to instructions in Section "C", of the HAULPAK® service manual. e. Drain and flush engine cooling system. Fill with coolant and inhibitors after checking all lines, hoses and connections. Refer to Section "P", Lubrication and Service, of the HAULPAK® service manual, for anti-freeze 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, install new belt set if necessary. g. Check and tighten engine mounts. 6. Inspect and service the transmission according to the Transmission service manual. NOTE: If hydraulic pump or engine is inoperative, the dump body should be raised with a crane so body holding devices can be installed.

A7-6

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 tightness of hardware and worn U-joints. c. Check transmission mounts for condition and security. 7. If fuel was left in the tanks, it must be removed. Do not attempt to use old diesel fuel. a. With tanks empty, remove inspection plates and thoroughly check interior of tanks; clean if necessary to remove sediment and contamination. If fuel was contaminated, lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, use new gaskets. d. Service tanks with specified diesel fuel. e. Replace fuel filters.

Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a person’s body by penetrating the skin. Serious injury and possible death may result if proper medical treatment by a physican familiar with this injury is not received immediately. 8. 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, of the HAULPAK® service manual for proper oil specifications. a. Replace hydraulic filter elements and clean suction strainer elements. While suction strainers are removed, inspect and clean interior of tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace suspected lines - don’t risk hose ruptures or blow outs.

STORAGE PROCEDURES

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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. 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. 9. Check front wheel hub, final drive and wheel axle lubricant. If contamination is suspected, oil should be drained completely and the component serviced with clean prescribed lubricant. If major contamination is present, disassembly and overhaul will be in order.

ENGINE OPERATION

Insure that all tools and loose equipment have been removed prior to engine start-up. Sound horn prior to engine start. Make sure emergency shut down is reset. Cables must be free moving in their housings. 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 parking brake. Since it is spring-applied, the brake pads may be stuck tightly to the disc, it may be necessary to remove and overhaul the parking brake assembly. 11. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. Pay particular attention to the steering linkage connections. All pivot points must be free of any binding. 12. Check alternator for corrosion or deterioration. Alternator rotor must be free, with no binding or roughness. Inspect, install and properly tension the alternator drive belts.

1. Insure all personnel are clear of Equipment before starting engine. Always sound the horn as a warning before actuating any operational controls.

13. Check security of steering cylinder ball joints link and hydraulic connections. 14. Examine Hydrair suspensions (trucks) for signs of damage. a. Discharge nitrogen from suspensions as outlined in the service manual. Check conditon of suspension oil and cylinder wipers. If wipers are cracked or hardened, the suspension must be rebuilt. Recharge suspension with new oil if old oil is deteriorated. b. Check exposed chrome portions of cylinder for rust, pitting and corrosion. If plating is deteriorated the suspension should be removed and overhauled or replaced; pitted or scored plating will rapidly cause leakage at the seals. c. Recharge suspensions as outlined in the service manual. 15. If not previously done, install fully charged batteries and completely charge air tank (if equipped) with shop air.

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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. Turn key switch to start position to crank engine, release switch when engine fires. Watch engine oil pressure gauge; if pressure does not show in 10 - 15 seconds, shut down and locate problem.

STORAGE PROCEDURES

A7-7

4. While engine is warming up, make a careful inspection of engine coolant, oil and fuel lines for leaks. Check hydraulic pump for leakage as well as all hydraulic lines. 5. Check transmission and retarder cooler lines and aftercooler for leakage. If leakage is evident, shut down and correct before continuing checkout. Listen for unusual sounds, which may indicate problems in components. 6. When engine is up to operating temperature, check operation of throttle circuit; acceleration should be smooth. Watch the gauges closely for any abnormal activity. Proper temperatures and pressures are shown in the 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 engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the brake circuits at least twice prior to operating and moving the machine. These circuits include individual activation of the service brake and parking brake from the operator’s cab. a. Activate each circuit individually with the engine running and with hydraulic circuit fully charged. b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release, shut the engine down and notify maintenance personnel. Do not operate machine until brake circuit in question is fully operational.

3. Check gauges, warning lights and instruments before moving the machine to insure proper system operation and proper gauge functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Cycle hoist controls and steering several times to remove trapped air. Complete steering cycles in both directions to verify steering response, smoothness and reliability. Check seals and lines for leaks. 5. When satisfied that all discrepancies have been corrected, the vehicle is ready for a road test. This test should be done only by a capable and experienced operator and should be accomplished in a large open area where plenty of maneuvering room is available. Some of the road test items which should be covered will include: a. Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Don’t take chances with higher speeds until the machine is determined to be completely safe. 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, of the HAULPAK® service manual.

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.

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STORAGE PROCEDURES

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ENGINE STORAGE-CUMMINS

Engine Storage-(Short Term) 1 Month to 6 Months This procedure describes the proper method for the short term storage of an engine.

Prepare the Engine for Short Term Storage

11. Disconnect the electrical wiring from the fuel pump solenoid.

1. Operate the engine at "HIGH IDLE" until the coolant temperature is 160° F (70° C).

12. Turn the fuel pump manual shutoff valve counterclockwise until it stops.

2. Turn the engine "OFF".

13. Crank the engine slowly. Spray lubricating oil into the intake manifold and the inlet of the air compressor.

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 P-9.

14. Cover all of the openings with tape to prevent dirt and moisture from entering the engine. 15. Drain the coolant.

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.

6. "START" the engine.

16. Store the engine in an area that is dry and has a uniform temperature.

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.

17. Bar turn the Crankshaft two or three revolutions every 3 to 4 weeks.

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.

Put a warning tag on the engine. The tag must indicate: • The engine does not contain oil. • Do not operate the engine.

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3. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 0002, Engine Assembly). 4. Tighten the intake manifold mounting capscrews to specified torques, refer to the Cummins Service Manual for specifications. 5. Fill the oil pan sump, oil filters, and fuel filters with recommended lubricants and fuels.

STORAGE PROCEDURES

A7-9

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).

15. Cover all the openings with heavy paper and tape to prevent dirt and moisture from entering the engine.

2. Turn engine "OFF". 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" 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.

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STORAGE PROCEDURES

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TRANSMISSION PRESERVATION AND STORAGE Storage, New Transmission

5. Continue running the engine at 1500 rpm with the transmission in neutral until normal operating temperature is reached.

(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.

If the unit does not have a converter-out temperature gage, do not stall the converter.

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.

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).

Storage, One Year -- Without Oil

7. As soon as the transmission is cool enough to touch, seal all openings and the breather with moisture-proof tape.

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 moistureproof 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.

8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2). 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

Storage, One Year With Oil (normally in a vehicle chassis)

1. Remove all tape from openings and the breather.

1. Drain the oil and replace the oil filter element(s).

3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper level with C-4 transmission fluid.

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. Run the engine for approximately five minutes at 1500 rpm with the transmission in neutral.

2. Wash off all external grease with mineral spirits.

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.

4. Drive the vehicle. Make sure the transmission shifts through all ranges. Make sure the lockup clutch is working.

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STORAGE PROCEDURES

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NOTES

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STORAGE PROCEDURES

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SECTION B STRUCTURES INDEX

B01013

STRUCTURAL COMPONENTS . . . . Preparation . . . . . . . . . . . . Grille, Hood and Ladders . . . . . Decks . . . . . . . . . . . . . . . Center Deck . . . . . . . . . Right Deck and Components Left Deck and Cab . . . . . .

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. B2 B2-1 B2-2 B2-2 B2-2 B2-3 B2-3

DUMP BODY . . . . . . . . . . . . . Removal . . . . . . . . . . . . Installation . . . . . . . . . . Body Pads . . . . . . . . . . . . Body Guides . . . . . . . . . . . Body-Up Retention (Safety) Cable Rock Ejectors . . . . . . . . . . .

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. B3 B3-1 B3-2 B3-3 B3-4 B3-5 B3-5

FUEL TANK . . . . . . Removal . . . Installation . . Cleaning . Vent . . . . . . . . Fuel Gauge Sender

. . . . . .

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. B4 B4-1 B4-2 B4-2 B4-2 B4-2

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Index

B1-1

NOTES

B1-2

Index

B01013

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

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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

B2-1

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. 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.

B2-2

FIGURE 2-2. RIGHT DECK & LADDER 1. Clearance Lights 2. Headlights 3. Ladder Lower Mount

4. Ladder Structure 5. Ladder Upper Mount 6. Handrail 7. Battery Box

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 and lifting the deck structure off.


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RIGHT DECK AND COMPONENTS

LEFT DECK AND CAB

Removal 1. Shut down engine following the procedures listed on page 2-1 of this Section of the manual.

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. 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). 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”.

3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal.

Refer to Section “M”, Options for special instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines. 4. Install lifting device to lift eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure. 5. Remove deck mounting hardware at frame support and front upright. 6. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports. Installation Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A. Clean all mount mating surfaces before installation. Clean mounting area before installing ground cables.

Clean all mount mating surfaces before installation.

Be certain all electrical connections and harness clamps are reinstalled and secure.

Clean mounting area before installing ground cables.

If the air conditioner refrigerant has been removed, refer to Section “M”; Options, for the correct procedure for system service.

Be certain all electrical connections and harness clamps are reinstalled and secure.

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.

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B2-3

NOTES

B2-4


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DUMP BODY Removal 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. • 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.

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.

• Slings, chains and/or cables used for lifting components must be rated to supply a safety factor of approximately 2X the weight being lifted.

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).

• When in doubt as to the weight of components or any assembly procedure, contact the Haulpak area representative for further information. • Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them. • Never stand beneath a suspended load. 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) FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables 2. Guide Rope

B03014 11/97

1. Retainer 2. Capscrews & Washers 3. Pin

Dump Body

4. Retainer Ring 5. Bearing 6. Hoist Cylinder

B3-1

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 Haulpak area representative for further information. • Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them.

FIGURE 3-3 DUMP BODY PIVOT PIN (Section B-B, Figure 3-4) 1. Body Pivot Pin 2. Shim/Spacer 3. Shim/Spacer

• Never stand beneath a suspended load. Guy ropes are recommended for guiding and positioning a suspended load.

4. Pivot Bushing 5. Capscrew 6. Lock Nut

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.) torque. 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.

B3-2

Dump Body

11/97 B03014

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 View A-A. Rock Ejector (See Figure 3-7 ) 2. Body-Up Retention (Safety) Cable 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 )

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Dump Body

B3-3

FIGURE 3-6. BODY GUIDE 1. Body Guide 2. Body Guide Wear Plug

FIGURE 3-5. BODY PAD INSTALLATION 1. Nut 2. Lock Washer 3. Capscrew 4. Flat Washer 5. Dump Body

6. Mounting Pad 7. Shims (as required) 8. Body Pad 9. Main Frame

3. Body Rail 4. Main Frame

BODY GUIDE

4. Install body pads using the same number of shims as originally installed.

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)

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 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.

B3-4

Dump Body

11/97 B03014

BODY-UP RETENTION CABLE

ROCK EJECTORS

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.

Rock Ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the tires. Failure to maintain the Rock Ejectors could allow debris to build up between the dual wheels and cause damage to the tires. Inspection 1. The ejectors must be positioned on the center line between the rear tires within 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.

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).

4. After maintenance work is completed, reverse the above procedure to remove cable assembly and place it in the storage position.

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

B03014 11/97

Dump Body

4. Flat Washer 5. Cotter Pin

B3-5

NOTES

B3-6

Dump Body

11/97 B03014

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.

1. Fuel Return Hose 2. Capscrew 3. Washer 4. Vent 5. Fuel Gauge & Transmitter

B04013

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 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

B4-1

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. 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.

service. All openings should be sealed for rust prevention.

VENT

3. At the lower mounting brackets (14), install the capscrew (9), lockwasher (13), hardened flatwasher (11) and and nut (10) and tighten.

The fuel tank is vented through a small mesh type filter (4, Figure 4-1) installed in a port on the top of the tank. This filter should be cleaned periodically and can be blown out with solvent and reused. The area around the vent must be free of caked mud and debris that would cover the vent and prevent proper fuel suction and return.

4. Tighten the trunnion mount capscrews (2) to standard torque.

Refer to Section ‘‘M’’ for information on various quick fill systems.

5. Connect hoses removed during removal procedure. Install wire harness and clamps.

FUEL GAUGE SENDER Repair If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning.

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. Removal 1. Drain fuel below level of gauge sender.

If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. Consult local authorities if necessary, on safety regulations before proceeding.

Cleaning

2. Disconnect wire from terminal. 3. Loosen the small screws holding the fuel gauge sender unit and carefully remove.

Installation

The fuel tank is provided with a drain and a cleaning port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign material. It is not necessary to remove the tank from the truck for cleaning of sediment, however rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions, etc.

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.

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

B4-2

Fuel Tank

B04013

SECTION C ENGINE, FUEL, COOLING AND AIR CLEANER INDEX

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HEAT EXCHANGER (Brake Cooling System) . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C3 C3-1 C3-2 C3-3 C3-4 C3-4 C3-4 C3-5 C3-5

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C4 C4-1 C4-4 C4-5 C4-5 C4-6 C4-7 C4-8 C4-8

AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C5 C5-1 C5-1 C5-3 C5-3 C5-4 C5-4 C5-5

C01015

Index

C1-1

NOTES

C1-2

Index

C01015

COOLING SYSTEM DESCRIPTION The 530M 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 and brake cooling circuit heat exchanger (7). A heat exchanger located in the lower tank provides oil cooling for the transmission oil circuit. The engine water pump 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 freewheel. When coolant temperature rises to a preset temperature, a clutch (3) mounted in the fan hub is engaged to drive the fan blade (2). A ribbed belt (4) drives the fan clutch assembly from a pulley (5) on the front of the crankshaft. (Refer to Section ‘‘M’’ for additional information regarding the fan clutch.) The cooling system is pressurized to 0.8 kg/cm2 (12 psi) by compressed air obtained from an engine turbocharger and pressure control valve (6). System pressurization raises the boiling point of the coolant mixture to provide higher operating temperatures for increased engine efficiency. Refer to the engine manufacturer’s service publications for additional information regarding the pressure control valve.

RADIATOR

FIGURE 3-1. COOLING SYSTEM

The radiator is mounted above the front bumper and is attached (8, Figure 3-1) to the truck frame near the bottom tank and by support rods (9) 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.

C03017 7/98

1. Radiator 2. Fan 3. Fan Clutch 4. Fan Belt 5. Fan Drive Pulley

Cooling System

6. Pressure Control Valve 7. Brake Cooling Circuit Heat Exchanger 8. Lower Mount 9. Support Rod

C3-1

Radiator Removal 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. 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. Refer to Section ‘‘M’’, Air Conditioner System 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. 6. Disconnect refrigerant hoses at the condenser (5, Figure 3-4) mounted in front of the radiator. 7. Remove condenser mounting hardware (6), remove condenser and move to a safe storage area. Be certain all hoses and fittings are plugged to prevent dirt entry. 8. Disconnect hoses and wiring at the receiver/drier (8, Figure 3-2) at the rear of the radiator.

FIGURE 3-2. RADIATOR (REAR VIEW) 1. Radiator Top Tank 2. Pressurization Hose 3. Pressure Relief Valve 4. Check Valve

5. Tubes 6. Heat Exchanger 7. Drain Cock 8. Receiver/Drier

12. Remove hose clamps, loosen tube connectors (1, 2, & 7, Figure 3-4) and disconnect coolant tubes from top tank and bottom tank. 13. Remove transmission hydraulic circuit hose and tube at bottom tank and install caps.

Use caution when draining coolant system or removing hoses. Do not open system until coolant temperature has dropped to a safe level. 9. If coolant is to be reused, provide a clean container to hold approximately 511L (135 gal.) of coolant. Remove or loosen coolant filler cap and open drain cock (7) located at the left rear corner of the radiator to drain the system. 10. Disconnect wires from top tank sensors. 11. Remove hoses from fittings on top tank.

14. Remove fan guard (9) 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 (8). 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 (3) and save for use during radiator installation. 19. Inspect all hoses and clamps, tube connectors etc. Replace damaged or worn parts.

C3-2

Cooling System

7/98 C03017

Radiator Installation 1. Lift radiator into position over lower mounts and fan blades. 2. Insert shims (3, Figure 3-4) removed during radiator removal between frame mount block and radiator mounting pad. Lower radiator on mounts and insert capscrews and washers (4). 3. Verify distance between centerline of support rod (8) mounting bolts is 738.8 mm (29.09 in.). Readjust rod length if necessary. Install support rods from radiator upper mounts to uprights on truck. 4. Tighten lower mounting capscrews evenly. Upper support rods must be preloaded in tension only. If necessary to obtain tension, install or remove shims at lower mounts. 5. Final tighten lower mounting capscrews to 56 kg.m (405 ft. lbs.) torque. 6. Install fan guard (9). 7. Using new O-rings, install transmission hose and tube to radiator bottom tank. 8. Install upper and lower coolant piping tubes and tube connectors. Tubes should be positioned and hose clamps installed as shown in figure 3-3.

FIGURE 3-4. RADIATOR (SIDE VIEW) 1. Tube Connector 2. Tube Connector 3. Shims 4. Capscrews & Washers 5. Condenser

6. Mounting Hardware 7. Tube Connector 8. Support Rod 9. Fan Guard 10. Pressurization Valve

9. Install hoses and hookup sensors in top tank. 10. Install air conditioning condenser (5, Figure 3-4) to mounting brackets on front of radiator. 11. Install hoses on condenser. Install receiver/drier and attach hoses. 12. Install hood (refer to Section ‘‘B’’) and grille sections. 13. Refer to Section ‘‘M’’ for procedures to recharge the air conditioning system. 14. Fill the radiator with a coolant mixture as specified in Section ‘‘P’’. FIGURE 3-3. TUBE CONNECTOR CLAMPING

C03017 7/98

15. Start engine, check for leaks and refill transmission if necessary.

Cooling System

C3-3

Radiator Repair Radiator core repairs should be performed by a qualified repair facility. The bottom tank of the radiator contains the heat exchanger for the transmission. If a leak occurs in the heat exchanger, antifreeze/coolant 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 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 heat exchanger, the transmission oil must be examined immediately. Ethylene glycol (even in small amounts) will damage friction faced clutch plates. Contact your truck distributor for ethylene glycol detection kits.

HEAT EXCHANGER (Brake Cooling System) The brake circuit oil cooling heat exchanger (6, Figure 3-2) is mounted behind the front bumper. The heat exchanger reduces the oil temperature in the wet disc brake (and hoist) oil circuit. Removal 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. 3. Drain the coolant system as described previously in Radiator Removal. 4. Remove and cap the transmission oil inlet and outlet lines at the rear of the heat exchanger (1 & 3, Figure 3-5). 5. Remove hose (7) from fitting on heat exchanger.

If ethylene glycol is detected in the transmission oil, the transmission should be removed, completely disassembled, and ALL friction-faced clutch plates replaced.

FIGURE 3-5. HEAT EXCHANGER PIPING 1. Oil Inlet 2. Heat Exchanger 3. Oil Outlet 4. Coolant Outlet

C3-4

Cooling System

5. Capscrews & Washers 6. Coolant Inlet 7. Hose 8. Tube Coupling

7/98 C03017

6. Loosen clamps on tube connectors at coolant inlet (6) and outlet (4) tubes. Remove tube connectors at inlet and outlet flanges on the heat exchanger. 7. Support the heat exchanger and remove capscrews and washers (5) at heat exchanger mounting brackets. 8. Lower heat exchanger and move to repair area.

Installation 1. Position the heat exchanger under the truck and raise into position against mounting brackets on frame. 2. Install capscrews and lockwashers (5, Figure 3-5). Tighten capscrews to standard torque. 3. Install coolant tube connectors at inlet (6) and outlet (4) of heat exchanger. Refer to Figure 3-3 for tube connector clamp positioning recommendations and tighten clamps securely.

Tube Couplings (8, Figure 3-5) must be properly torqued to prevent coolant leakage. After coupling is installed and aligned, torque to 2.75 - 3.00 kg.m (240 - 260 in. lbs.) .

Heat Exchanger Repair Heat exchanger repairs should be performed by a qualified repair facility. The external heat exchanger provides cooling for hydraulic oil used in the wet disc brake circuit. If a leak occurs in the heat exchanger, antifreeze/coolant may contaminate the brake circuit and/or hydraulic oil may contaminate the engine cooling system. If the engine coolant is found to be contaminated with hydraulic oil, the heat exchanger must be examined for leaks and repaired as required. The engine cooling 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 heat exchanger, the hydraulic oil must be examined immediately. Ethylene glycol (even in small amounts) will damage friction faced brake disc plates. Contact your truck distributor for ethylene glycol detection kits.

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.

4. Install hose (7, Figure 3-5). 5. Using new O-rings on flanges, install transmission oil lines at inlet and outlet ports on rear of heat exchanger. Tighten flange clamp capscrews to standard torque. 6. Refill radiator with a coolant mixture as specified in Section ‘‘P’’. 7. Refill hydraulic tank 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 and cooling system coolant level.

C03017 7/98

Cooling System

C3-5

NOTES

C3-6

Cooling System

7/98 C03017

ENGINE ENGINE The Model 530M truck is equipped with a Cummins KTA50 turbocharged diesel engine. Engine power is transmitted to the TORQFLOW transmission by a drive line adapter with damper assembly, and a drive shaft with two universal joints. Removal 1. Position the truck in work area with adequate overhead clearance to permit raising the dump body. 2. Apply parking brake and block wheels to prevent truck movement. Raise body and install safety cable.

FIGURE 4-2. COOLING SYSTEM PIPING 1. Oil Cooler 5. Cooler Outlet 2. Radiator Pressurization 6. Tube Valve 7. Hose 3. Pump Inlet 8. Hose 4. Pump Outlet to Cooler

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. Do not work under raised body without first making sure the safety pin is securely installed.

5. Disconnect the negative, then the positive battery cables. Disconnect the electrical lead from the battery charging alternator.

3. Close the fuel supply valve.

6. Disconnect by-pass filter hoses (1, Figure 4-1).

4. Remove grille according to procedure in Section ‘‘B’’. Remove radiator according to ‘‘Radiator Removal’’ procedure in this section.

7. Disconnect water pump pipes and hoses (See Figure 4-2). 8. Disconnect engine ground cable. 9. Disconnect starter motor wiring (1, Figure 4-3) and ground terminals (2).

FIGURE 4-1. OIL LINES 1. By-pass Filter Hoses 2. Oil Filters

C04018

FIGURE 4-3. STARTING MOTOR 1. Starter Motor Wiring 2. Ground Terminals

Engine

C4-1

FIGURE 4-6. COVER 1. Cover

FIGURE 4-4. ENGINE HOSES AND WIRING 1. Sensor Connector 3. Hoses 2. Heater Hose

13. Disconnect engine control system harnesses at connectors. 14. Remove intake pipes (1, Figure 4-5), and exhaust pipes (2).

10. Disconnect fuel system hoses.

15. Remove cover (1, Figure 4-6).

11. Disconnect temperature sensor wire.

16. Disconnect engine oil temperature switch wire (1, Figure 4-7), and RPM sensor wiring (2).

12. Disconnect water temperature sensor connector (1, Figure 4-4), heater hose (2), and hoses (3).

FIGURE 4-7. ENGINE WIRING AND LINES FIGURE 4-5. INTAKE AND EXHAUST PIPING 1. Intake Pipes 2. Exhaust Pipes

C4-2

1. Switch Wire

Engine

2. RPM Sensor Wiring

C04018

The complete engine module weighs approximately 5,000 kg (11,000 lbs.). 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. 20. Attach lifting device to engine, remove mounting hardware, and remove from frame. Move engine to a clean work area and mount on work stands or cribbing.

FIGURE 4-8. GROUND CONNECTIONS 1. Engine Ground Terminal

17. Disconnect engine ground cables. 18. Remove drive shaft guard (1, Figure 4-9), and drive shaft (2). 19. Inspect engine for any remaining hoses or electrical wiring that must be removed prior to removing the engine.

FIGURE 4-9. DRIVE SHAFT 1. Drive Shaft Guard 2. Drive Shaft

C04018

Engine

C4-3

Installation

9. Connect temperature sensor wire. 10. Connect starter motor wiring (1, Figure 4-3) and ground terminals (2). 11. Connect ground terminal (2) and alternator wire (4).

The complete engine module weighs approximately 5,000 kg (11,000 lbs.). 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.

12. Connect water pump pipes (Figure 4-2) and hoses. 13. Connect by-pass filter hoses (1, Figure 4-1). 14. Connect the negative, then the positive battery cables. Connect the electrical lead from the battery charging alternator.

1. Attach lifting device to engine and install in frame. Tighten engine mounting capscrews to standard torque.

15. Refer to ‘‘Radiator Installation’’ procedure, this section and install the radiator. Install grille according to procedure in Section ‘‘B’’.

NOTE: Refer to the procedure for centering the engine assembly and transmission assembly in Section F, ‘‘Transmission Installation’’.

16. Open the fuel supply valve. 17. Connect engine control system harnesses. 18. Recheck engine to be assured all, oil, electric, and fuel lines have been reconnected to the proper locations and that all connections are secure.

2. Install drive shaft guard (1, Figure 4-9), and drive shaft (2). Apply a thread tightener (Three Bond # 1374) to capscrews. Tighten capscrews to 18 ± 2 kg.m (130 ± 14 ft.lbs.) torque.

NOTE: Refer to Section ‘‘P’’, Lubrication and Service for the proper fluids.

3. Connect engine ground terminals (1, Figure 4-8). 4. Connect engine oil temperature switch wire (1, Figure 4-7), and RPM sensor wiring (2).

19. Fill engine oil to the specified level. Refill radiator with coolant to the specified level and 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.

6. Install cover (1, Figure 4-6). 7. Install intake pipes (1, Figure 4-5), and exhaust pipes (2). 8. Connect water temperature sensor connector (1, Figure 4-4), heater hose (2), and hoses (3).

C4-4

Engine

C04018

7. Remove bearing (1, Figure 4-13) for cleaning, inspection, and fresh lubrication, or replacement, if necessary.

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. Drive Line Adapter Removal 1. Position the truck in work area with adequate overhead clearance to permit raising the dump body.

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.

FIGURE 4-11. OUT PUT SHAFT 1. Snap Ring 2. Damper Cover 3. Capscrew

3. Remove drive shaft guard (1, Figure 4-9). Remove capscrews (5, Figure 4-10) from cross and bearing assembly (2) at both ends of drive shaft, and then remove drive shaft assembly (1). 4. Remove output drive flange (6). Remove capscrews (7) and bearing cover (3). 5. Remove snap ring (1, Figure 4-11). Remove retaining capscrews (3) around damper cover (2), and then with sling, eye bolts, and guide bolts, remove damper cover (2). 6. Remove capscrews holding damper assembly to flywheel (12, Figure 4-14). Attach a sling and lifting device and remove output shaft damper assembly (1, Figure 4-12).

FIGURE 4-12. OUTPUT SHAFT DAMPER ASSEMBLY 1. Output Shaft Damper Assembly 2. Housing

FIGURE 4-10. DRIVE SHAFT 1. Drive Shaft 4. Damper Cover 2. Cross & Bearing Assy. 5. Capscrews 3. Bearing Cover 6. Output Drive Flange 7. Capscrews C04018

FIGURE 4-13. PILOT BEARING 1. Bearing 2. Flywheel

Engine

C4-5

Drive Line Adapter Installation 1. Position the truck in work area with adequate overhead clearance to raise the dump body.

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. 3. Refer to "Drive Line Adapter Damper Assembly" for assembly of the adapter, if this was disassembled. 4. If removed, use a push tool, and press fit bearing (9, Figure 4-14) into flywheel. Bearing must be packed and roller surface lubricated with Komatsu lubricant, 427-12-11871, for long life. Refer to "Recommended Lubricants" later in this section. 5. Apply thread tightener (Three Bond # 1374) to capscrews (12, Figure 4-14) and install output shaft damper assembly (1, Figure 4-12) to flywheel. Tighten capscrews (12, Figure 4-14) to 27 kg.m (195 ft lbs) torque.

FIGURE 4-14. ADAPTER CROSS SECTION 1. Oil Seal 7. Rubber 2. Bearing 8. Outer Body 3. Output Shaft 9. Pilot Bearing 4.(not shown) Damper Assembly 10.Capscrew (includes 3* , 5* , 6* , 7* , & 8* ) 11. Capscrew 5. Flange 12. Capscrew 6. Inner Body 13. Capscrew

6. Use eye bolts and guide bolts to install damper cover (2, Figure 4-11). Apply thread tightener to capscrews and tighten capscrews (3, Figure 4-11) to 3.2 kg.m (23 ft lbs) torque. 7. Bearing (2, Figure 4-14) and areas shown in Figure 4-15, must be packed with Komatsu lubricant, 427-12-11871. (Refer to "Recommended Lubricants".) If removed, press fit bearing (13, Figure 4-16) in cover (11). Install retaining ring (14). 8. Apply thread tightener to capscrews (18) and install bearing cover (15). Tighten capscrews to 11.5 kg.m (83 ft lbs) torque. 9. Install oil seal (19) into bearing cover (15). Push drive flange onto output shaft (3, Figure 4-14). 10. Attach a sling and lifting device and move drive shaft assembly (1, Figure 4-10) [without cross and bearing assembly (2)] into position. 11. Install cross and bearing assembly (2) between drive shaft and flange at both ends of drive shaft with capscrews (5). Tighten all cross and bearing capscrews (5) to 28 kg.m (202 ft lbs) torque. 12. Install drive shaft guard (1, Figure 4-9).

FIGURE 4-15. PACKING BEARING AND CAVITY

C4-6

Engine

C04018

Drive Line Adapter Damper Disassembly 1. Remove oil seal (19, Figure 4-16) from bearing cover (15), if not previously removed.

4. 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. b. Remove flanges (6A/B), inner body/shaft (10), and rubber dampers (9) from outer body (8).

2. Remove bearing (13) from damper cover (11), if not previously removed. 3. Do not remove output shaft from damper assembly (4). The inner body/output shaft assembly (10) is provided as a one-piece part. No effort should be made to separate the pieces. If shaft appears loose in inner body, replace this assembly.

5. If not previously removed, remove bearing (2) from flywheel for cleaning, inspection, and fresh lubrication, or replacement, if necessary.

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.

FIGURE 4-16. DRIVE LINE ADAPTER 1. Flywheel Housing 2. Pilot Bearing 3. Capscrew & Washer 4. Damper Assembly 5. Capscrew & Washer 6A. Flange 6B. Flange 7. Dowel Pin

C04018

8. Outer Body 9. Rubber Damper 10. Inner Body/Output Shaft 11. Cover 12. Capscrew & Washer 13. Bearing 14. Retaining Ring

Engine

15. Bearing Cover 16. Breather 17. Plug 18. Capscrew & Washer 19. Oil Seal 20. Output Drive Flange 21. Cap Plate 22. Retaining Ring

C4-7

Drive Line Adapter Damper Assembly

8. Refer to ‘‘Drive Line Adapter Installation, steps 4 through 12’’, for remaining installation of all other related parts, and driveline.

1. Replace any worn or damaged parts. 2. Coat mating surface of outer body (8, Figure 4-16) and mating surface side of flange (6A) with adhesive (Three Bond # 1104), then assemble according to balance lines that were made during disassembly. Install flange mounting capscrews with washers (5) and tighten to 18 ± 2 kg.m (130 ± 15 ft.lbs.) torque.

RECOMMENDED LUBRICANTS The instructions listed in these pages contain references to lubricants that are used in Haulpak manufacturing and assembly processes. These lubricants may be identified and obtained as follows:

3. Install inner body/output shaft (10) according to balance lines that were made during disassembly.

NOTE: ‘‘Approved source’’ indicates the material properties have been approved for Haulpak manufacturing. This is not a commercial endorsement for the product.

4. 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 4-17), inner body (4), and all surfaces of rubber dampers (2). Apply remaining grease evenly in area (3, shaded portion).

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.

5. Apply adhesive (Three Bond # 1104) on flange (6B, Figure 4-16) and install according to balance lines that were made during disassembly.

Approved source: Mobilgrease HP, from Mobil Oil Corp.

6. Align the balance lines of the outer body, inner body, and flange, then assemble.

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.

7. Install flange mounting capscrews and washers (5) and tighten to 18 ± 2 kg.m (130 ± 15 ft.lbs.) torque.

Recommended Lubricants & Sealants A Komatsu Lubricant (427-12-11871)

1 gallon Can Order from Haulpak

B LW008-27 grease.

Mobil Grease HP 3 Tubes*

C Thread Tightener

Three Bond # 1374*

D Liquid Gasket LW067-78

Three Bond USAgrade # 1104*

* - Obtain locally NOTE: Refer to Section "P", Lubrication and Service, for periodic inspections of this drive area. FIGURE 4-17. DAMPER GREASE 1. Outer Body Member 3. Grease Area 2. Rubber Damper 4. Inner Body Member

C4-8

Engine

C04018

AIR FILTRATION SYSTEM General Information

AIR CLEANER 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 and 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

C05002

Air Filtration System

C5-1

FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY 1. Dust Cup 2. Dust Cap Gasket 3. Donaclone Tube 4. Unfiltered Air Inlet

C5-2

5. Wing Nut 6. Wing Nut Gasket 7. Safety Element Indicator 8. End Cover

9. Safety Filter Element 12. Clean Air Outlet 10. Main Filter Element 13. Pre-Cleaner Gasket 11. Main Element Gasket 14. Safety Filter Element Gasket


C05002

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. 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.

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). 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. Tighen wing nut to 10 ft. lbs. (13 N.m) torque.

C05002


C5-3

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. 3. Check air cleaner elements, main and safety, for ruptures, holes or cracks. 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.

FIGURE 5-3. INSPECTING FILTER ELEMENT

FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR

C5-4

NOTE: This method is best when element is loaded with carbon, soot, oil or dust. a. Soak the element in a solution of liquid detergent and water for 15 to 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. 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 140oF (60oC) and must be circulated continually. Do not use a light bulb for drying elements. d. After cleaning the element, inspect thoroughly for slightest ruptures and 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. 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.


C05002

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.

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.

To inspect tubes in precleaner section, remove main filter element. Do not remove the safety element. Loosen clamps and remove dust collector cup. Use a light to inspect the tubes, all tubes should be clear and the light should be visible. Clean the 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 & SOAKING OF PRE-CLEANER 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.

FIGURE 5-5. CLEANING DONACLONE TUBES

6. Severe plugging may require the use of an Oakite 202 and water solution. The solution should be mixed 50% Oakite 202 and 50% fresh water. Soak precleaner section for 30 minutes, rinse clean with fresh water and blow dry completely. 7. Check precleaner gaskets (13) carefully for any evidence of air leaks, replace all suspected gaskets.

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.

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.

C05002


C5-5

NOTES

C5-6


C05002

SECTION D ELECTRICAL SYSTEM (24VDC NON-PROPULSION) INDEX 24 VDC ELECTRIC SUPPLY SYSTEM (D02017.1) . . . . . . . . . . . . . . . Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . Battery -- Maintenance and Service . . . . . . . . . . . . . . . . . . . . Battery Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . General Description (100 Amp Delcotron Integral Charging System) Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . Energizing Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . . Integral Charging System -- Troubleshooting Procedures . . . . . . Integral Charging System Repair . . . . . . . . . . . . . . . . . . .

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24 VDC ELECTRIC STARTER SYSTEM (With PRELUB System) (D02017.2) Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starters and Prelub Schematic Diagram . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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D2-11 D2-11 D2-12 D2-13 D2-14

24 VDC ELECTRIC START SYSTEM (D02017.3) . Operation . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . Cranking Motor Troubleshooting . . . . . . Disassembly . . . . . . . . . . . . . . . Solenoid Checks . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . Magnetic Switch . . . . . . . . . . . . . . .

D2-17 D2-17 D2-17 D2-17 D2-18 D2-19 D2-22 D2-23 D2-24

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24VDC ELECTRICAL SYSTEM COMPONENTS (D03016) General Troubleshooting . . . . . . . . . . . . . . . Cab Mounted Components . . . . . . . . . . . . . . Circuit Breaker Chart . . . . . . . . . . . . . . . Relay Boards . . . . . . . . . . . . . . . . . . . Truck Inclination Sensors . . . . . . . . . . . . Lubrication System Timer . . . . . . . . . . . . PMC System Switches . . . . . . . . . . . . . . Accelerator Pedal . . . . . . . . . . . . . . . . . 24V Components (Outside Cab) . . . . . . . . . . . Battery Box . . . . . . . . . . . . . . . . . . . . Battery Equalizer . . . . . . . . . . . . . . . Body Position Sensor Switches . . . . . . . . . Body-Up Switch Adjustment . . . . . . . . . Hoist Limit Switch Adjustment . . . . . . . . Speed Sensors . . . . . . . . . . . . . . . . . .

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D2-1 D2-1 D2-1 D2-2 D2-2 D2-3 D2-4 D2-4 D2-4 D2-5 D2-5

D3-1 D3-1 D3-2 D3-3 D3-5 D3-10 D3-10 D3-10 D3-11 D3-13 D3-13 D3-14 D3-13 D3-13 D3-13 D3-16

SYSTEM CONTROLLERS . . . . . . . . . . . . . . . . (Refer to Powertrain Management System)

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Index

D1-1

NOTE: Electrical system wiring hookup and electrical schematics are located in Section ‘‘R’’ at the rear of this service manual. 1. Only qualified maintenance personnel should perform electrical testing. 2. Prior to welding on the truck: a. Disconnect the following: 1.) Remove the battery positive (+ ) cables first. 2. ) Remove the battery negative (--) cables last. 3.) When reinstalling cables, negative cables must be installed first. b. Disconnect electronic controllers from truck harnesses. c. Cover all electronic controllers for protection from sparks. d. Remove any controller if weld repairs are made within 254mm (10 in) of it. 3. Never weld on or connect any welding cables on a controller. 4. Check wiring and cables for proper routing and termination.

D1-2

Index

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24VDC ELECTRIC SUPPLY SYSTEM ELECTRICAL SYSTEM DESCRIPTION The truck utilizes a 24VDC electrical system which supplies power for most electrical components. (A few components require 12VDC.) The system is supplied by four, heavy duty 12 volt storage batteries connected in series and parallel. Refer to Section ‘‘R’’, Schematics, of this manual for the truck Electrical Schematic for specific electrical hook-up information.

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.

The batteries are a lead-acid type, each containing six 2-volt cells. With the keyswitch ‘‘On’’, and engine not operating, power is supplied by batteries. When the engine is operating, electrical power is supplied by a 24 volt alternator.

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.

BATTERIES 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.

Some possible causes for an undercharged battery are: Sulfated battery plates Loose battery connections Defective wire in electrical system Loose alternator drive belt

Lead-acid storage batteries contain sulphuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead--acid storage batteries. See the precautions in Section ‘‘A’’ of this manual to insure proper handling of batteries and accidents involving sulphuric acid. Maintenance and Service The electrolyte level of each cell of each battery 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.

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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.

24VDC Electric Supply System with 100 Amp. Delcotron Alternator

D2-1

NOTE: When washing batteries, make sure cell caps are tight to prevent cleaning solution from entering the cells. Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, make sure battery is fully charged. This is accomplished by putting the battery on charge and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid may now be added. Continue charging for another hour and again check specific gravity. Repeat the above procedure until all cells indicate a specific gravity of 1.260-1.265 corrected to 80°F (27°C). NOTE: Use 1.400 strength sulphuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 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. Specific Gravity Freezing Temperature Corrected to 80°F (27°C) Degrees

D2-2

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)

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 1⁄2 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the table. The temperatures in the table indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a 3⁄4 charged battery is in no danger of freezing, therefore, a 3⁄4 charge or better is desirable, especially during winter weather.

BATTERY CHARGING SYSTEM NOTE: If the truck is equipped with a battery charging alternator different from the coverage provided in this section, refer to the ‘‘OPTIONS’’ section of this manual, or to the Engine manufacturer’s dealer.

General Description The 30-SI Series Delcotron Integral Charging System (Figure 2-2) is a heavy duty 24 VDC unit rated at 100 amps. An integral, solid state voltage regulator that is mounted inside the end frame provides voltage output control. The 30-SI Series uses one wire with an adequate ground return to charge the vehicle battery.


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Operating Principles A typical wiring diagram is shown in Figure 2-3. The basic operating principles are explained as follows: The base-emitter of transistors TR3 and TR1 is connected to the battery through resistor R5, thus turning these transistors on. Also, resistors R2 and R3 are connected to the battery, but the discharge current of the battery is very low because of the resistance values of R2, R3, R5, TR1 and TR3. With the system operating, A.C. voltages initially are generated in the stator windings by residual magnetism in the rotor. The diodes in the rectifier bridge change the stator A.C. voltages to a D.C. voltage which appears between ground and the ‘‘BAT’’ terminal. As speed increases, current is provided for charging the battery and operating electrical accessories. The stator also supplies D.C. field current through the diode trio, the field, TR1, and then through the diodes in the rectifier bridge back to the stator. As the speed and voltage increase the voltage between R2 and R3 increases to the value where Zener diode D1 conducts. Transistor TR2 then turns ‘‘ON’’ and TR1 and TR3 turn ‘‘OFF’’. With TR1 ‘‘OFF’’, the field current and system voltage decrease and D1 then blocks current flow causing TR1 and TR3 to turn back ‘‘ON’’. The field current and system voltage increase and this

FIGURE 2-2. 30-SI SERIES ALTERNATOR 1. End Plate 2. Output Terminal

3. Ground Screw

cycle then repeats many times per second to limit the voltage. Capacitor C1 smoothes out the voltage across R3, resistor R4 prevents excessive current through TR1 at high temperatures, and diode D2 prevents high-induced voltages in the field windings when TR1 turns OFF.

FIGURE 2-1. ALTERNATOR INSTALLATION 1. Alternator 3. Belt Tension Adjuster 2. Pivot Capscrew 4. Drive Belt NOTE: Belt tension adjuster gauge is available from Cummins Engines (Part No. ST-1293).

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FIGURE 2-3. TYPICAL 30-SI CIRCUIT


D2-3

Energizing Speed The energizing speed is the RPM at which the regulator turns ON to energize the field coil. This speed is higher than some speeds at which output can be obtained. Therefore, when checking output at low speeds, increase the speed until the regulator turns ON, then reduce the speed to check the output. No output can be obtained until the regulator turns ON. Once the regulator turns ON, it will remain turned on until the engine is stopped.

However, it is permissible to check the output in amperes at any voltage within the ‘‘Operating Range’’ listed, since the current output will be quite close to the value that would be obtained at ‘‘Rated Voltage.’’ The voltage should never be allowed to rise above the ‘‘Operating Range’’ for any length of time. It should be noted that the voltage may be below the ‘‘Operating Range’’ if the battery is in a low state of charge. However, as the battery receives a charge, the voltage will rise to some value within the ‘‘Operating Range.’’

Rated Voltage The integral, battery charging system output should be checked at the ‘‘Rated Voltage’’: System Voltage

Rated Voltage

Operating Range

24

28.0

26.0-30.0

Magnetizing The Rotor The rotor normally retains magnetism to provide voltage build-up when the engine is started. After disassembly or servicing, however, it may be necessary to re-establish the magnetism. To restore the normal residual magnetism in the rotor, connect the unit to the battery in a normal manner, then momentarily connect a jumper lead from the battery positive (+ ) post to the relay terminal, (1, Figure 2-4).

FIGURE 2-4. TYPICAL 30-SI CROSS SECTIONAL VIEW 1. Relay Terminal ‘‘R’’ 2. Rectifier Bridge 3. Output Terminal

D2-4

4. Stationary Field Coil 5. Front Seal 6. Ball Bearing

7. Rotor 8. Stator 9. Roller Bearing


10. Voltage Regulator 11. Grease Reservoir

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INTEGRAL CHARGING SYSTEM (Battery Charging Alternator) Troubleshooting Procedures A typical 30-SI cross-sectional view is shown in Figure 2-4. A basic wiring diagram is shown in Figure 2-5.

d. Turn on accessories. Connect a carbon pile across the battery. e. Operate engine at moderate speed, and adjust carbon pile as required, to obtain maximum current output. IMPORTANT: Initial voltage build-up is by residual magnetism in the rotor. Increase the speed as required to obtain maximum current output. f. If ampere output IS within 10 amperes of rated output as stamped on the battery charging alternator frame, unit is not defective. g. If ampere output IS NOT within 10 amperes of rated output as stamped on the battery charging alternator frame, remove the unit for repair as covered in ‘‘Integral Charging System Repair’’.

FIGURE 2-5. TYPICAL CHARGING CIRCUIT

Integral Charging System Repair Component parts and connections are shown in Figure 2-6.

1. Check the drive belt for proper tension. 2. Insure that an undercharged battery condition has not been caused by accessories having been left ON for extended periods. 3. If a battery defect is suspected, check battery as specified in ‘‘Battery - Troubleshooting’’. 4. Inspect the wiring for defects. Check all connections for tightness and cleanliness, including battery connectors. 5. Connect a voltmeter from the battery charging alternator output terminal (‘‘BAT’’) to ground (-). A zero reading indicates an open between voltmeter connection and battery. 6. With all accessories turned OFF, increase engine speed as required to obtain maximum voltage reading. 7. If voltage is not within the 26 -- 30 volts operating range, remove the unit for repair as covered under heading of ‘‘Integral Charging System Repair’’, as there is no voltage adjustment on this model. 8. If previous Steps 1 through 7 check satisfactorily, check generator as follows: a. Disconnect battery ground cable. b. Connect an ammeter in the circuit at the output terminal of the battery charging alternator. c. Reconnect battery ground cable.

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FIGURE 2-6. 30-SI COMPONENT PARTS 1. Relay Terminal ‘‘R’’ 2. Reg. Stud Connector 3. ‘‘R’’ Terminal Connector 4. Rectifier Bridge 5. Stator Leads 6. Output Term. Connector


7. Diode Trio 8. Output Terminal 9. Capacitor 10. Field Leads (Insulated Screws) 11. Ground Screw 12. Regulator

D2-5

Insulated battery charging alternators have both rectifier bridge heat sinks insulated, and the lower heat sink is connected to the second output terminal located where the ‘‘R’’ terminal is shown (3, Figure 2-6).

Regulator Check The regulator cannot be checked with an ohmmeter. Use an approved regulator tester available from various test equipment manufacturers.

NOTE: Some digital ohmmeters cannot be used to check diodes. Consult ohmmeter manufacturers to determine ohmmeter capabilities. Rectifier Bridge Check (Omit for Overcharged Battery) To check the rectifier bridge, connect the ohmmeter to a heat sink and one of the three terminals (1, Figure 2-7). Then reverse lead connections to the same heat sink and same terminal. If both readings are the same, replace the rectifier bridge by detaching the necessary screws and nuts. A good rectifier bridge will give one high and one low reading. Repeat this same test between the same heat sink and the other two terminals, and between the other heat sink and each of the three terminals. This makes a total of six checks, with two readings taken for each check on each rectifier bridge.

If rectifier bridge is constructed with flat metal clips at the three studs, press down firmly onto flat metal clips and not onto threaded stud.

Field Coil Checks To check for grounds, connect an ohmmeter to one field coil lead and to the end frame as illustrated in 2, Figure 2-7. If ohmmeter reading is low, the field coil is grounded. FIGURE 2-7. OHMMETER CHECKS 1. Ohmmeter Connected to Heat Sink and one Rectifier Bridge Terminal. 2. Ohmmeter Connected to one Field Coil Lead and End Frame. 3. Ohmmeter Connected to both Field Coil Leads. 4. Ohmmeter Connected to one Stator Lead and End Frame. Note that the Diode Trio (7, Figure 2-6) has been removed in Figure 2-7, along with the end plate. Note also that the rectifier end frame has been dipped in clear electric grade varnish.

D2-6

To check for opens, connect an ohmmeter to the two field coil leads as shown in 3, Figure 2-7. If ohmmeter reading is high (infinite), the field coil is open. The winding is checked for short-circuits by connecting a 24 Volt battery and ammeter in series with the field coil. Note the ammeter reading. An ammeter reading above 2.7 -- 3.4 amps indicates shorted windings. An alternate method is to check the resistance of the field by connecting an ohmmeter to the field coil. If the resistance reading is below 7.0 -- 9.0 ohms, the winding is shorted. To replace the field coil, see ‘‘Disassembly.’’


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Diode Trio Check

Disassembly ( Refer to Figure 2-10)

To check the diode trio, remove it from the end frame assembly by detaching the nuts and attaching screw. NOTE that the insulating washer on the screw is assembled over the top of the diode trio connector. Connect an ohmmeter having a 1 1/2-volt cell, and using the lowest range scale, to the single connector and to one of the three connectors, (Figure 2-8). Observe the reading. Then reverse the ohmmeter leads to the same two connectors. If both readings are the same, replace the diode trio. A good diode trio will give one high and one low reading. Repeat this same test between the single connector and each of the other two connectors.

1. Remove screws (1) and end plate (2). 2. Remove pulley (40) and fan (39). 3. Remove 4 thru-bolts (37). 4. Separate rotor and Drive End frame (36) from stator and Rectifier End frame (27). 5. Press rotor (32) from end frame. 6. Remove inside collar (34) from end frame. 7. Remove outside collar from rotor shaft, if present. Early models may have a collar and fabricated metal fan; later models have a one-piece cast aluminum fan (39) whose hub replaces the former outside collar. 8. To replace Drive End Frame Bearing (Figure 2-9): a. Remove retaining plate attaching screws (5). b. Remove retainer plate (6). c. Push on inner race to remove bearing (2). d. Press in new bearing against outer race. e. Assemble retainer with screws. f. Assemble inside collar(1) over shaft. g. Press rotor into drive end frame. h. Assemble outer collar (4).

FIGURE 2-8. DIODE TRIO CHECK 1. Single Connector

2. Three Connectors

Stator Checks (Omit for Overcharged Battery) Most stators are delta wound and only a check for grounds can be made with an ohmmeter. Connect from either lead to the frame (4, Figure 2-7). The reading should be infinite. If not, replace the stator. See ‘‘Disassembly.’’ If the regulator checks good and the unit does not supply rated output, replace the stator if it is badly discolored.

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FIGURE 2-9. DRIVE END FRAME BEARING 1. Inside Collar 2. Sealed Bearing 3. Drive End Frame 4. Outer Collar/Fan Hub


5. Capscrew 6. Retainer Plate 7. Seal

D2-7

9. To replace Rectifier End Frame bearing: a. Pull inner race from shaft and bearing from end frame. b. Assemble new inner race and bearing as shown in Figure 4 with bearing seal away from grease reservoir. c. Use Delco Remy lubricant P/No. 1948791 and fill reservoir half full. Arrange lubricant so a portion will touch bearing when assembled. 10. To replace field coil: a. Remove attaching bolts. b. Install new field coil and torque bolts to 55 inch-lbs.

Reassembly Assemble parts as shown in Figure 2-10. Before attaching end plate, dip rectifier end frame about one inch (1") deep into clear electric grade varnish, or use spray can, to restore assembly to new condition.

FIGURE 2-10. 30-SI PARTS ILLUSTRATION 1. Screw 2. Plate 3. Plug, Bearing Well (1) 4. Screw 5. Washer, Plain 6. Nut & Washer 7. Diode 8. Screw 9. Bridge, Rectifier 10. Screw 11. Screw 12. Connector, Rectifier Bridge to Regulator 13. Nut & Washer 14. Regulator 15. Cap, Relay Terminal 16. Connector, Rectifier Bridge to Relay 17. Relay Terminal Package -- Contains: Boot, ‘‘R’’ Terminal, Insulating Washer, Metal Washer, Connector, Washer, Nut 18. Lockwasher, Ground 19. Screw, Ground Terminal 20. Output Terminal Package -- Contains: Output Terminal, Insulator, Insulating Washer, Metal Washer, Lock Washer (two), Nut (two) 21. Screw 22. Capacitor 23. Bracket 24. Bushing, Mounting Hinge (1) 25. Bearing, Outer Race (1) 26. Roller Bearing, Inner Race 27. Housing, Rectifier End 28. Clip - Stator Leads (2) 29. Grommet (2) 30. Stator 31. Coil 32. Rotor 33. Retainer, Drive End Bearing (Includes Seal) 34. Collar, Inside 35. Ball Bearing, Sealed 36. Housing, Drive End 37. Thru Bolt 38. Screw 39. Fan, Cast Aluminum 40. Pulley (from engine manufacturer) 41. Washer, Shaft Nut 42. Nut, Shaft NOTES: (1) Included In Item 27, Housing, Rectifier End (2) Included In Item 30, Stator.

D2-8


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FIGURE 2-10. 30-SI PARTS ILLUSTRATION

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D2-9

NOTES

D2-10


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24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB) The 530M, equipped with the Cummins engine, includes 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.

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 2-11), driving the 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.

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FIGURE 2-11. STARTER MOTORS & PRELUB PUMP 1. Mounting Capscrews 5. Prelub Pump 2. Starter Motor 6. Outlet Line 3. Inspection Plug 7. Suction Line 4. Pump Outlet Pressure 8. Solenoid Test Port

Pressure Switch The Pressure Switch (See Figure 2-12) 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.

24 VDC Electric Starter System with Prelub

D2-11

Timer Solenoid The timer solenoid (3, Figure 2-12) 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.

2

3. Prelub Timer Solenoid 4. Bottom Starter Motor (With Pump) 5. Top Starter Motor

D2-12

(2.5 psi)

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)


7/98 D02017.2

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. If system is operating properly, continue with the inspection of component parts below:

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 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).

Starter/Prelub Pump

Check Valve

The bottom starter motor (with the Prelub pump) should be inspected as follows for possible oil leakage from the pump to the starter housing.

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.

1. Open the battery disconnect switches to prevent engine startup. 2. Remove the inspection plug (3, Figure 2-11). 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.

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 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.

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D2-13

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.

Probable Cause

Problem 1. Starter prelubricates only. Does not delay or crank.

1. 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.

2. Starter prelubricates continuously regardless of key switch position.

2. 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.

3. Starter delays and cranks. No prelubrication mode.

3. 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.

4. Starting circuit is irregular when in crank mode.

4. a. Check for low or dead batteries. b. Check alternator output. c. Check for bad ground strap or NO GROUND wire from the starter battery ground post to ‘‘G’’ terminal of starter bendix solenoid. d. Check for bad starter safety relays.

D2-14


7/98 D02017.2

Problem

Probable Cause

5. Starter has very long prelubrication cycle.

5. 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.

6. Starter has no prelubrication, no delay and no crank.

6. 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.

7. Starter prelubricates, delays, then does not crank.

7. 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.

8. Second starter tries to engage flywheel while primary starter is prelubricating.

8. 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.

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D2-15

NOTES

D2-16


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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, the plunger (56, Figure 2-15) is pulled in, moving the 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 2-13. STARTER MOTORS 1. Mounting Capscrews 4. Outlet Line 2. Starter Motor 5. Suction Line 3. Prelub Pump 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. 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 2-13) and solenoid (6) terminals.

Installation 1. Align motor (2, Figure 2-13) 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:

3. If removing a starter equipped with the Prelub pump, remove hoses (4 & 5) and cap fittings.

a. Install the battery negative (-) cables first. b. Install the battery positive (+ ) cables.

4. Remove motor mounting capscrews (1).

c. Close the battery disconnect switch.

5. Remove motor assembly from flywheel housing.

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24 VDC Electric Starters

D2-17

No-Load Test Refer to Figure 2-14 for the following test setup.

Be certain switch is open before connections or disconnections are made during the following procedures.

FIGURE 2-14. NO-LOAD TEST CIRCUIT

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. 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:

Do not apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings.

Batteries-- Verify the condition of the batteries, cables, connections and charging circuit.

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.

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.

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. b. Pry the pinion gear to be certain the armature can be rotated. 2. If the armature does not turn freely, the starter should be disassembled immediately. 3. If the armature can be rotated, perform the NoLoad Test before disassembly.

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1. Rated current draw and no-load speed indicates normal condition of the cranking motor. 2. Low free speed and high current draw indicates: a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole shoes allowing armature to drag. b. Shorted armature. This can be further checked on a growler after disassembly. c. Grounded armature or fields. Check Further after disassembly.


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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.

1. The 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 2-15) for wear. a. If worn excessively when compared with a new brush, they should be replaced. b. Make sure 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

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 2-15), 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.

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Cleaning and Inspection

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. (.79 mm) wide and 0.031 in. (.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 effected by resoldering 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.


D2-19

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 The field coils (46, Figure 2-15) 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 the field frame (35) and the other lead to the 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.

D2-20

FIGURE 2-15 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 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

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FIGURE 2-15. CRANKING MOTOR ASSEMBLY

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Solenoid Checks A basic solenoid circuit is shown in Figure 2-16. 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, switch terminal and to the second switch terminal ‘‘G’’, to check the hold-in winding (Figure 2-17). 2. Use the carbon pile to decrease the battery voltage to 20 volts. Close the switch and read current. a. The ammeter should read 6.8 amps maximum. 3. To check the pull-in winding, connect from the solenoid switch terminal ‘‘S’’ to the solenoid motor ‘‘M’’ or ‘‘MTR’’ terminal (Figure 2-18).

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 2-17. SOLENOID HOLD-IN WINDING TEST

4. Use the carbon pile to decrease the 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 2-17) and from ‘‘MTR’’ (Figure 2-18) to the solenoid case. Ammeter should read zero. If not, the winding is grounded.

FIGURE 2-16. SIMPLIFIED SOLENOID CIRCUIT

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FIGURE 2-18. SOLENOID PULL-IN WINDING TEST


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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 2-15) 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).

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FIGURE 2-19. 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 2-19. 2. Momentarily flash a jumper lead from terminal ‘‘G’’ 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 .330 in. to .390 in. (8.3 mm to 9.9 mm) as shown in Figure 2-20. 5. Adjust clearance by turning shaft nut (64, Figure 2-15).


D2-23

Coil Test 1. Using an ohmmeter, measure the coil resistance across the coil terminals. a. The coil should read approximately 28 Ω at 72°F (22.2° C). b. If the ohmmeter reads ∞ , the coil is open and the switch must be replaced. c. If the ohmmeter reads 0 Ω, 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. FIGURE 2-20. CHECKING PINION CLEARANCE

Magnetic Switch The magnetic switch is a sealed unit and not repairable. Removal 1. Remove battery power as described in Cranking Motor ‘‘Removal’’.

3. The ohmmeter should display ∞ when the probes are placed across the switch terminals. 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.

2. Disconnect cables from the switch terminals and wires from coil terminals (Figure 2-21). 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. 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 2-12.) Attach wires from the truck harness to the coil terminals (See Figure 2-21). 4. Connect battery power as described in Cranking Motor ‘‘Installation’’.

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FIGURE 2-21. MAGNETIC SWITCH ASSEMBLY


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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.

3. 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. 4. 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. 5. If a harness must be repaired, use the proper wire gauge and type. Use the proper crimping tool if connector pins are replaced. 6. 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. 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. 4. Install the positive cables (+) last.

D03016 6/99

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.

Electrical System Components

D3-1

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: • Transmission Controller (1) • Suspension Controller (2) • Powertrain Management Controller (3) • Retard and Control Monitor (4) • Tire Management System (5)

Note: The Suspension Controller and Tire Management System Controllers are optional equipment and may not be installed on the truck.

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).

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. Tire Management System (TMS ) (Optional) 6. Relay Board (RB6A) 7. Relay Board (RB6B)

D3-2

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


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CIRCUIT BREAKER IDENTIFICATION

CIRCUIT NUMBER

CONTROL DESCRIPTION

No.

AMPS

VOLTS

IN

OUT

CB24V CB12V

50 50

+24 +12

4 2

12 24 Volt Control Power (To Power Bus #3 on Cab Rear Wall) 12V 12 Volt Control Power (To Power Bus #4 on Cab Rear Wall) LOCATION: CAB REAR WALL

CB01 CB02 CB03 CB04 CB05 CB06 CB07 CB08 CB09 CB10 CB11 CB12 CB13 CB14 CB15 CB16 CB17 CB18 CB19 CB20 CB21 CB22 CB23 CB24 CB25 CB26 CB27 CB28 CB29 CB30 CB31 CB32

5 5 10 5 5 5 --15 10 5 5 10 10 5 5 10 5 15 5 15 15 5 10 5 5 5 5 5 5 -10

+24 +24 +24 +24 +24 +24 --+24 +24 +24 +24 +24 +24 +24 +24 +24 +24 +24 +24 +12 +12 +12 +12 +24 +24 +24 +24 +24 +24 -+24

1 1 1 1 1 1 --12 12 12 12 12 12 12 12 12 12 12 12 12V 12V 12V 12V 21 13 13 13 12 12 -11

CB13 CB14 CB15

15 15 15

+24 +24 +24 RB4

11 11 11

45RL/45LL 45RL/45LL 41C

CB21

15

+24 RB5

11

43

CB23 CB24 CB25 CB26 CB27

15 15 15 15 15

+24 +24 +24 +24 +24

11 11 11 11 11

41LL/41LB 41LL/41LA 41HL/41HB 41HL/41HA 11D

LOCATION: BATTERY BOX

27B Centry Engine Monitor 25 Transmission Controller (ATC) 82 Retard and Control Monitor (RCM) 91B1 Powertrain Management Controller (PMC) 91B2 Powertrain Management Controller (PMC) 46 Hazard Light Control -Not Used -Not Used 63 Windshield Wiper Motor 47B Back-Up Alarm and Lights 91A Powertrain Management Controller (PMC) 81 Suspension Controller (Optional) 25C2 Transmission Controller (ATC) 25C1 Transmission Controller (ATC) 27A Centry Engine Monitor 12H Hoist Limit Solenoid Valves 39J Payload Meter Light Control Meter 39G Payload Meter Lights 47A Deck Mounted Back-Up Lights 68A Automatic Lube System Timer 67P Left Cab Window Motor 67R Right Cab Window Motor 65 AM/FM Radio 67C Cigar Lighter 21S Start Circuit Signal 31 Electronic Display Panel (Instrument Panel) 38 Message Display panel (MOM) 13A Payload Meter Supply Power (PLM) 12PC SNET to DAD Interface Connector 67AS Operator seat Air Pump -Not Used 42 Engine Service Lights LOCATION: PASSENGER SEAT BASE

RB1 Turn Signal Lights Turn Signal Light Control Dash Lights/Clearance Lights Steering Bleeddown Solenoid, Horn & Service Lights Left Low Beam Headlight Right Low Beam Headlight Left High Beam Headlight Right High Beam Headlight Turn/Clearance Light Control

TABLE I. CIRCUIT BREAKER CHART

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D3-3

FIGURE 3-2. PASSENGER SEAT BASE COMPARTMENT 1. Passenger Seat Base 2. Lateral Inclination Sensor 3. Relay Board -- RB5 4. Auto-Lube System Timer 5. Passenger Seat 6. Relay Board -- RB4 7. Max. Speed Setting Switch

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8. Speed Set Switch -- UP 9. Speed Set Switch -- DOWN 10. Max. Speed Set Switch -- Loaded/Empty 11. Highest Gear Set Switch #2 12. Highest Gear Set Switch #1 13. Relay Board -- RB1 14. Compartment Service Lamp 15. Inclinometer Sensor


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RELAY BOARDS

Preliminary Checks

The truck is equipped with 5 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 relays are designated as follows: • Relay Board RB1 (13, Figure 3-2)

Check for a circuit breaker that is in the ‘‘OFF’’ position or a red (breaker open) light is ‘‘ON’’. If a circuit breaker is ‘‘OFF’’, turn it ‘‘ON’’. Check operation of component. If it trips again, check the wiring or component for 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. Check the wiring and all of the connections between the relay board and the component for an ‘‘open’’ circuit.

• Relay Board RB4 (4, Figure 3-2)

Defective component. Replace component.

• Relay Board RB5 (3, Figure 3-2)

Poor ground at the component. Repair the ground connection.

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. 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 ‘‘ON’’) indicates that a circuit breaker (on that relay board) is in the ‘‘OFF’’ position. The red breaker open light will turn ‘‘ON’’ whenever there is a voltage difference across the two terminals of a circuit breaker. 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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Service 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. 3. Gently wiggle and pull upward to remove relay (11).

4. Line up tabs and install new relay. 5. Place crossbar in original position and install screw (10) removed in step 1. Tighten both screws.

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.

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To replace a circuit breaker:

To replace a circuit panel card DO NOT remove the small screws that hold the cover plate to the circuit panel. Replace circuit panel as a complete assembly.

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 3-3) 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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D3-7

RELAY BOARD DESCRIPTION

2 - 5 amp circuit breakers (CB20, CB22 -- not used)

Note: Refer to the Circuit Breaker Chart, Table I. for a list of the circuit breakers and their function on each relay board.

1 - 15 amp circuit breaker (CB21) 4 - Relays • (K1) (Not Used)

Relay Board RB1

• (K2) (Not Used)

This relay board (13, Figure 3-2) is located on the outside wall of the passenger seat base compartment. The following components are installed:

• Horn, Steering Bleed, Service Lights (K3)

1 - Flasher Power Light (Green): > This light will be ‘‘ON’’ when the turn signals or hazard lights are activated. > K1 light will illuminate during left turn signal operation. > K2 light will illuminate during right turn signal operation. > 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 - Flasher Module card.

Relay

• (K4) (Not Used)

Relay Board RB5 This relay board (3, Figure 3-2) is located on the rear of the inner wall of the passenger seat base compartment. The following components are installed: 1 - Light Display Module card 1 - Lights Control Light (Green): > This light is illuminated when 24 volts is being supplied to the battery terminal of the light switch. 5 - 15 amp circuit breakers (CB23, CB24, CB25, CB26, CB27) 4 - Relays

3 - 15 amp circuit breakers (CB13, CB14, CB15)

• Left Low Beam Relay (K1)

4 - Relays

• Right Low Beam Relay (K2)

• Left Turn/Clearance Light Relay (K1) • Right Turn/Clearance Light Relay (K2)

• Left High Beam Relay (K3) • Right High Beam Relay (K4)

• Clearance Lights Relay (K3) • Flasher Relay (K4)

Relay Board RB4 This relay board (6, Figure 3-2) is located at the front of the inside wall of the passenger seat base compartment. The following components are installed: 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.

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6/99 D03016

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 530M 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.

Refer to Table II. for a list of the relays and circuits applicable to the above relay boards.

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D3-9

RELAY

COIL CIRCUITS +

-

CONTACT CIRCUITS COM.

N.O.

FUNCTION

N.C. RELAY BOARD RB6A

1 2 3 4 5 6 7 8

21S 12 52C1 39G 52C2 63L1 63H1 52S5

25N 25TC 0 25N 0 0 0 0

21S 12 12 0 12 63 63 12

21PT 25P 52C3 25NI 52C4 63L 63H 25S4

1 2 3 4 5 6 7 8

44R1 39G 39J 44B1 39J 44B1 47A 39J

0 25N 39A 0 39B 0 25R 39C

12 39J 39JA 52BS 39JA 12 47A 39JA

44R 39JA -0 -44 47 --

-PRELUB Timer Solenoid -Transmission Solenoid Power Supply -Front Brake Cooling Valve Solenoid -Payload Meter, Neutral Signal -Rear Brake Cooling Valve Solenoid -Windshield Wiper Motor, Low Speed -Windshield Wiper Motor, High Speed -Front Brake Cut Solenoid RELAY BOARD RB6B --39AA -39BA --39CA

Retard Lights Payload Meter, Light Relays Payload Meter, Green Light Control Brake Signal (To ATC) Payload Meter Brake Light Backup Horn and Lights Payload Meter

TABLE II. RELAY BOARD CIRCUITS TRUCK INCLINATION SENSORS Two sensor devices, the lateral inclination sensor (2, Figure 3-2) and fore-aft inclinometer sensor (15) are located in the passenger seat base compartment. Payload Meter Inclinometer Sensor The inclinometer is used by the Payload Weighing System (PLMII) 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 detailed information on the inclinometer and on-board weighing system.

Refer to ‘‘PMC System’’ for additional information on this sensor and its circuitry. LUBRICATION SYSTEM TIMER The lubrication system timer (4, Figure 3-2) controls the lubrication cycle frequency for the automatic lubrication system. 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. Refer to Section ‘‘M’’ for additional automatic lubrication system details.

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.

D3-10

PMC SYSTEM SWITCHES Several switches (items 7 through 12, Figure 3-2) allow maintenance personnel to set the maximum truck speeds and maximum transmission gear ranges available to the operator. Maximum truck speeds can be set to different values for the truck when loaded and when empty. Maximum gear range can be set to F4, F5, F6, or F7. Note: The maximum speeds and gear range settings can also be set using ‘‘MOM’’ or ‘‘DAD’’. Refer to ‘‘PMC System’’ for additional information on these switches and troubleshooting the circuits.


6/99 D03016

ACCELERATOR PEDAL Operation The electronic accelerator pedal (Figure 3-5) indirectly controls engine speed through the PMC System, providing several functions as described below. The PMC controls engine speed by sending a throttle frequency signal to the Engine Controller. The PMC receives all of the following requests as to throttle control, processes them, and then provides an output signal to the Engine Controller. • Accelerator pedal (throttle) signal: This throttle signal is varied as the accelerator pedal is depressed. As the pedal is depressed, the output voltage signal increases and engine rpm increases. • Idle validation signals: The accelerator pedal provides two digital signals to the PMC to indicate whether the accelerator pedal is depressed or released. These signals also inform the PMC of a loss of voltage if a failure occurs in the throttle pedal. When the PMC detects throttle voltage failure, it sends the 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 released, the PMC sends a 194 Hz signal to the Centry system to maintain engine speed at 1000 rpm. If the signal loss occurs and the accelerator pedal is depressed, the PMC sends a 150 Hz signal to Centry to maintain the engine speed at 750 rpm. If the loss of throttle signal occurs between the PMC and the Centry control system, Centry will control engine speed depending on whether the pedal is released or depressed, providing the same engine speeds as described above. • AISS (Auto-Idle Setting System): When the accelerator pedal is not depressed, the PMC sends two types of throttle signals to Centry as low idle speed; low-low idle and high-low idle, according to the truck conditions, coolant temperature, parking brake, rear brake, and the AISS switch located in the right pod on the instrument panel. Note: Low-low idle is the basic low idle; 750 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

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AISS operation is as follows:

SPECIFICATIONS

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 regardless of other conditions. When coolant temperature is warmed, high-low idle is returned to low-low idle 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 be moved slowly (in the shop area) even if coolant temperature is low. • Throttle modification signal (sent from the Transmission Controller to the PMC): This is a frequency signal which varies between 150 and 400 Hz. from the Transmission Controller that requests the PMC to reduce the throttle signal to Centry 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.

Supply voltage ................................. 5 ±0.01 Volts DC Output, closed throttle .................... 3.60 to 4.00 Volts Output, open throttle....................... 1.00 to 1.40 Volts

TROUBLESHOOTING Idle Validation Switch Continuity Check (Refer to Figure 3-4.) The idle validation switch circuit 54C (pin B) to circuit 0 (pin A) should be closed when the pedal is released and should open just after the pedal is depressed. Circuit 54B (pin C) to circuit 0 (pin A) should be open when the pedal is released and close after the pedal is depressed slightly and remain closed to full throttle.

Sensor Check Refer to ‘‘PMC System Troubleshooting’’ for pedal sensor checks.

• Throttle modification signal (sent from RCM): This is a Pulse Width Modulation type signal between 0 and 100%. The RCM also requests the PMC to reduce engine speed if the truck is starting or accelerating on a slippery road surface and the RCM detects tire slip, the RCM requests the PMC to reduce engine speed until tire traction is restored. • Cruise Control (Optional): If the optional Cruise Control feature is installed and the operator has turned Cruise Control on and set the desired speed, the PMC will control the throttle signal instead of the accelerator pedal.

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6/99 D03016

24V COMPONENTS (Outside Cab) BATTERY BOX The 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

The 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 3-6. BATTERY BOX AND EXTERNAL COMPONENTS 1. Battery Enclosure 2. Batteries 3. Level Sensor D03016 6/99

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) D3-13

Battery Equalizer

BODY POSITION SENSOR SWITCHES

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.

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. 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.

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. Test If the batteries are not being charged equally or other problems are apparent, perform the following tests: 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 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.

The 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. Body-Up Switch Adjustment Figure 3-7 shows two views of the body-up switch (5) and the magnet used to activate the switch. 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. 3. Slide the proximity switch in or until dimension ‘‘X’’ is 15mm (0.59 in). Tighten capscrews (6) and recheck vertical adjustment. If necessary, readjust and tighten capscrews (3). 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.

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6/99 D03016

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 45mm (1.77 in). Tighten the capscrews after adjusting.

4. Check operation to verify hoist cylinders extend and stop before reaching maximum cylinder stroke.

3. Lower body onto frame.

FIGURE 3-7. 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)

D03016 6/99

6. Switch Mounting Capscrews 7. Mounting Bracket (On Frame) 8. Switch Mounting Capscrews 9. Proximity Switch (Body Limit) 10. Magnet (Body Limit Switch)


D3-15

SPEED SENSORS 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. 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. 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.

Sensor Adjustment Note: Sensor adjustment must be performed before the tires and rims are installed. 1. If the sensor is already installed, loosen the locknut (2, Figure 3-9) and remove the sensor from the tapped mounting hole. 2. Rotate the seal carrier until a gear tooth is aligned with the center of the sensor 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 3-9. (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 3-8. SPEED SENSOR ASSEMBLY 1. Sensor Body 2. Lock Nut

3. Connector End

FIGURE 3-9. SPEED SENSOR ADJUSTMENT 1. Speed Sensor 2. Lock Nut

D3-16


3. Brake Assembly

6/99 D03016

POWERTRAIN MANAGEMENT CONTROL SYSTEM INDEX POWERTRAIN MANAGEMENT CONTROL SYSTEM (D22001) SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . PMC SYSTEM TROUBLESHOOTING . . . . . . . . . . . . EMERGENCY TRUCK OPERATION . . . . . . . . . . . . . PMC SYSTEM FAULT CODE TABLES . . . . . . . . . . . Electronic Display Panel (EDP or EDM) . . . . . . . . . Transmission Controller (ATC) . . . . . . . . . . . . . . Suspension Controller (SSP) . . . . . . . . . . . . . . . Powertrain Management Controller (PMC) . . . . . . . . Payload Meter (PLM) . . . . . . . . . . . . . . . . . . . Retard and Control Monitor (RCM) . . . . . . . . . . . . CENSE & Centry . . . . . . . . . . . . . . . . . . . . .

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POWERTRAIN MANAGEMENT CONTROLLER (PMC) -- (D23001) PMC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . LED Display . . . . . . . . . . . . . . . . . . . . . . DIP Switch Setting . . . . . . . . . . . . . . . . . . . NORMAL OPERATION -- PMC . . . . . . . . . . . . . . . . . Communication . . . . . . . . . . . . . . . . . . . . . . . TROUBLESHOOTING -- PMC . . . . . . . . . . . . . . . . . PMC Fault Code Troubleshooting . . . . . . . . . . . . . PMC Controller Logic . . . . . . . . . . . . . . . . . . . . PMC Fault Code Logic Description . . . . . . . . . . . PMC Wiring Harness Connectors . . . . . . . . . . . . .

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. D23-1 . D23-1 . D23-1 . D23-2 . D23-3 . D23-7 . D23-8 . D23-16 . D23-17 . D23-48

TRANSMISSION CONTROLLER (ATC) -- (D24001) ATC CONTROLLER FEATURES . . . . . . . . . . LED Display . . . . . . . . . . . . . . . . Rotary Switch Settings . . . . . . . . . . . Shift Control . . . . . . . . . . . . . . . . . . . ATC Fault Code Troubleshooting . . . . . . . . . . ATC Fault Code Logic Description . . . . . . . Transmission Controller Wiring Harness Connectors

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. D24-1 . D24-1 . D24-1 . D24-2 . D24-6 . D24-22 . D24-53

ELECTRONIC DISPLAY PANEL (EDP) -- (D25001) Rotary Switch Settings . . . . . . . . . . . External Indicator Lamps . . . . . . . . . . Display Self-Check Function . . . . . . . . Action Code Display . . . . . . . . . . . . Electronic Display Panel Troubleshooting . . . EDP Wiring Harness Connectors . . . . . . . .

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. D25-1 . D25-4 . D25-6 . D25-6 . D25-8 . D25-27

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RETARD CONTROL AND MONITOR (RCM) -- (D26001) Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCM Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCM Fault Code Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . .

D21001 6/99

Index

D22-1 D22-3 D22-6 D22-8 D22-9 D22-10 D22-13 D22-14 D22-16 D22-17 D22-19

D26-1 D26-1 D26-3

D21-1

AUTOMATIC SUSPENSION SYSTEM -- (D27001) SUSPENSION SYSTEM COMPONENTS . . . . . . . Automatic Mode Selection Control . . . . . . . . . Suspension Controller Fault Code Logic Description Suspension Controller System Troubleshooting . . Suspension Controller Wiring Harness Connectors .

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D27-1 D27-2 D27-3 D27-6 D27-13

MOM (MESSAGE FOR OPERATION AND MAINTENANCE) -- (D30001) SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTENANCE INFORMATION (SCREEN HIERARCHY) . . . . . . . . Display Able/Disable by Machine Status . . . . . . . . . . . . . . . Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . . Display Able/Disable by Truck Model and Optional Equipment Status SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HARDWARE TROUBLESHOOTING AND MAINTENANCE . . . . . . .

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D30-1 D30-2 D30-4 D30-4 D30-6 D30-6 D30-7 D30-8 D30-11

MOM SCREEN DISPLAYS -- (D31001) Initial Message Screens . . . . . . s1 SERVICE MENU . . . . . . . . s2 Component Check Menu . s3 Machine Information Menu t1 PARAMETER SET MENU . . .

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. . D31-1 . . D31-6 . . D31-6 . D31-25 . D31-31

DAD (DATA ACQUISITION DEVICE) -- (D32001) INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . Hardware Hookup . . . . . . . . . . . . . . . . . . . . Software . . . . . . . . . . . . . . . . . . . . . . . . . MAINTENANCE INFORMATION (SCREEN HIERARCHY) . SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . Real Time Data . . . . . . . . . . . . . . . . . . . . . Fault Condition Data . . . . . . . . . . . . . . . . . . . Snap-Shot Data . . . . . . . . . . . . . . . . . . . . . Machine Trend Data . . . . . . . . . . . . . . . . . . . Machine Check . . . . . . . . . . . . . . . . . . . . . Machine Information . . . . . . . . . . . . . . . . . . . Event Recorder . . . . . . . . . . . . . . . . . . . . . Parameter Set . . . . . . . . . . . . . . . . . . . . . .

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DAD SCREEN DISPLAYS -- (D33001) Password Input . . . . . . . . . . s1 SERVICE MENU . . . . . . . . s2 Component Check Menu . s3 Machine Information Menu t1 PARAMETER SET MENU . . .

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. . D33-1 . . D33-2 . . D33-2 . D33-22 . D33-27

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D32-1 D32-1 D32-2 D32-3 D32-8 D32-8 D32-8 D32-8 D32-9 D32-10 D32-10 D32-10 D32-10

REAL TIME DATA TABLES -- (D34001) ACCESSING REAL TIME DATA SCREENS . . . . . . . . . . . . . . . . . . . . . . D34-1

D21-2

Index

6/99 D21001

POWERTRAIN MANAGEMENT CONTROL  SYSTEM System Description

Electronic Display Panel

The 530M 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) The engine is controlled by Cummins Centry and monitored by Cummins CENSE. Centry 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

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. 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.

A fully automatic, Komatsu TORQFLOW® transmission, with a lock-up torque converter is electronically controlled and monitored by the Transmission Controller.

Message for Operator and Maintenance Display

Transmission Controller

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 on-board service tool whose functions can be used in conjunction with ‘‘DAD’’ described below.

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.

The Message for Operation and Maintenance (MOM), made by Komatsu, is a liquid crystal display with several touch-switches on its surface.

The above Controllers are standard equipment. The following are optional: Suspension Controller

A fully hydraulic retarder system is controlled and monitored by a Komatsu Retard Control and Monitor (RCM).

The hydro-pneumatic suspension is controlled and monitored by an optional Suspension Controller (refered 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.

Powertrain Management Controller

Data Aquisition Device

The Komatsu Power Train Management Controller (PMC), made by Komatsu, plays a part of managing the above controllers by mediating the throttle or brake modification command.

The Data Aquisition Device (DAD), is a personal computer operating under Windows ver. 3.1 or later and is used as an off-board service tool.

Retard Control and Monitor

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.

Service personnel can download large amounts of data, such as trend or working history information.

The integrated vehicle management system for the 530M, including all controllers described above is referred to as the PMC System (See Figure 22-1). This

D22001 6/99

PMC System

D22-1

system is designed for expanded and improved control of the truck, and system monitoring for easier diagnostics and production management.

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.)

The PMC system: • 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.

Cummins Centry Centry is an engine controller provided by Cummins. Centry controls engine speed according to the frequency of the throttle signal from PMC. If a loss of throttle signal occurs, Centry warns the operator by turning the Centry 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.

FIGURE 22-1. PMC SYSTEM DIAGRAM

D22-2

PMC System

6/99 D22001

PMC SYSTEM TROUBLESHOOTING PRELIMINARY TROUBLESHOOTING PROCEDURES

Fault History

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).

The fault history of the following controllers can be accessed through ‘‘MOM’’ or ‘‘DAD’’. • Transmission Controller • RCM

Emergency Operation 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. 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.

• PMC • Electronic Display Panel • Suspension Controller Note: Fault history data for the Cummins Centry, 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.

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 : GO TO SHOP AFTER WORK 02 : GO TO SHOP RIGHT NOW 03 : REDUCE ENGINE / MACHINE SPEED 04 : STOP SAFELY / SHUT OFF ENGINE 05 : WAIT WITH ENGINE LOW IDLE 06 : START ENGINE / KEEP LOW IDLE 07 : KEEP BODY SEATED

D22001 6/99

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’’.

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.

PMC System

D22-3

NORMAL OPERATION Sequence of Operation KEY SWITCH OFF

TURN KEY SWITCH ON (ACC POSITION)

Parking brake applied Press Lamp Check Switch (right side) Press Lamp Check Switch (left side) Turn F1 Start Switch ON Turn Shift Limit Switch ON



PMC

MOM

PLM

All Off

All Off

All Off

All Off

All Off

0X (X= a to d) is displayed sequentially in LEDs for 1 sec. 00 is displayed if no faults are present.

Initial message (i1) is displayed for 3 sec. after a system message (in Japanese) and the screen changes to intial check 1 (i2) automatically.

All LCD areas are turned on for 3 sec. All caution and pilot lamps (except Centry caution lamp) are turned on.

Park brake lamp on. All caution and pilot lamps (except Centry caution lamp) are turned on. Centry caution lamp is turned on. F1 indicator is on.

88.88 is displayed and all lamps and a buzzer are turned on for 3 sec. Eight values due to the input data or PLM switch setting are displayed for 3 sec. each. Then, loaded weight is displayed.

Shift limit indicator is on.

Range selector in NEUTRAL TURN AISS SWITCH OFF

Shift position displays N. Shift indicator displays N.

START ENGINE

Engine rpm is displayed.

When coolant is below 40 °C (104 °F), automatic warm-up is activated.

8.8 is displayed for 3 sec. The program number is displayed and ended by ‘‘----’’. If fault codes are recorded, they are displayed sequentially. Then, 0.0 or 0.C (if temperatures are low) is displayed on LEDs.

When transmission ECMV oil temp. is 15 °C (59 °F) or less, 0.C is displayed on LEDs. When transmission ECMV oil temp. is 15 °C (59 °F) or more, 0.0 is displayed on LEDs. Engine low idle speed is increased to 1000 rpm.

Only bottom segment on coolant temp. gauge is on.

Turn AISS Switch ON

Engine idle drops to 750 rpm, all conditions.

Turn AISS Switch OFF When coolant is above 40 °C (104 °F), automatic warm-up is deactivated automatically. RAISE BODY

Coolant temp. gauge indicates green range.

Screen display changes to initial check 2 (i3) automatically.

Engine low idle drops to 750 rpm.

Body-up lamp is on

CHANGE SHIFT LEVER TO R POSITION

00 is displayed on LEDs when no faults are present. When reverse is Transmission gear allowed with body up changes to REVERSE When reverse is NOT Transmission remains in allowed with body up NEUTRAL (See Note below) NOTE: Reverse inhibit with body up can be selected with MOM or DAD. Initial setting from factory is inhibit.

Normal operation screen (i4) is displayed automatically.

Sequence of Operation



LOWER BODY. RELEASE PARKING BRAKE AND RETARDER. MOVE RANGE SELECTOR TO L.

Shift position indicates L. Shift indicator indicates 1.

Transmission gear changes to F1.

Lock-up indicator is on with shift indicator 1.

Lock-up clutch is engaged.

Shift indicator changes to 2. Shift indicator changes to 1.

Transmission gear changes to F2.

Press accelerator pedal Turn Shift Limit Switch ON Turn F1 Start Switch ON CHANGE RANGE SELECTOR TO D

Transmission is held in F1. Shift Limit and F1 Start Switch indicators turn on. Shift indicator changes to 3. Transmission gear changes to F3.

LOCK-UP FUNCTION CHECK Change range selector to R.

Lock-up indicator is off.

Change range selector to D, 5, 4, 3 or L.

Lock-up indicator is on.

Press accelerator or apply brake.

When engine speed is approx. 1400 rpm or more, lock-up indicator is on. When engine speed is 1000 rpm or less, lock-up indicator is off.

Lock-up clutch not engaged in reverse. Lock-up clutch is engaged at F1 to F7. Lock-up clutch is engaged. Lock-up clutch not engaged.

PMC

MOM

PLM

Engine low idle is raised to 1000 rpm automatically.

Normal operation screen (i4) is displayed.

Loaded weight is displayed.

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.

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.

If the problem occurs during truck startup: If the the key switch is turned on and the engine will not start, a transmission system problem is apparent if the following exist: • The red, Automatic Transmission Mechatronics Monitor lamp is flashing. and/or • 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.

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. a. Using the ‘‘MOM’’ display, determine what transmission system fault codes are active. b. Determine which emergency method of operation is applicable for the fault code displayed. 2. In situation # 2, stop the truck and shift to neutral. Do not shut down the engine. a. Remove and replace the 1 pin connector while the key switch is turned on. 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:

For ‘‘X’’= 1: Lockup Clutch 2: High Clutch 3: Low Clutch

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.

4: 1st Clutch 5: 2nd Clutch 6: 3rd Clutch 7: Reverse Clutch

3. Refer to the ‘‘Emergency Operation Procedures’’ table on the next page for additional instructions for moving the truck to a repair area.

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

D22-6

PMC System

6/99 D22001

EMERGENCY OPERATION PROCEDURES -- TRANSMISSION FAILURE No.

EMERGENCY OPERATION METHOD

CONDITION WHEN FAILURE OCCURRED

FAULT CODE AND DESCRIPTION

Transmission gear suddenly changed to NEUTRAL while running.

1

Return range selector to NEUTRAL, then move to travel position again. [ N →D, 5, 4, 3, or L or N→R ]

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)

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.)

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)

Start in R or F1.

b032: H Clutch ECMV failure 1

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 b038: R Clutch ECMV failure 1 b01Z: Speed signal lost b06Z: Speed sensor failure (Z= 1, 2) b05x: Clutch ECMV failure 3 (X= 1, 4, 9) Transmission remains in one gear. Remains in this gear even when truck is stopped and started and range selector is changed to other gears.

b010: Engine speed signal lost b060: Engine speed sensor failure b05X: Clutch ECMV failure 3 (X= 3, 5) b052: H Clutch ECMV failure 3 b056: 3rd Clutch ECMV failure 3 b058: R Clutch ECMV failure 3

A. Return range selector to NEUTRAL.

2

3 4 5 6

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. Replace T/M cut relay Replace T/M Controller Tow truck to shop

D22001 6/99

b02X: Clutch failure (X= 5, 6, 8)

Transmission gear suddenly changed to NEUTRAL while running.

Transmission remains in one gear. Remains in this gear even when 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

Start in R or L and 3rd clutches engaged. Start in R or N. 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.)

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.) Start in R or L and 3rd clutches engaged. Start in R or N. 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.

b013: T/M output speed signal lost b063: T/M output speed sensor 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.)

b001: Battery voltage low b002: Solenoid voltage failure b0dA: Battery direct voltage failure b0db: Switched voltage failure b006: T/M cut relay failure

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.

D22-7

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.

The following information is contained in the tables as shown in each table heading: • ITEM: Fault code description • CATEGORY: Fault code type • SYSTEM FAULT CODE: The system fault code consists of the controller code (listed below) plus three digits Controller code letter A = Electronic Display Panel b = Transmission Controller d = Suspension Controller E = PMC F = PLM H = TMS J = RCM L = Centry and Cense P= TALKS

D22-8

• ACTION CODE: The code (displayed on ‘‘MOM’’) with instructions for the operator to follow: These codes and their respective messages are as follows: 01: GO TO SHOP AFTER WORK 02: GO TO SHOP RIGHT NOW 03: REDUCE ENGINE/MACHINE SPEED 04:STOP SAFELY/SHUT OFF ENGINE 05: WAIT WITH ENGINE LOW IDLE 06: START ENGINE/KEEP LOW IDLE 07: KEEP BODY SEATED • ORIGINAL FAULT CODE: This code is the original fault code initiated by the listed controller. If the controller is equipped with a display, this code will appear on the LED’s.

PMC System

6/99 D22001

ELECTRONIC DISPLAY PANEL FAULT CODE LIST No.

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

1

Lamp output failed low 1

Sensor

A001

02

01(H)

2

Central Warn. lamp output failed low 1

Sensor

A002

02

02(H)

3

Buzzer output failed low 1

Sensor

A003

02

03(H)

4

Output circuit failed low

Sensor

A000

----

00(H)

5

S-NET communication lost

Communication

A011

----

11(H)

6

Communication Event

A012

02

12(H)

7

S-NET communication failed Engine STOP fault

A004

02

04(H)

8

Engine Derate fault

Event

A005

02

05(H)

9

Engine CHECK fault

Event

A006

02

06(H)

10

Low brake air press. 2

Event

A021

05

21(H)

11

Coolant temp. overheat 2

Event

A022

05

22(H)

12

Torque converter overheat 2

Event

A023

05

23(H)

13

Brake oil overheat 2

Event

A024

05

24(H)

14

S-NET communication lost 3 (T/M)

Communication

A013

02

13(H)

15

S-NET communication lost 3 (PMC)

Communication

A014

02

14(H)

16

S-NET communication lost 3 (Engine)

Communication

A015

02

15(H)

17

S-NET communication lost 3 (SUS)

Communication

A016

02

16(H)

18

Machine select info. failure 3

Communication

A018

04

18(H)

19

Option info. failure 3

Communication

A019

04

19(H)

NOTES: 1

D22001 6/99

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 or or the QST30 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.

PMC System

D22-9

TRANSMISSION CONTROLLER FAULT CODE LIST No.

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

1

Battery voltage low

Voltage

b001

04

01(H)

2

Solenoid voltage failure

Voltage

b002

04

02(H)

3

Neutral safety on

Sensor

b003

----

03(H)

4

Clutch engaged double

Actuator

b005

04

05(H)

5

Transmission cut relay failure

Actuator

b006

04

06(H)

6

Actuator Actuator

b007

04

07(H)

7

Battery voltage low (12V) Rear brake solenoid failure

b008

02

08(H)

8

Exhaust brake solenoid failure

Actuator

b009

02

09(H)

9

Engine speed signal lost

Sensor

b010

02

10(H)

10

Trans. input speed signal lost

Sensor

b011

02

11(H)

11

Trans. middle speed signal lost

Sensor

b012

02

12(H)

12

Trans. output speed signal lost

Sensor

b013

02

13(H)

13

Machine select signal failure

Sensor

b014

04

14(H)

14

Lever signal failure A

Sensor

b015

02

15(H)

15

Lever signal failure B

Sensor

b016

02

16(H)

16

Accelerator sensor failure

Sensor

b017

02

17(H)

17

ECMV oil temp. sensor failure

Sensor

b019

02

19(H)

18

Lockup clutch failure

Actuator

b021

02

21(H)

19

High clutch failure

Actuator

b022

02

22(H)

20

Low clutch failure

Actuator

b023

02

23(H)

21

1st clutch failure

Actuator

b024

02

24(H)

22

2nd clutch failure

Actuator

b025

02

25(H)

23

3rd clutch failure

Actuator

b026

02

26(H)

24

4th clutch failure

Actuator

b027

02

27(H)

25

Reverse clutch failure

Actuator

b028

02

28(H)

26

Middle clutch failure

Actuator

b029

02

29(H)

27

Engine speed sensor failure

Sensor

b060

02

60(H)

28

Trans. input speed sensor failure

Sensor

b061

02

61(H)

29

Trans. mid. speed sensor failure

Sensor

b062

02

62(H)

30

Trans. output speed sensor failure Torque converter inlet pressure signal failure

Sensor

b063

02

63(H)

Sensor

b081

02

81(H)

Torque converter outet pressure sensor signal failure Torque converter inlet pressure sensor sensor failure

Sensor

b082

02

82(H)

Sensor

b083

02

83(H)

Sensor

b084

02

84(H)

35

Torque converter outlet pressure sensor sensor failure Half L/U abnormal

Actuator

b0FC

----

FC(H)

36

Clutch thermal load abnormal

Actuator

b0FE

----

FE(H)

37

Lockup clutch ECMV failure 1

Actuator

b031

02

31(H)

38

High clutch ECMV failure 1

Actuator

b032

02

32(H)

39

Low clutch ECMV failure 1

Actuator

b033

02

33(H)

40

1st clutch ECMV failure 1

Actuator

b034

02

34(H)

41

2nd clutch ECMV failure 1

Actuator

b035

02

35(H)

42

3rd clutch ECMV failure 1

Actuator

b036

02

36(H)

31 32 33 34

D22-10

ITEM

PMC System

6/99 D22001


CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

43

4th clutch ECMV failure 1

Actuator

b037

02

37(H)

44

Reverse clutch ECMV failure 1

Actuator

b038

02

38(H)

45

Middle clutch ECMV failure 1

Actuator

b039

02

39(H)

46


Actuator

b041

02

41(H)

47


Actuator

b042

02

42(H)

48

Actuator Actuator

b043

02

43(H)

49

Low clutch ECMV failure 2 1st clutch ECMV failure 2

b044

02

44(H)

50


Actuator

b045

02

45(H)

51


Actuator

b046

02

46(H)

52


Actuator

b047

02

47(H)

53


Actuator

b048

02

48(H)

54


Actuator

b049

02

49(H)

55


Actuator

b051

02

51(H)

56


Actuator

b052

02

52(H)

57

Low clutch ECMV failure 3

Actuator

b053

02

53(H)

58

1st clutch ECMV failure 3

Actuator

b054

02

54(H)

59


Actuator

b055

02

55(H)

60


Actuator

b056

02

56(H)

61


Actuator

b057

02

57(H)

62


Actuator

b058

02

58(H)

63


Actuator

b059

02

59(H)

64

Lockup clutch solenoid failed high

Actuator

b071

02

71(H)

65

High clutch solenoid failed high

Actuator

b072

02

72(H)

66

Low clutch solenoid failed high

Actuator

b073

02

73(H)

67

1st clutch solenoid failed high

Actuator

b074

02

74(H)

68

2nd clutch solenoid failedhigh

Actuator

b075

02

75(H)

69

3rd clutch solenoid failed high

Actuator

b076

02

76(H)

70

4th clutch solenoid failedhigh

Actuator

b077

02

77(H)

71

Reverse clutch solenoid failed high

Actuator

b078

02

78(H)

72 73

Middle clutch solenoid failed high

Actuator

Lockup clutch solenoid failed low

Actuator

b079 b091

02 02

79(H) 91(H)

74

High clutch solenoid failed low

Actuator

b092

02

92(H)

b093

02

93(H)

75

Low clutch solenoid failed low

Actuator

76

1st clutch solenoid failed low

Actuator

b094

02

94(H)

b095

02

95(H)

77

2nd clutch solenoid failed low

Actuator

78

3rd clutch solenoid failed low

Actuator

b096

02

96(H)

02

97(H)

79

4th clutch solenoid failed low

Actuator

b097

80

Actuator Actuator

b098

02

98(H)

81

Reverse clutch solenoid failed low Middle clutch solenoid failed low

b099

02

99(H)

82

Machine select failure

Sensor

b0A1

04

A1(H)

83

Torque conv. oil temp. sensor failure

Sensor

b0A2

02

A2(H)

84

Fuel level sensor failure

Sensor

b0A3

02

A3(H)

85

Rear brake oil temp. left sensor failure

Sensor

b0A4

02

A4(H)

86

T/M oil temp.sensor failure

Sensor

b0b1

02

b1(H)

87

Coolant temp. sensor failure

Sensor

b0b2

02

b2(H)

88

Brake Air press. sensor failure Rear brake oil temp. right sensor failure

Sensor

b0b3

02

b3(H)

Sensor

b0b4

02

b4(H)

89

D22001 6/99

ITEM

90

Front brake oil temp. sensor failure

Sensor

b0b5

02

b5(H)

91

Torque sensor failure

Sensor

b0b6

02

b6(H)

PMC System

D22-11


ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

92

Engine oil pressure sensor failure

Sensor

b0b7

02

b7(H)

93

Connector mismatch

Event

b0C1

04

C1(H)

94

Shift wait signal lost

Communication

b0C2

02

C2(H)

95

Change transmission filter

Event

b0d1

01

d1(H)

96

Torque converter overheat 2

Event

(b0d2)

05

d2(H)

97

Event Event

(b0d3)

02

d3(H)

98

Coolant temperature overheat 2 Rear Brake (L) oil temp. overheat 1

(b0d4)

05

d4(H)

99

Large lateral inclination

Event

b0d5

07

d5(H)

100

Low coolant level

Event

b0d6

01

d6(H)

101

Battery charge circuit failure

Event

b0d7

01

d7(H)

102

Overrun

Event

b0d8

03

d8(H)

103

Low transmission oil level

Event

b0E1

01

E1(H)

104

Low steering system pressure

Event

b0E2

04

E2(H)

105

Low strg. accum 1 precharge press.

Event

b0E3

02

E3(H)

106

Low strg. accum 2 precharge press.

Event

b0E4

02

E4(H)

107

High steering oil temperature

Event

b0E5

05

E5(H)

108

Low front brake precharge press.

Event

b0E6

02

E6(H)

109

Low rear brake precharge press.

Event

b0E7

02

E7(H)

110

Low brake air pressure 2

Event

(b0E9)

05

E9(H)

111

Low brake oil pressure

Event

b0F1

02

F1(H)

112

Front brake oil temp. overheat 1

Event

(b0F2)

05

F2(H)

113

Rear brake oil temp. overheat 1

Event

(b0F3)

05

F3(H)

114

High transmission oil temperature

Event

b0F4

02

F4(H)

115

Engine oil pressure abnormal

Event

b0F5

04

F5(H)

116

Manual trigger

----

b0FA

----

FA(H)

117

Battery direct voltage failure

Voltage

b0dA

04

dA(H)

118

Switched voltage failure

Voltage

b0db

04

db(H)

119

BCV F solenoid hot short

Actuator

b0C3

02

C3(H)

120

BCV R solenoid hot short

Actuator

b0C4

02

C4(H)

121 122

BCV F solenoid disconnect

Actuator

BCV R solenoid disconnect

Actuator

b0C5 b0C6

02 02

C5(H) C6(H)

123

BCV F solenoid short to ground

Actuator

b0C7

02

C7(H)

Actuator

b0C8

02

C8(H)

Sensor

b0F6

04

F6(H)

Event

b0d9

02

d9(H)

124 125 126

BCV R solenoid short to ground Rear brake chamber stroke end Overshoot NOTES: 1

When the Electronic Display Panel sends fault code ‘‘A024’’, the transmission controller sends and records one of the following: ‘‘b0d4’’, ‘‘b0F2’’, or ‘‘b0F3’’, corresponding to the reason for the fault code ‘‘A024’’ and stores it in memory. In case of DXm/c, when the EDP sends the fault code ‘‘A024’’, the transmission controller sends the fault code ‘‘b0d4’’ and stores it in memory. In both cases, PMC ignores the fault code ‘‘A024’’ and informs the messsage display of the fault by fault codes sent from the transmission controller. 2

These items are also detected by the Electronic Display Panel and the following codes; ‘‘b0d2’’, ‘‘b0d3’’, and ‘‘b0E9’’ and are recorded in the transmission controller. The message display only shows the fault received from the transmission controller.

D22-12

PMC System

6/99 D22001

SUSPENSION CONTROLLER FAULT CODE LIST No.

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE 01(H)

1

Battery voltage abnormal

Voltage

----

2

Controller abnormal

Controller

----

02(H)

3

S-NET signal lost Suspension pressure sensor (front right) failure

Communication

d0C1

----

C1(H)

Sensor

d011

02

11(H)

Sensor

d012

02

12(H)

6

Suspension pressure sensor (front left) failure Transmission output speed signal lost

Sensor

d015

02

15(H)

7

Steering speed signal lost

Sensor

d016

02

16(H)

4 5

D22001 6/99

ITEM

8

Solenoid 1 output failure

Actuator

d021

02

21(H)

9


Actuator

d022

02

22(H)

10


Actuator

d023

02

23(H)

11

Machine select info. failure

Communication

----

C2(H)

12

Vehicle speed info. failure

Communication

----

C3(H)

PMC System

D22-13

PMC FAULT CODE LIST No.

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

1

NV RAM data fault

Controller

E001

02

01(H)

2

Battery voltage low

Voltage

E002

02

02(H)

3

Connector mismatch

Event

E003

04

03(H)

4

GSP communication Lost

Communication

E011

02

11(H)

5

GSP communication failure

Communication

E012

02

12(H)

6

Communication Communication

E013

02

13(H)

7

MOM communication Lost MOM communication failure

E014

02

14(H)

8

TMS communication Lost

Communication

E015

02

15(H)

9

TMS communication failure

Communication

E016

02

16(H)

10

CENSE communication Lost

Communication

E017

02

17(H)

11

CENSE communication failure

Communication

E018

02

18(H)

12

Centry communication Lost

Communication

E019

02

19(H)

13

Centry communication failure

Communication

E021

02

21(H)

14

RCM communication Lost

Communication

E022

02

22(H)

15

RCM communication failure

Communication

E023

02

23(H)

16

Bosch communication Lost

Communication

E024

02

24(H)

17

Bosch communication failure

Communication

E025

02

25(H)

18

PLM communication failure 1

Communication

E026

02

26(H)

19

PLM communication failure 2

Communication

E027

02

27(H)

20

PLM ccommunication failure 3

Communication

E028

02

28(H)

21


Communication

E029

02

29(H)

22


Communication

E02A

02

2A(H)

23

Radio communication failure

Communication

E02b

02

2b(H)

24

Torque output signal lost

Communication

E031

02

31(H)

25

Throttle mod. signal (T/M) lost

Communication

E032

02

32(H)

26

Throttle mod. signal (brake) lost

Communication

E033

02

33(H)

27

Brake signal lost

Communication

E034

02

34(H)

28

IVS invalid status

Sensor

E035

02

35(H)

29

Alt. torque signal lost

Sensor

E036

02

36(H)

30 31

Alt. droop signal lost

Sensor

Susp. Press. Sensor (FR) failed low

Sensor

E037 E041

04 02

37(H) 41(H)

32

Susp. Press. Sensor (FL) failed low

Sensor

E042

02

42(H)

Sensor

E043

02

43(H)

Sensor

E044

02

44(H)

Sensor

E045

02

45(H)

Sensor

E046

02

46(H)

Sensor

E047

02

47(H)

02

48(H)

33 34 35 36 37 38

D22-14

ITEM

Susp. Press. Sensor (FR) failed high Susp. Press. Sensor (FL) failed high Brake wear sensor (FR) failed low Brake wear sensor (FL) failed low Brake wear sensor (RR) failed low

39

Brake wear sensor (RL) failed low Brake wear sensor (FR) failed high

Sensor Sensor

E048 E049

02

49(H)

40

Brake wear sensor (FL) failed high

Sensor

E051

02

51(H)

41

Brake wear sensor (RR) failed high

Sensor

E052

02

52(H)

42

Brake wear sensor (RL) failed high

Sensor

E053

02

53(H)

43

Accelerator sensor failed low

Sensor

E054

02

54(H)

44

Accelerator sensor failed high

Sensor

E055

02

55(H)

45

Engine speed signal lost

Sensor

E056

02

56(H)

46

Transmission input speed signal lost

Sensor

E057

02

57(H)

47

Transmission output speed signal lost

Sensor

E058

02

58(H)

PMC System

6/99 D22001

PMC FAULT CODE LIST No.

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

48

Low front brake oil level

Event

E0A1

01

A1(H)

49

Low retard cooling oil level

Event

E0A2

01

A2(H)

50

Low hydraulic oil level

Event

E0A3

01

A3(H)

51

Change front brake cooling filter

Event

E0A4

01

A4(H)

52

Change rear brake cooling filter (R)

Event

E0A5

01

A5(H)

53

Event Event

E0A6

01

A6(H)

54

Change rear brake cooling filter (L) Change full flow filter

E0A7

01

A7(H)

55

Change hydraulic filter

Event

E0A8

01

A8(H)

56

Change brake disc (FR)

Event

E0A9

01

A9(H)

57

Change brake disc (FL)

Event

E0b1

01

b1(H)

58

Change brake disc (RR)

Event

E0b2

01

b2(H)

59

Change brake disc (RL)

Event

E0b3

01

b3(H)

60

Low battery liquid level

Event

E0b4

01

b4(H)

61

Low engine oil level

Event

E0b5

01

b5(H)

62

Change air filter

Event

E0b6

01

b6(H)

63

Bosch system failure

Event

E0d1

02

d1(H)

64

Manual trigger, snapshot

----

E0FA

----

FA(H)

65

S-NET signal lost 1

Communication

E0C1

02

C1(H)

66

Machine select info. failure

Communication

E0C2

04

C2(H)

67

Vehicle speed info. failure

Communication

E0C3

04

C3(H)

NOTE: 1

PMC cancels cruise control and auto-retarder control when it recognizes the snapping of S-NET line of the Electronic Display Panel, Transmisssion Controller, Suspension Controller or the PMC and the signal is lost by the snapping flag.

D22001 6/99

PMC System

D22-15

PLM FAULT CODE LIST No.

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

1

CPU stop

Controller

F000

02

0000(H)

2

Backup battery voltage failure

Voltage

F009

02

0009(H)

3

RAM L data full

Event

F011

02

000b(H)

4

RAM E,e data full

Event

F012

02

000C(H)

5

RAM F,f data full

Event

F013

02

000d(H)

6

Event Voltage

F014

02

000E(H)

7

RAM H data full Sensor supply voltage abnormal

F020

02

0014(H)

8

Susp. press. sensor (LF) failed low

Sensor

F021

02

0015(H)

9

Susp. press. sensor (RF) failed low

Sensor

F022

02

0016(H)

10

Susp. press. sensor (LR) failed low

Sensor

F023

02

0017(H)

11

Susp. press. sensor (RR) failed low

Sensor

F024

02

0018(H)

12

Susp. press. sensor (LF) failed high

Sensor

F025

02

0019(H)

13

Susp. press. sensor (RF) failed high

Sensor

F026

02

001A(H)

14

Susp. press. sensor (LR) failed high

Sensor

F027

02

001b(H)

15

Susp. press. sensor (RR) failed high

Sensor

F028

02

001C(H)

16

Inclination sensor failed low

Sensor

F031

02

001F(H)

17

Inclination sensor failed high

Sensor

F032

02

0020(H)

18

Calibration or RAM failure

Controller

F019

02

0013(H)

19

Lamp 1 relay failed high

Actuator

F041

02

0029(H)

20


Actuator

F042

02

002A(H)

21


Actuator

F043

02

002b(H)

22


Actuator

F044

02

002C(H)

23


Actuator

F045

02

002d(H)

24

Communication failure 1

Communication

F071

02

0047(H)

25


Communication

F073

02

0049(H)

26


Communication

F080

02

0050(H)

27


Communication

F081

02

0051(H)

28


Communication

F091

02

005b(H)

29


Communication

F092

02

005C(H)

30 31


Communication


Communication

F093 F094

02 02

005D(H) 005E(H)

32


Communication

F095

02

005F(H)

Communication

F096

02

0060(H)

Communication

F097

02

0061(H)

Communication

F098

02

0062(H)

Communication

F099

02

0063(H)

33 34 35 36

D22-16

ITEM

Communication failure 10 Communication failure 11 Communication failure 12 Communication failure 13

PMC System

6/99 D22001

RCM FAULT CODE LIST No.

D22001 6/99

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

1

Manual trigger

----

J001

----

01(H)

2

Low brake accumulator pressure

Event

J002

04

02(H)

3

Pressure imbalance

Event

J003

04

03(H)

4

Left rear brake pressure low

Event

J004

02

04(H)

5

Right rear brake pressure low

Event

J005

02

05(H)

6

Event Event

J006

02

06(H)

7

Left rear brake pressure high Right rear brake pressure high

J007

02

07(H)

8

Pedal sense and no LR pressure

Event

J008

----

08(H)

9

LR pressure present and no communication

Event

J009

02

09(H)

10

Left rear pressure sensor fault

Sensor

J010

02

10(H)

11 12

Right rear pressure sensor fault

Sensor

Retard lever sensor fault

Sensor

J011 J012

02 02

11(H) 12(H)

13

Auto-retard signal fault

Sensor

J013

02

13(H)

14

RS422 link to PMC fault

Communication

J014

04

14(H)

15

Brake light fault 1

Actuator

J015

02

15(H)

16

Left ASR PPC electrical fault

Sensor

J018

02

18(H)

17

Left ASR hydraulic fault

Sensor

J019

02

19(H)

18

Right ASR PPC electrical fault

Sensor

J020

02

20(H)

19

Sensor Event

J021

02

21(H)

20

Right ASR hydraulic fault Left ABS valve hydraulic fault

J022

02

22(H)

21

Left ABS valve electrical fault

Event

J023

02

23(H)

22

Right ABS valve hydraulic fault

Event

J024

02

24(H)

23

Right ABS valve electrical fault

Event

J025

02

25(H)

24

RCM abnormal 1

Controller

J026

----

26(H)

25

RCM abnormal 2

Controller

J028

04

28(H)

26

Battery voltage abnormal

Voltage

J029

02

29(H)

27

Wheel speed sensor (FL) fault

Sensor

J030

02

30(H)

28

Wheel speed sensor (FR) fault

Sensor

J031

02

31(H)

29

Wheel speed sensor (RL) fault

Sensor

J032

02

32(H)

30

Wheel speed sensor (RR) fault

Sensor

J033

02

33(H)

31

Auto-apply

Event

J034

04

34(H)

32

Loss of 18 volt power supply

Voltage

J035

02

35(H)

33

24 volt load switch fault

Event

J036

02

36(H)

34

Brake light fault 2

Actuator

J037

02

37(H)

35

Left PPC electrical fault

Event

J038

02

38(H)

36

Right PPC electrical fault

Sensor

J039

02

39(H)

37

Left ABS valve electrical fault

Event

J040

02

40(H)

38

Right ABS valve electrical fault

Event

J041

02

41(H)

PMC System

D22-17

RCM FAULT CODE LIST (continued) No.

D22-18

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

39

Retard light fault 1

Actuator

J042

02

42(H)

40

Retard light fault 2

Actuator

J043

02

43(H)

41

RCM warning light fault 1

Actuator

J044

02

44(H)

42

RCM warning light fault 2

Actuator

J045

02

45(H)

43

Front brake cut fault 1

Event

J046

02

46(H)

44

Event Event

J047

02

47(H)

45

Front brake cut fault 2 Pedal sense and no RR press.

J048

02

48(H)

46

RR press. present and no communication

Event

J049

02

49(H)

47

Combination fault 1

Communication

J050

04

50(H)

48

Combination fault 2

Communication

J051

04

51(H)

49 50

Combination fault 3

Communication

Combination fault 4

Communication

J052 J053

04 04

52(H) 53(H)

51

Combination fault 5

Communication

J054

04

54(H)

52

Combination fault 6

Communication

J055

04

55(H)

53

Combination fault 7

Communication

J056

04

56(H)

54

Combination fault 8

Communication

J057

04

57(H)

55

Combination fault 9

Communication

J058

04

58(H)

56

Combination fault 10

Communication

J059

04

59(H)

PMC System

6/99 D22001

CENSE & CENTRY FAULT CODE LIST No.

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

DATA FORMAT

1

ECM hardware internal failure

Controller

L111

04

111

006F(H)

2

STC output open or shorted high

Actuator

L113

04

113

0071(H)

3

STC output open or shorted low

Actuator

L114

04

114

0072(H)

4

Both engine speed and/or position signal lost

Sensor

L115

02

115

0073(H)

5

One engine speed signal lost int.

Sensor

L121

01

121

0079(H)

6

Sensor Sensor

L122

01

122

007A(H)

7

Left manifold pressure sensor failed high Left manifold pressure sensor failed low

L123

01

123

007b(H)

8

High intake manifold pressure (LB)

Event

L124

02

124

007C(H)

9

Low intake manifold pressure (LB)

Event

L125

01

125

007d(H)

10

High intake manifold pressure (RB)

Event

L126

02

126

007E(H)

11

Low intake manifold pressure (RB)

Event

L127

01

127

007F(H)

12

Right manifold press. sensor failed high

Sensor

L128

01

128

0080(H)

13

Right manifold press. sensor failed low

Sensor

L129

01

129

0081(H)

14

Throttle input high

Sensor

L131

02

131

0083(H)

15

Throttle input low

Sensor

L132

02

132

0084(H)

16

Oil pressure sensor failed high

Sensor

L135

01

135

0087(H)

17

Prelube oil filter sensor failed high

Sensor

L136

01

136

0088(H)

18

Prelube oil filter sensor failed low

Sensor

L137

01

137

0089(H)

19

Oil pressure sensor failed low

Sensor

L141

01

141

008d(H)

20

Low oil pressure

Event

L143

04

143

008F(H)

21

Coolant temp. sensor failed high

Sensor

L144

01

144

0090(H)

22

Coolant temp. sensor failed low

Sensor

L145

01

145

0091(H)

23

High coolant temperature

Event

L151

04

151

0097(H)

24

Left manifold temp. sensor failed high

Sensor

L153

01

153

0099(H)

25

Left manifold temp. sensor failed low

Sensor

L154

01

154

009A(H)

26

High intake manifold temp. (LBF)

Event

L155

02

155

009b(H)

27

Left rear manifold temp. sensor failed high

Sensor

L156

01

156

009C(H)

28

Left rear manifold temp. sensor failed low

Sensor

L157

01

157

009d(H)

29

High intake manifold temp. (LBR)

Event

L158

02

158

009E(H)

30 31

Right front manifold temp. sensor failed high

Sensor

Right front manifold temp. sensor failed low

Sensor

L159 L161

01 01

159 161

009F(H) 00A1(H)

32

High intake manifold temp. (RBF)

Event

L162

02

162

00A2(H)

Sensor

L163

01

163

00A3(H)

Sensor

L164

01

164

00A4(H)

Event

L165

02

165

00A5(H)

Sensor

L212

01

212

00d4(H)

Sensor

L213

01

213

00d5(H)

04

214

00d6(H)

33 34 35 36 37 38

Right rear manifold temp. sensor failed high Right rear manifold temp. sensor failed low High intake manifold temp. (RBR) Oil temperature sensor faiiled high Oil temperature sensor faiiled low

39

High oil temperature Ambient air press. sensor failed high

Event Sensor

L214 L221

01

221

00dd(H)

40

Ambient air press. sensor failed low

Sensor

L222

01

222

00dE(H)

41

Coolant pressure sensor failed high

Sensor

L231

01

231

00E7(H)

42

Coolant pressure sensor failed low

Sensor

L232

01

232

00E8(H)

43

Low coolant pressure

Event

L233

04

233

00E9(H)

44

Engine overpseed

Event

L234

03

234

00EA(H)

45

Low coolant level

Event

L235

02

235

00Eb(H)

D22001 6/99

PMC System

D22-19

CENSE & CENTRY FAULT CODE LIST (continued) No.

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

DATA FORMAT 00FC(H)

46

Oil level invalid (sensor)

Sensor

L252

01

252

47

Low oil level

Event

L253

02

253

00Fd(H)

48

Auxiliary shutdown circuit shorted low

Actuator

L254

04

254

00FE(H)

49

Auxiliary shutdown circuit open or shorted high

Actuator

L255

04

255

00FF(H)

50

ECM fault flash memory

Controller

L341

04

341

0155(H)

51

Controller Controller

L342

04

342

0156(H)

52

ECM fault EEPROM memory ECM fault EEPROM write error

L353

04

353

0161(H)

53

ECM could not transmit on link

Controller

L412

01

412

019C(H)

54

ECM not receiving data on link at expected rate

Controller

L414

01

414

019E(H)

55

Oil filter bypass valve open

Event

L417

01

417

01A1(H)

56

Coolant level signal invalid (sensor)

Sensor

L422

01

422

01A6(H)

57

IVS invalid status

Sensor

L431

02

431

01AF(H)

58

Throttle sensor failed in range

Sensor

L432

02

432

01b0(H)

59

Battery voltage low

Voltage

L441

02

441

01b9(H)

60

Battery voltage high longer than calibrate time

Voltage

L442

02

442

01bA(H)

61

Throttle sensor supply voltage low

Voltage

L443

02

443

01bb(H)

62

Sensor supply voltage low

Voltage

L444

02

444

01bC(H)

63

PTO/Alt. droop validation input shorted high

Sensor

L445

02

445

01bd(H)

64

GSP communication failure

Communication

L446

01

446

01bE(H)

65

RPC number not supported

Communication

L447

01

447

01bF(H)

66

RPC argument mismatch

Communication

L448

01

448

01C0(H)

67

High fuel pressure

Event

L449

02

449

01C1(H)

68

Fuel press. sensor failed high

Sensor

L451

01

451

01C3(H)

69

Fuel press. sensor failed low

Sensor

L452

01

452

01C4(H)

70

EFC output open or shorted high

Actuator

L455

02

455

01C7(H)

71

EFC output shorted low

Actuator

L511

02

511

01FF(H)

72

EFC valve mechanically stuck open

Event

L514

02

514

0202(H)

73

Aux. temp. sensor high out of range

Sensor

L521

01

521

0209(H)

74

Aux. temp. sensor low out of range

Sensor

L522

01

522

020A(H)

75 76

Intermediate speed validation failed

Sensor

Alt. droop validation failed

Sensor

L523 L524

02 02

523 524

020b(H) 020C(H)

77

ECM fault main microprocessor

Controller

L525

04

525

020d(H)

Event

L552

02

552

0228(H)

02

554

022A(H)

78

Fuel supply low or EFC valve stuck closed

79

Fuel rail press. sensor failed in range

Sensor

L554

80

High blowby pressure

Event

L555

04

555

022b(H)

Event

L611

06

611

0263(H)

Event

L612

02

612

0264(H)

L615

01

615

0267(H) 0268(H)

81 82 83

Engine hot shutdown High lube oil filter restriction

84

Non-zero engine speed at startup High turbo compressor inlet temp. RB

Event

L616

03

616

85

High turbo compressor inlet temp. LB

Event

L617

03

617

0269(H)

86

High intake restriction LB

Event

L618

02

618

026A(H)

87

High intake restriction RB

Event

L619

02

619

026b(H)

88

Low #1 LB cylinder power

Event

L621

01

621

026d(H)

89


Event

L622

01

622

026E(H)

90


Event

L623

01

623

026F(H)

D22-20

PMC System

6/99 D22001

CENSE & CENTRY FAULT CODE LIST (continued) No.

ITEM

CATEGORY

SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

DATA FORMAT

91


Event

L624

01

624

0270(H)

92


Event

L625

01

625

0271(H)

93


Event

L626

01

656

0272(H)

94


Event

L627

01

627

0273(H)

95


Event

L628

01

628

0274(H)

96

Event Event

L629

02

629

0275(H)

97

Intake air leak LB Low #1 RB cylinder power

L631

01

631

0277(H)

98

Low #2 RB cylinder power

Event

L632

01

632

0278(H)

99


Event

L633

01

633

0279(H)

100


Event

L634

01

634

027A(H)

101


Event

L635

01

635

027b(H)

102


Event

L636

01

636

027C(H)

103


Event

L637

01

637

027d(H)

104


Event

L638

01

638

027E(H)

105

Intake air leak RB

Event

L639

02

639

027F(H)

106

High #1 LB cylinder exhaust temp.

Event

L641

04

641

0281(H)

107


Event

L642

04

642

0282(H)

108


Event

L643

04

643

0283(H)

109


Event

L644

04

644

0284(H)

110


Event

L645

04

645

0285(H)

111


Event

L646

04

646

0286(H)

112


Event

L647

04

647

0287(H)

113


Event

L648

04

648

0288(H)

114

Change oil and filter

Event

L649

01

649

0289(H)

115

High #1 RB cylinder exhaust temp.

Event

L651

04

651

028b(H)

116


Event

L652

04

652

028C(H)

117


Event

L653

04

653

028d(H)

118


Event

L654

04

654

028E(H)

119


Event

L655

04

655

028F(H)

120 121


Event


Event

L656 L657

04 04

656 657

0290(H) 0291(H)

122


Event

L658

04

658

0292(H)

Event

L659

01

659

0293(H)

Event

L661

02

661

0295(H)

Event

L662

02

662

0296(H)

Event

L663

02

663

0297(H)

Event

L664

02

664

0298(H)

02

665

0299(H) 029A(H)

123 124 125 126 127 128

Change fuel filter High #1 LB cylinder power High #2 LB cylinder power High #3 LB cylinder power High #4 LB cylinder power

129

High #5 LB cylinder power High #6 LB cylinder power

Event Event

L665 L666

02

666

130

High #7 LB cylinder power

Event

L667

02

667

029b(H)

131

High #8 LB cylinder power

Event

L668

02

668

029C(H)

132

Change coolant filter

Event

L669

01

669

029d(H)

D22001 6/99

PMC System

D22-21

CENSE & CENTRY FAULT CODE LIST (continued) SYSTEM FAULT CODE

ACTION CODE

ORIGINAL FAULT CODE

Sensor

L671

01

671

029F(H)

Sensor

L672

01

672

02A0(H)

Cylinder #3 LB exhaust temp. sensor failed low

Sensor

L673

01

673

02A1(H)


Sensor

L674

01

674

02A2(H)

137


Sensor

L675

01

675

02A3(H)

138

Sensor Sensor

L676

01

676

02A4(H)

139

Cylinder #6 LB exhaust temp. sensor failed low Cylinder #7 LB exhaust temp. sensor failed low

L677

01

677

02A5(H)

140


Sensor

L678

01

678

02A6(H)

141

Change coolant

Event

L679

01

679

02A7(H)

142

Engine speed sensor in range failure

Sensor

L689

01

689

02b1(H)

143

LB turbo compressor inlet temp. sensor failed high LB turbo compressor inlet temp. sensor failed low

Sensor

L691

01

691

02b3(H)

Sensor

L692

01

692

02b4(H)

Sensor

L694

01

694

02b6(H)

146

RB turbo compressor inlet temp. sensor failed high RB turbo compressor inlet temp. sensor failed low

Sensor

L695

01

695

02b7(H)

147

High #1 RB cylinder power

Event

L711

02

711

02C7(H)

148


Event

L712

02

712

02C8(H)

149


Event

L713

02

713

02C9(H)

150 151


Event


Event

L714 L715

02 02

714 715

02CA(H) 02Cb(H)

152


Event

L716

02

716

02CC(H)

153


Event

L717

02

717

02CD(H)

154


Event

L718

02

718

02CE(H)

155

Blowby sensor failed high

Sensor

L719

01

719

02CF(H)

156

Cylinder #1 RB exhaust temp. sensor failed low

Sensor

L721

01

721

02d1(H)

157


Sensor

L722

01

722

02d2(H)

158

Sensor Sensor

L723

01

723

02d3(H)

159

Cylinder #3 RB exhaust temp. sensor failed low Cylinder #4 RB exhaust temp. sensor failed low

L724

01

724

02d4(H)

160


Sensor

L725

01

725

02d5(H)

161


Sensor

L726

01

726

02d6(H)

162


Sensor

L727

01

727

02d7(H)

163


Sensor

L728

01

728

02d8(H)

164

Blowby sensor failed low

Sensor

L729

01

729

02d9(H)

165

Trend data memory 90% full

Event

L747

01

747

02Eb(H)

166

Trend data memory 100% full

Event

L748

01

748

02EC(H)

167

Fault log snapshot data 90% full

Event

L749

01

749

02Ed(H)

168

Fault log snapshot data 100% full

Event

L754

01

754

02F2(H)

No.

ITEM

133


134


135 136

144 145

D22-22

CATEGORY

PMC System

DATA FORMAT

6/99 D22001

POWERTRAIN MANAGEMENT CONTROLLER (PMC) PMC CONTROLLER FEATURES

exists, display a fault code, and will not operate properly.

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

FIGURE 23-1. PMC 1. PMC Enclosure 3. LED Display 2. DIP Switches

D23001 12/01

For example, if the switch SW.2-3, (cruise control function), is set to the ON position with no sensors and switches necessary for cruise control installed on the truck, the PMC will detect several faults, such as no suspension pressure signal. 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

ASSIGNMENT

DIP SWITCH 1 (SW.1) ON OFF ON Cense 2 OFF ON Payload Meter (PLM) 3 OFF ON GSP (Dispatch) 4 OFF ON WIRELESS 5 OFF ON 6 Message Display OFF ON Tire Management 7 System (TMS) OFF ON 8 Reserved OFF DIP SWITCH 2 (SW.2) Engine Controller

1

ABS

1

ASR

2

Cruise Control

3

Electronic Speed Limiter

4

Auto Retarder Control

5

Reserved

6

Maintenance Information

7

PMC Controller

ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF

Centry Other YES NO YES NO YES NO YES NO YES NO YES NO Centry Other YES NO YES NO YES NO YES NO YES NO

D23-1

NORMAL OPERATION – PMC

AISS operation is as follows:

Throttle Control The PMC controls engine speed by sending a throttle frequency signal to the Engine Controller. The PMC receives all of the following requests as to throttle control, processes them, and then provides an output signal to the Engine Controller. Accelerator pedal (throttle) signal: This signal is varied as the accelerator pedal is depressed. As the pedal is depressed, the output voltage signal increases and engine rpm increases. Idle validation signals: The PMC receives two digital input signals from the accelerator pedal to indicate whether the accelerator pedal is depressed or released. These signals also inform the PMC of a loss of voltage if a failure occurs in the throttle pedal. When the PMC detects throttle voltage failure, it sends the 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 194 Hz signal to the Centry system to maintain engine speed at 1000 rpm. If the signal loss occurs and the accelerator pedal is released, the PMC sends a 150 Hz signal to Centry to maintain the engine speed at 750 rpm. If the loss of throttle signal occurs between the PMC and the Centry control system, Centry will control engine speed depending on whether the pedal is released or depressed, providing the same engine speeds as described above.

• 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 regardless of other conditions. When coolant temperature is warmed, high-low idle is returned to low-low idle 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 turned 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 be moved slowly (in the shop area) even if coolant temperature is low.

AISS (Auto-Idle Setting System): When the accelerator pedal is not depressed, the PMC sends two types of throttle signals to Centry as low idle speed; low-low idle and high-low idle, according to the truck conditions, coolant temperature, parking brake, rear brake, and the AISS switch located in the right control panel on the instrument panel. Note: Low-low idle is the basic low idle; 750 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.

D23-2

PMC Controller

Throttle modification signal (sent from the Transmission Controller): This is a frequency signal which varies between 150 and 400 Hz. from the Transmission Controller that requests the PMC to reduce the throttle signal to Centry 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 type signal between 0 and 100%. The RCM also requests the PMC to reduce engine speed under the following cases: Start or acceleration on a slippery road surface If the RCM detects tire slip, the RCM requests the PMC to reduce engine speed until tire traction is restored. Cruise Control (Optional): If the optional Cruise Control feature has been enabled (DIP switch ON), the operator has turned Cruise Control on and has set the desired speed, the PMC will control the throttle signal instead of the accelerator pedal.

D23001 12/01

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

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.

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).

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.

S-NET

“MOM” and “DAD”

S-NET is a basic serial communication network for the 530M truck. The Electronic Display Panel, Transmission Controller, optional Suspension Controller, and PMC are joined through S-NET.

The PMC communicates with “MOM” through RS422 and “DAD” through RS232 serial interfaces. The baud rate of both is 9600 bps.

The electronic display panel is the master of S-NET and the PMC is one of slaves in S-NET. The PMC sends the following information through S-NET for display to the Electronic Display Panel: • Derate mode status

TMS The PMC communicates with TMS through an RS232, serial interface. The baud rate is 9600 bps. If a fault occurs in tire monitoring system, TMS informs the operator of the fault through the PMC by indicating the problem on the “MOM” display.

• 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”.

D23001 12/01

“MOM” and “DAD” send and receive commands for each controller through the PMC.

Real-time data of input and output signals, current pressure and temperature of each tire can be obtained by “MOM” or “DAD” through the PMC.

PMC Controller

D23-3

Cruise Control (Optional):

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 Centry system. Centry then changes the engine torque curve to a predetermined, alternate torque curve to reduce engine power and prevent damage to the engine.

The PMC has a cruise control function, that is basically the same as that of a passenger car, and allows the operator to electronically control the truck speed. • The operator can turn the cruise control system on by turning the on/off switch (on the instrument panel) clockwise. Turning the switch counterclockwise turns the system off. • Truck speed can be set by pressing the “Set/Coast” switch when an appropriate vehicle speed is attained. Truck speed can be decreased by momentarily pressing the switch. Speed will decrease approximately 0.6 km/h (1 mph) each time the switch is pressed.

• 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.

• The “Resume/Accel” switch is used to resume the preset speed if the system is momentarily disengaged or speed can be increased by pressing and releasing the switch. Speed will increase approximately 0.6 km/h (1 mph) each time the switch is pressed.

The faults, that can cause engine power derate, are listed in the Table below:

• A previously set speed can be canceled by pressing the “Cancel” switch. Note: If the optional cruise control system is installed, the PMC DIP switch SW2-3 must be set to the ON position. Additional sensors and switches must also be installed on the truck for the system to function.

ENGINE POWER DERATE FAULTS FAULT No.

DESCRIPTION

1

High Exhaust Temperature

2

Low Cylinder Power

3 4 5 6 7 8

High Blowby Low Oil Pressure High Coolant Temperature Low Coolant Pressure High Oil Temperature Low Coolant Level

D23-4

FAULT CODE L641 to L648 L651 to L658 L621 to L628 L631 to L638 L143 L143 L151 L233 L214 L235

PMC Controller

D23001 12/01

Electronic Vehicle Speed Limiter-Optional)

Maintenance Monitor:

The PMC can limit truck speed by controlling throttle and brake application.

The PMC monitors the maintenance items listed in the Table below.

Two appropriate maximum vehicle speeds, under empty and loaded conditions, can be set by the switches located under the passenger seat. (The speeds can also be set by “MOM” or “DAD”.)

• 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.

• When the truck is moving on a level surface or ascending a hill and vehicle speed reaches the predetermined maximum speed, the PMC controls vehicle speed by reducing the throttle signal sent to Centry regardless of the accelerator pedal position. • When the truck is descending a hill, the PMC controls maximum vehicle speed by sending a brake signal to the RCM to control brake application. Note: If the optional, Electronic Speed Limiter is installed, the PMC DIP switch SW2-4 must be set to the ON position. Additional sensors and switches must also be installed on the truck for the system to function.

D23001 12/01

Note: This function is active only when the PMC DIP switch SW 2-7 is set to the ON position.

MAINTENANCE MONITOR DETECTION No. 1 2 3 4 5 6 7 8 9 10 11

PMC Controller

DESCRIPTION Low retard cooling oil level Low hydraulic oil level Change front brake cooling filter Change rear brake cooling filter R Change rear brake cooling filter L Change hydraulic filter Change brake disc FR Change brake disc FL Change brake disc RR Change brake disc RL Low battery liquid level

FAULT CODE E0A2 E0A3 E0A4 E0A5 E0A6 E0A8 E0A9 E0b1 E0b2 E0b3 E0b4

D23-5

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, snapshot 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. The “PMC Snap Shot Data Trigger Faults” Table lists the faults that trigger the collection of snapshot data and the code for each trigger. PMC SNAP SHOT DATA TRIGGER FAULTS No.

TRIGGER FAULT

FAULT CODE

1 2 3 4 5 6 7 8 9 10 11 12 13 14

AEM Communication Failure Centry communication failure RCM communication failure Torque output signal lost Throttle modification signal (T/M) lost Throttle modification signal (RCM) lost Brake signal lost Idle validation invalid status Accel sensor failed low Accel sensor failed high Engine speed signal lost T/M input speed signal lost T/M output speed signal lost Manual trigger

E017 E021 E023 E031 E032 E033 E034 E035 E054 E055 E056 E057 E058 E0FA

D23-6

The “PMC Trigger Fault Data” Table below lists the data recorded in the PMC when a trigger fault occurs. PMC TRIGGER FAULT DATA No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

RECORDED DATA Throttle to Centry Throttle modification from T/M controller Throttle modification from RCM Acceleration pedal Brake command to/from RCM Shift wait signal to T/M controller Engine speed Transmission input speed Transmission output speed Suspension pressure LF Suspension pressure RF Rear brake status Emergency brake status Cruise control mode status Cruise control system switch status Cruise control set/down switch status Cruise control resume/up switch status Cruise control cancel switch status Derate mode status ASR mode status Key sw. “C” terminal status

• 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

D23001 12/01

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. 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.

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.

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.

D23001 12/01

PMC Controller

D23-7

PMC FAULT CODE TROUBLESHOOTING E001: NV RAM data fault

E017: CENSE COMMUNICATION LOST E018: CENSE COMMUNICATION FAILURE

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

PMC4A, P-1 and CENSE connector C1, P-C

No. The fault is recovered.

PMC4A, P-2 and CENSE connector C1, P-D PMC4A, P-3 and CENSE connector C1, P-E

E003: Connector mismatch

PMC4A, P-4 and CENSE connector C1, P-F

1. Verify PMC2B is connected properly. YES.

Turn key switch on and verify the following voltages on the connector pin listed:

Yes. Yes.

PMC2B, P-36 and chassis is 1 V or less. Yes.

Turn key off, return to the first step and check again.

2. If the result is the same as before, replace the PMC. NO. Check harness.

No.

E013: MOM COMMUNICATION LOST E014: MOM COMMUNICATION FAIILURE

1. Verify continuity exists between each pin as follows: PMC5, P-10 and RCM connector RCM2, P-10 PMC5, P-11 and RCM connector RCM2, P-4

PMC4A, P-6 and “MOM” RDA

PMC5, P-14 and RCM connector RCM2, P-3

PMC4A, P-7 and “MOM” RDB

PMC5, P-15 and RCM connector RCM2, P-12

PMC4A, P-8 and “MOM” SDA

Yes.

PMC4A, P-9 and “MOM” SDB

No.

Replace “MOM” and check whether PMC detects the same fault. Turn key off, return to step 1. and check again. The fault is recovered

The fault is recovered

No. Check harness

1. Verify continuity exists between each pin as follows:

Yes.

Turn key off, return to step 1. And check again.

E022: BRAKE CONTROLLER COMMUNICATION LOST E023: BRAKE CONTROLLER COMMUNICATION FAILURE

NO. Connect PMC2B properly.

Yes.

Change CENSE and check whether PMC still detects the same fault.

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

No. Check harness

D23-8

PMC Controller

D23001 12/01

No.

E026 – E029, E02A: PLM COMMUNICATION FAILURE

Turn key off, return to the first step, and check again.

1. Check whether detects at least one of the following faults: F071, F073, F080, F081, F091 – F099

3. If the result is the same as before, change T/M controller.

Yes.

No.

Verify continuity exists between each pin as follows:

Check harness.

PMC4B, P-21 and PLM connector PLM3, P-4 PMC4B, P-22 and PLM connector PLM3, P-1 PMC4B, P-23 and PLM connector PLM3, P-3 PMC4B, P-24 and PLM connector PLM3, P-5 Yes. Yes. No. No.

Change PLM and check whether PMC still detects the same fault.

E033: THROTTLE MODIFICATION SIGNAL (BR.) LOST 1. Check whether there is continuity between PMC3. P-10 and RCM connector RCM2, P-6. Yes.

Turn key off, return to step 1. And check again. Yes.

The fault is recovered Check harness

E031: TORQUE OUTPUT SIGNAL LOST 1. Check whether there is continuity between PMC3, P-8 and Centry C6, P-F.

Yes.

Check whether the width of high level of PWM signal is between 5 and 95 %, and the frequency is between 45 and 55 Hz. Turn key off, return to the first step, and check again.

2. If the result is the same as before, change PMC. No.

No.

1. Check whether there is continuity between PMC3, P-2 and T/M controller ATC3A, P-15. Yes.

Yes.

E032: THROTTLE MODIFICATION SIGNAL (T/M) LOST 1. Check whether there is continuity between PMC3, P-1 and T/M controller ATC3A, P-5.

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. Turn key off, return to the first step, and check again.


Yes.

Check harness.

E034: BRAKE SIGNAL (T/M) LOST

Turn key off, return to the first step, and check again. Check harness.


3. If the result is the same as before, change RCM.

3. If the result is the same as before, change Centry. No.



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.


3. If the result is the same as before, change RCM. No.

Check harness.

Check whether the frequency of FM signal is between 150 and 400 Hz. Turn key off, return to the first step, and check again.

2. If the result is the same as before, change PMC.

D23001 12/01

PMC Controller

D23-9

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.

Yes.


2. If the result is the same as before, change PMC. No. No. No. No.

Check harness Check harness

E042: SUSPENSION PRESSURE SENSOR (LF) FAILED LOW 1. Turn key on and check whether the voltage level between PMC2A, P-8 and chassis is 1 V or less. Yes. Yes. No. No.

No.

Yes. Yes. No. No.

Check for continuity between PMC2A, P7 and pressure sensor. Change pressure sensor. Check harness. Turn key off, return to the first step, and check again.


1. Turn key on and check whether the voltage level between PMC2A, P-7 and chassis is 4.7 V or more.

Yes.

1. Turn key on and check whether the voltage level between PMC2A, P-7 and chassis is 1 V or less.

Check harness.

E043: SUSPENSION PRESSURE SENSOR (RF) FAILED HIGH

Check harness

E041: SUSPENSION PRESSURE SENSOR (RF) FAILED LOW

Change pressure sensor.


Yes.

Check harness

Check for continuity between PMC2A, P8 and pressure sensor.

No.

Check whether there is continuity between PMC2A, P-7 and pressure sensor. Change pressure sensor. Check harness. Turn key off, return to the first step, and check again.


E044: SUSPENSION PRESSURE SENSOR (FL) FAILED HIGH 1. Turn key on and check whether the voltage level between PMC2A, P-8 and chassis is 4.7 V or more. Yes.

2. If the result is the same as before, change PMC. Yes. No. No.

Check whether there is continuity between PMC2A, P-8 and pressure sensor. Change pressure sensor. Check harness. Turn key off, return to the first step, and check again.


D23-10

PMC Controller

D23001 12/01

E054: ACCELERATOR SENSOR FAILED LOW E055: ACCELERATOR SENSOR FAILED HIGH

E056: ENGINE SPEED SIGNAL LOST

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 depreesed to full throttle.

Yes.

2. Check whether the resistance between PMC2A, P-5 (harness side) and P-6 (harness side) is between 500 and 1000Ω. Yes.



Turn key off and disconnect the connector near sensor.

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 kΩ, 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.

1. Turn key off and disconnect PMC2A from PMC.

Yes.

Yes.

Return to the first step, and check again.

Yes.


4. If the result is the same as before, change PMC. No. No.

The fault is recovered. 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. No. No.

Check harness. Change speed sensor.

Disconnect the connector near sensor.

6. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor (sensor side) is between 500 and 1000Ω .


Connect PMC2A to PMC and start engine.

3. Check whether PMC still detects the same fault with engine running.

Turn key off and disconnect PMC1 from PMC.

4. Check whether the resistance between PMC1, P-4 and P-16 is between 4.6 and 5.4kΩ and the resistance between CN - 1, P - 4 and chassis is 1 MΩ or more.

Check whether the resistance between PMC2A, P-5 (harness side) and chassis is 1 MΩ or more.


Yes.

Check harness.

No.

Change speed 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. No.

Check harness. Change sensor.

D23001 12/01

PMC Controller

D23-11

E057: T/M INPUT SPEED SIGNAL LOST 1. Turn key off and disconnect PMC2A from PMC. 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.


4. If the result is the same as before, change PMC. No. No.

Yes. No.

No.

1. Check whether the retarder cooling oil level is too low. Yes.

Yes.


No.


1. Check whether the hydraulic oil level is too low. Yes.

Add hydraulic oil.

No.

Turn key on and check whether the voltage level between PMC2A, P-22 and chassis is 20 V or more.

Yes. Yes. No.



D23-12

Check harness.

E0A3: LOW HYDRAULIC OIL LEVEL

3. Check whether PMC still detects the same fault under truck running.

No.

Change level switch.



The fault is recovered.

Check whether there is continuity between PMC2A, P-23 and level switch.

Yes. No.

Check harness.

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.

No.



1. Turn key off and disconnect PMC2A from PMC controller.

Yes.

Add retarder cooling oil.

No.


E058: T/M OUTPUT SPEED SIGINAL LOST

Yes.


E0A2: LOW RETARDER COOLING OIL LEVEL

5. Check whether the resistance between signal line of sensor (sensor side) and ground line of sensor 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. Yes.

Check harness.


3. Check whether PMC still detects the same fault with engine running. Yes.

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.

No.

Check whether there is continuity between PMC2A, P-22 and level switch. Change level switch. Check harness. Turn key off, return to the first step, and check again.



PMC Controller

D23001 12/01

Yes.

E0A4: CHANGE FRONT BRAKE COOLING FILTER

Check whether there is continuity between PMC2A, P-19 and filter switch.

1. Check whether front brake cooling filter is restricted.

Yes.

Yes.

No.

Change filter.

No.


Yes.

Check whether there is continuity between PMC2A, P-17 and filter restriction switch.

Yes. No.

Change switch.

Check harness.

No.



E0A8: CHANGE HYDRAULIC FILTER 1. Check whether hydraulic filter is restricted.

Check harness.

No.


Yes.

Change filter.

No.


2. If the result is the same as before, change PMC. Yes. E0A5: CHANGE REAR BRAKE COOLING FILTER (R) 1. Check whether rear brake cooling filter (R) is restricted. Yes.

Change filter.

No.


Yes.


Yes. No. No.

Change filter restriction switch.

Yes.

Change filter restriction switch.

No.

Check harness. Turn key off, return to the first step, and check again.


E0A9: CHANGE BRAKE DISK (RF) 1. Check brake disk wear using brake wear tool (Refer to Section “J”).

Check harness.

Yes.

Change brake disk.


No.


E0A6: CHANGE REAR BRAKE COOLING FILTER (L) 1. Check whether rear brake cooling filter (L) is restricted. No.


No.


Yes.

Check indicator switch.

Yes.

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. No.

Change filter. Turn key on and check whether the voltage level between PMC2A, P-19 and chassis is 20 V or more.

D23001 12/01

Turn key off and disconnect the connector near wear switch.

No.

Change wear switch. Check harness. Turn key off, return to the first step, and check again.


PMC Controller

D23-13

E0b3: CHANGE BRAKE DISK (LR)

E0b1: CHANGE BRAKE DISK (LF) 1. Check brake disk wear using brake wear tool (Refer to Section “J”).

1. Check brake disk wear using brake wear tool (Refer to Section “J”).

Yes. Change brake disk.

Yes.

No.

No.


Yes.


Yes.


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.

Change brake disk.


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.

Yes.

No.

No.

Check harness.

No.

3. If the result is the same as before, chance PMC.

1. Check brake disk wear using brake wear tool (Refer to Section “J”). Change brake disk.

No.

Yes.



1. Check whether battery electrolyte level is too low. Yes.

No. No.

Turn key on and check whether the voltage level between PMC2A, P- 13 and chassis is 1 V or less.

Yes.


Change wear switch.

Add water to battery.

No.

Check for continuity between PMC2A, P13 and level switch.

Yes.

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.


E0b4: LOW BATTERY LIQUID LEVEL

E0b2: CHANGE BRAKE DISK (RR)

Yes.

Check harness.

No.


Change wear switch.

No. No.

Change level switch. Check harness. Turn key off, return to the first step, and check again.


Check harness. Turn key off, return to the first step, and check again.


E0C1: S-NET SIGNAL LOST 1. Check whether Electronic display panel detects A013, A014, or A016. Yes. No.

Check S-NET harness. Turn key off, return to the first step, and check again.


D23-14

PMC Controller

D23001 12/01

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.

No.

Check whether Electronic display panel detects A018.

Yes.


2. If the result is the same as before, change T/M controller. No.



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. Yes.

Check whether Suspension Controller detects d0C3. 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.


4. If the result is the same as before, change PMC. 5. If the optional Suspension Controller is not installed on the truck: No.


6. If the result is the same as before, change Electronic display panel. 7. Check whether PMC still detects E0C3. Yes.



D23001 12/01

PMC Controller


D23-15

PMC CONTROLLER LOGIC B. The action table is executed for the fault (buzzer, light etc.) immediately. 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 at which it was found during the power-up checking, which is the state that was saved at key-off preceding this cycle of key-on.

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 movenment, 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.

• 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 movenment, 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 under various conditions. Fault Characteristics: 1. There are two fault recovery allowable characteristics: A. Faultrecovery 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 power-up 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.

D23-16

Be certain truck wheels are blocked to prevent truck movement during troubleshooting operations.

PMC Controller

D23001 12/01

PMC FAULT CODE LOGIC DESCRIPTION E001: NV RAM DATA FAULT

E002: BATTERY VOLTAGE LOW

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

PMC Operation When Fault is Detected: 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.

Engine start signal (key switch terminal C, PMC1, P-10) is open (= low level), AND 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.

D23001 12/01

PMC Controller

D23-17

E003: CONNECTOR MISMATCH

E011: GSP COMMUNICATION LOST



When the power is turned on, a combination other than PMC2B, P-36 = GND, and PMC4B, P-36 = open, is present for 0.1 second.

PMC dip switch 1-4 = ON, AND

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)

A time-out error is made in communication with GSP. (ACK is not received in 1.5 seconds, and not received after two retries.)

PMC Operation When Fault is Detected: • Normal operation.

• 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: 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:

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 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: Fault Recovery Logic: Combination of PMC2B, P-36 = GND, and PMC4B, P-36 = open, is present for 0.1 second.

D23-18

Recovered when the next normal communication starts.

PMC Controller

D23001 12/01

E012: GSP COMMUNICATION FAILURE

E013: MOM COMMUNICATION LOST





Framing and overrun error in communication with GSP, OR

Time-out in communication with MOM.

Receiving of rpcerr_failed (secondary communication error), OR

PMC Operation When Fault is Detected:

Receiving of rpcerr_norpc (there is no rpc No.), OR

• Normal operation.


Receiving of rpcerr_args (argument error).

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).

Fault Recovery Logic: Recovered when the next normal communication starts.


D23001 12/01

PMC Controller

D23-19

E014: MOM COMMUNICATION FAILURE

E015: TMS COMMUNICATION LOST





Error in communication with MOM. (parity, framing, overrun)

Time-out in communication with TMS. (Even if a command which needs response is transmitted, response is not received for 5 seconds).









D23-20



PMC Controller

D23001 12/01

E016: TMS COMMUNICATION FAILURE

E017: CENSE COMMUNICATION LOST





Error in communication with TMS. (framing, overrun)

Time-out error is made in communication with CENSE. (ACK is not received in 1.5 seconds, and not received after four retries.)









D23001 12/01



PMC Controller

D23-21

E022: BRAKE CONTROLLER (RCM) COMMUNICATION LOST

E018: CENSE COMMUNICATION FAILURE Fault Detecting Logic:



T/M controller machine selection =D (530M), AND

Framing and overrun error in communication with CENSE, OR

Time-out in communication with RCM.

Receiving of rpcerr_failed (secondary communication error), OR


Receiving of rpcerr_norpc (there is rpc No.), OR



Receiving of rpcerr_args (argument error).





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).



D23-22

PMC Controller

D23001 12/01

E022: BRAKE CONTROLLER (RCM) COMMUNICATION FAILURE

E026: PAYLOAD METER (PLM) COMMUNICATION FAILURE 1





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).



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.






D23001 12/01

PMC Controller

D23-23

E027: PLM COMMUNICATION FAILURE 2






When PMC receives PLM real time monitor data from PLM, AND

When PMC requests PLM to stop sending real time monitor data, 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).









D23-24



PMC Controller

D23001 12/01


E02A: PLM COMMUNICATION FAILURE 5





When PMC requests PLM to send calibration data, AND

When PMC requests PLM to send controller information data, AND

Correct calibration data is not sent from PLM, or PLM sends nothing for 3 seconds (PMC retries twice).

Correct controller information data not sent from PLM, or PLM sends nothing for 3 seconds (PMC retries twice).








D23001 12/01


PMC Controller

D23-25


E031: TORQUE OUTPUT SIGNAL LOST


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 ( 530M) 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 50 Hz ±5 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 (330M) AND

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 (530M) AND Items (a), (b), and (c) in the fault detecting logic are NOT established.

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. b. Frequency of the signal is out of the range of 64 Hz ±6.4 Hz 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 ( 330M) AND

c. High level or low level sustained for 1.6 seconds continuously.

Items (a), (b), and (c) in the fault detecting logic are NOT established.

PMC Operation When Fault is Detected: • Engine and transmission history map recording is suspended.

D23-26

PMC Controller

D23001 12/01

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 (530M), 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.

E033: THROTTLE MO DIFICATION SIGNAL LOST (BRAKE) Fault Detecting Logic: The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D ( 530M), AND 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. c. High level or low level is continued for 1.6 seconds continuously.

PMC operation When Fault is Detected: • 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.



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 (530M), AND Both (a) and (b) in the fault detecting logic are NOT established.

D23001 12/01

Fault Recovery Logic: The recovery is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (530M), AND (a), (b), and (c) in the fault detecting logic are NOT established.

PMC Controller

D23-27

E035: IDLE VALIDATION SIGNAL (IVS) INVALID STATUS

E034: BRAKE SIGNAL LOST (T/M) Fault Detecting Logic: The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (530M), AND Any of the following (a), (b), or (c), is established: (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. (b) Frequency of the signal is out of the range of 200 Hz ±20 Hz for 1.6 seconds continuously.

Fault Detecting Logic: Transmission Controller machine selection set to 4 to 7, A to C, or E, OR T/M controller machine selection =D (530M), AND Either (1) or (2) below is established: 1. Either E054 or E055 is detected AND 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 (PMC1-2) = closed, AND


IVS signal 3 (PMC1-3) = open,

• 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. 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

1.2. IVS signal 2 (PMC1-2) = open, AND IVS signal 3 (PMC1-3) = 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 (PMC1-1) is below 0.69 V, AND IVS signal 2 = open, and IVS signal 3 = closed 2.2. APS signal input voltage is above 0.87 V, AND

Fault Recovery Logic: The fault is detected 1.6 seconds after power is turned on. T/M controller machine selection =D (530M), AND

Input other than 2.2.1 or 2.2.2

All of (a), (b), and (c) in the fault detecting logic are not established.

D23-28

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

D23001 12/01

2.3. APS signal input voltage is below 0.446 V, AND Input other than 2.3.1 or 2.3.2

Fault Recovery Logic: T/M Controller machine selection set to 5, 7, B, or E, OR

2.3.1.

IVS signal 2 = closed, and IVS signal 3 = open


2.3.2.

IVS signal 2 = open, and IVS signal 3 = closed

Either of the following (1) or (2) is established: 1. Either E054 or E055 is detected, AND

PMC Operation When Fault is Detected: 1. When E054 or E055 is detected:

Input of 1.1 or 1.2 is applied for 5 seconds continuously.

• The previous throttle command is maintained for 5 seconds while logic detection is in process.

1.1. IVS signal 2 = closed and IVS signal 3 = open

• After 5 seconds, and the fault is confirmed, throttle output is set to low-speed.

1.2. IVS signal 2 = open and IVS signal 3 = closed

2. When neither E054 or E055 are detected: • Throttle command is output according to accelerator sensor input.

2. Neither E054 or E055 are detected, AND

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

D23001 12/01

PMC Controller

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

E036: ALTERNATE TORQUE SIGNAL LOST

Fault Recovery Logic: T/M controller machine selection =D (530M), AND

Fault Detecting Logic: Transmission Controller machine selection =D (530M), AND Either following (1) or (2) is established: 1. ALT. TORQUE SIGNAL (CN3-4) 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 a

D23-30

PMC Controller

D23001 12/01


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 (530M), AND Either of following (1) and (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 a

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), AND Feedback voltage for checking the ALT. DROOP SIGNAL output is kept above 1 volt for 50 milliseconds.

Fault Recovery Logic: T/M controller machine selection =D (530M), 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.

D23001 12/01

PMC Controller

D23-31

E041: SUSPENSION PRESSURE SENSOR (FR) FAILED LOW (Wire breakage, ground fault)

E042 : SUSPENSION PRESSURE SENSOR (FL) FAILED LOW (Wire breakage, ground fault)



One of the PMC DIP switches (DIP switches 11 through 13) to select Cruise control, Auto-retard control, or ELS is ON, AND


Input signal of SUS OIL PRESS (FR) (PMC2A, P-7) is below 1 volt for 5 seconds.

Input signal of SUS OIL PRESS (FL) (PMC2A, P-8) is below 1 volt for 5 seconds.


PMC Operation When Fault is Detected: • Normal operation

• Normal operation




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:




SUS OIL PRESS (FR) input signal is above 1 volt for 5 seconds.

SUS OIL PRESS (FL) input signal is above 1 volt for 5 seconds.

D23-32

PMC Controller

D23001 12/01

E043: SUSPENSION PRESSURE SENSOR (FR) FAILED HIGH (Hot short)

E044: SUSPENSION PRESSURE SENSOR (FL) FAILED HIGH (Hot short)





SUS OIL PRESS (FR) input signal (PMC2A, P-7) is above 4.7 volts for 5 minutes.

SUS OIL PRESS (FL) input signal (PMC2A, P-8) is above 4.7 volts for 5 minutes.











One of the PMC DIP switches (DIP switches 11 through 13) to select Cruise control, Auto-retard control, or ELS is ON. AND

One of the PMC DIP switches (DIP switches 11 through 13) to select Cruise control, Auto-retard control, or ELS is ON. AND

SUS OIL PRESS (FR) input signal is below 4.7V for 5 seconds.

SUS OIL PRESS (FL) input signal is below 4.7V for 5 seconds.

D23001 12/01

PMC Controller

D23-33

E054: ACCELERATOR SENSOR FAILED LOW

E055: ACCELERATOR SENSOR FAILED HIGH



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



APS SIGNAL (PMC2A, P-1) input voltage is below 6% of VPOT (5V) voltage for 1 second.

Either (1) or (2) below is established.

PMC Operation When Fault is Detected: • When IVS SIG. 2 is not open AND • SIG. 3 is not closed, throttle command is lowspeed, low idle. (750 rpm)

1. APS SIGNAL input voltage is kept above 91% of VPOT (5V) voltage for 1 second. 2. APS SIGNAL input voltage is kept at between 17.4 to 91% of VPOT (5V) voltage AND IVS SIG. 2 is closed and SIG. 3 is open for 1 second.

• When IVS SIG. 2 is open AND • SIG. 3 is closed, throttle command sent from PMC to Centry is high-speed, low idle. (1400 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).

PMC Operation When Fault is Detected: • When IVS SIG. 2 is not open AND • SIG. 3 is not closed, the throttle command is low-speed low idle (750 rpm) • When IVS SIG. 2 is open AND • SIG. 3 is closed, throttle command sent from PMC to Centry is high-speed low idle. (1400 rpm)

Fault Recovery Logic: Transmission Controller machine selection set to 4 to 7, A to C, or E, OR T/M controller machine selection = D (530M), AND APS SIGNAL input voltage is kept above 6% of VPOT (5V) voltage for 1 second.

D23-34

PMC Controller

D23001 12/01

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).

E056: ENGINE SPEED SIGNAL LOST Fault Detecting Logic: Alternator “R” terminal information sent from S-NET is ON, AND The engine speed signal pulse (CN2-5) is not received for 5 seconds.

PMC Operation When Fault is Detected: • Engine and transmission working history maps are not recorded.

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 (530M), AND


APS SIGNAL input voltage is maintained at between 17.4 to 91% of VPOT (5V) voltage, AND IVS SIG. 2 is open and SIG. 3 is closed for 1 second.

Fault Recovery Logic: Alternator “R” terminal information sent from S-NET is ON, AND Engine speed signal pulse is received for 5 seconds.

D23001 12/01

PMC Controller

D23-35

E057: T/M INPUT SPEED SIGNAL LOST

Fault Recovery Logic: Shift indicator information sent from S-NET is not N, AND

Fault Detecting Logic: Shift indicator information sent from S-NET is not N, AND

Shift indicator information sent from S-NET is not E, AND

Shift indicator information sent from S-NET is not E, AND

The transmission output pulse signal is detected, AND

The transmission output pulse signal (PMC2A, P-3) is detected, AND

The transmission input pulse signal is detected, AND The above conditions continue for 5 seconds.

The transmission input pulse signal (PMC2A, P-1) is not detected, 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).

D23-36

PMC Controller

D23001 12/01


E058: T/M OUTPUT SPEED SIGNAL LOST


Fault Detecting Logic: Either of following (1) and (2) is established. 1. T/M controller machine selection is not D, AND

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 movenment, 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).

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, AND The above conditions continue for 5 seconds. 2. T/M controller machine selection is D (530M), 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 1300 rpm, AND

Fault Recovery Logic: Shift indicator information sent from S-NET is not N, AND Shift indicator information sent from S-NET is not E, AND The transmission output pulse signal is detected, AND The transmission input pulse signal is detected, AND The above conditions continue for 5 seconds.

The transmission output pulse signal is not detected, AND The above conditions continue for 5 seconds.


D23001 12/01

PMC Controller

D23-37

E0A1: LOW FRONT BRAKE OIL LEVEL

E0A2: LOW RETARDER COOLING OIL LEVEL



T/M controller machine selection = 2 to C or E, AND



Alternator “R” terminal information sent from S-NET is OFF, AND

Alternator “R” terminal information sent from S-NET is OFF, AND Start signal (key switch terminal C) is open (= low level), AND Front brake oil level signal is open (= high level), AND

Start signal (key switch terminal C) is open (= low level), AND Retarder cooling oil level signal (PMC2B, P-23) is open (= high level), AND The above conditions continue for 2 seconds.

The above conditions continue for 2 seconds. 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 Logic: T/M controller machine selection = 2 to C or E AND


PMC dip switch 2-7 = ON AND

PMC dip switch 2-7 = ON AND

Any of the following; (1), (2),or (3) is established.

Any of following; (1), (2), or (3) is established.

1. Front brake oil level signal (CN2-24) is closed (= low level) for 2 seconds

1. Retarder cooling oil level signal (PMC2A, P-23) is closed (= low level) for 2 seconds

2. Alternator “R” information sent from S-NET is ON

2. Alternator “R” information sent from S-NET is ON

3. Start signal (key switch terminal C) is closed (= high level)

3. Start signal (key switch terminal C) is closed (= high level)

D23-38

PMC Controller

D23001 12/01

E0A4: CHANGE FRONT BRAKE COOLING

E0A3: LOW HYDRAULIC OIL LEVEL

FILTER Fault Detecting Logic:



PMC dip switch 2-7 = ON AND Alternator “R” terminal information sent from S-NET is OFF, AND Start signal (key switch terminal C) is open (= low level), AND

PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON, AND Brake cooling oil temperature level sent from S-NET is 3 or more, AND

Hydraulic oil level signal (PMC2B, P-22) is open (= high level), AND

Front brake cooling filter signal (PMC2B, 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:






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.







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)

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.

D23001 12/01

PMC Controller

D23-39

E0A5: CHANGE REAR BRAKE COOLING FILTER (Right) Fault Detecting Logic:

Fault Recovery Logic: T/M controller machine selection =D (530M), AND PMC dip switch 2-7 = ON, AND


Alternator “R” information sent from S-NET is ON, AND

PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON, AND Brake cooling oil temperature level sent from S-NET is 3 or more, AND

Rear brake cooling filter R signal is closed (= low level), AND The above condition continues for 2 seconds.

Rear brake cooling filter R signal (CN2-17) is open (= high level), AND The above conditions continue for 30 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. 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 movenment, 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).

D23-40

PMC Controller

D23001 12/01


E0A6: CHANGE REAR BRAKE COOLING FILTER (Left)


Fault Detecting Logic: Either (1) or (2) is established: 1. T/M controller machine selection = 2 to C or E, 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-18) is open (= high level), AND The above conditions continue for 30 seconds.

Fault Recovery Logic: PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON, AND

2. T/M controller machine selection =D (530M), AND

Rear brake cooling filter L signal is closed (= low level), AND

PMC dip switch 2-7 = ON, AND Alternator “R” terminal information sent from SNET is ON, AND

The above conditions continue for 2 seconds.

Brake cooling oil temperature level sent from SNET is 3 or more, AND Rear brake cooling filter L signal is open (= high level), AND The above conditions continue for 30 seconds.


D23001 12/01

PMC Controller

D23-41

E0A7: CHANGE FULL FLOW FILTER

E0A8: CHANGE HYDRAULIC FILTER



T/M controller machine selection = 2 to B, AND



Alternator “R” terminal information sent from S-NET is ON, AND

Alternator “R” terminal information sent from S-NET is ON, AND Torque converter oil temperature level sent from SNET is 2 or more, AND

Brake cooling oil temperature level sent from S-NET is 2 or more, AND Hydraulic filter signal (CN2-16) is open (= high level), AND The above conditions continue for 2 seconds.

Full flow filter signal is open (= high level), AND










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, 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).




T/M controller machine selection = 2 to B, AND

Alternator “R” information sent from S-NET is ON, AND

PMC dip switch 2-7 = ON, AND Alternator “R” information sent from S-NET is ON, AND Full flow filter signal is closed (= low level), AND

Hydraulic filter signal is closed (= low level), AND The above conditions continue for 2 seconds.


D23-42

PMC Controller

D23001 12/01

E0A9 : CHANGE BRAKE DISK (FR) E0b1 : CHANGE BRAKE DISK (FL)

E0b2 : CHANGE BRAKE DISK (RR) E0b3 : CHANGE BRAKE DISK (RL)



T/M controller machine selection = D (530M), AND



Shift indicator information sent from S-NET is N, AND

Shift indicator information sent from S-NET is N, AND

Brake disk wear RR (PMC2A, P-11) RL (PMC2A, P-12) input voltage is above 2 volts, AND

Brake disk wear FR (PMC2A, P-9), FL (PMC2A, P-10) input voltage is above 2 volts, AND The above conditions continue for 5 seconds.









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 movenment, 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 (530M) AND PMC dip switch 2-7 = ON AND Shift indicator information sent from S-NET is N AND Brake disk wear FR (FL) input voltage is below 2 volts AND

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 movenment, 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 (530M), AND PMC dip switch 2-7 = ON, AND Shift indicator information sent from S-NET is N, AND Brake disk wear RR (RL) input voltage is below 2 volts, AND The above conditions continue for 5 seconds.


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PMC Controller

D23-43

E0b4: LOW BATTERY LIQUID LEVEL

E0b5: LOW ENGINE OIL LEVEL




Either (1) or (2) below is established.

Alternator “R” terminal information sent from S-NET is OFF, AND

1. T/M controller machine selection = 2 to B, AND PMC dip switch 2-7 = ON, AND

Start signal (key switch terminal C) is open (= low level), AND

Alternator “R” terminal information sent from SNET is OFF, AND

Battery liquid level (PMC2A, P-13) input voltage is below 0.7 volts, AND

Start signal (key switch terminal C) is open (= low level), AND


Engine oil level signal is open (= high level), AND



• 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.

2. T/M controller machine selection = C or E, AND PMC dip switch 2-7 = ON, AND


Alternator “R” terminal information sent from SNET is OFF, AND Start signal (key switch terminal C) is open (= low level), AND Engine oil level input voltage is below 0.5 volts, AND

Fault Recovery Logic: PMC dip switch 2-7 = ON, AND


Any of the following; (1), (2), or (3) is established. 1. Battery liquid level input voltage is above 0.7 volts for 2 seconds


2. Alternator “R” information sent from S-NET is ON 3. Start signal (key switch terminal C) is closed (= high level)

D23-44

PMC Controller

D23001 12/01

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.

E0b6: CHANGE AIR FILTER Fault Detecting Logic: T/M controller machine selection = 2 to C or E, AND PMC dip switch 2-7 = ON, AND Alternator “R” terminal information sent from S-NET is ON, AND


Air cleaner signal is open (= high level), AND

Either (1) or (2) below is established:


1. T/M controller machine selection = 2 to B, AND




Any of the following; (a), (b), or (c) is established:


a. Engine oil level signal is closed (= low level) for 2 seconds. b. Alternator “R” terminal information sent from S-NET is ON


c. Start signal (key switch terminal C) is closed (= high level) 2. T/M controller machine selection = C or E, AND PMC dip switch 2-7 = ON, AND Any of the following, (a), (b), or (c) is established: a. Engine oil level input voltage is above 3.5 volts for 2 seconds. b. Alternator “R” terminal information sent from S-NET is ON c. Start signal (key switch terminal C) is closed (= high level)

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.

D23001 12/01

PMC Controller

D23-45

E0C2: MACHINE SELECT INFORMATION FAILURE

E0FA: Manual trigger for snapshot Fault Detecting Logic: Manual trigger is requested using DAD (Data Aquisition Device).

Fault Detecting Logic: Either (1) or (2) below is established. 1. The machine selection information is not received from T/M controller through S-NET.

PMC Operation When Fault is Detected: • Snapshot data is logged.

2. The machine selection information is received from T/M controller through S-NET and is unauthorized.


E0C1: S-NET SIGNAL LOST

• 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: When key switch is turned on again while FLASH is being written, error code is not sent out from pcb1 or saved. Fault Recovery Classification:

• 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 Logic: Reset when the next normal communication starts.

D23-46


When the power is turned on, the machine selection information is received from the T/M controller through S-NET.

PMC Controller

D23001 12/01


E0C3: VEHICLE SPEED INFORMATION FAILURE


Fault Detecting Logic: The vehicle speed (tire size) information is not received from the monitor panel through S-NET.


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%).

D23001 12/01

Fault Recovery Logic: When the power is turned on, the vehicle speed (tire size) information is received from the monitor panel through S-NET.

PMC Controller

D23-47

PMC WIRING HARNESS CONNECTORS The PMC has five harness connectors including two 36-pin connectors. 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 five PMC wiring harnesses. Figure 23-2 shows the location of each connector on the PMC and the pin number location.

PMC HARNESS CONNECTOR CIRCUITS CONNECTOR – PMC2A Pin No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

FIGURE 23-2. PMC CONNECTORS

20 21 22 23 24 25

PMC HARNESS CONNECTOR CIRCUITS CONNECTOR – PMC1 Pin No.

Function

1 2 3 4 5 6 7 8 9 10 11 12 13

Accelerator pedal Idle validation 2 Idle validation 3 Potentiometer power source Ground Reserved Reserved Reserved Reserved Battery “C” terminal Reserved Reserved Power source (switched) Power source (Battery direct) Power source (Battery direct) Ground Ground

14 15 16 17

D23-48

Type Analog input Digital input Digital input Analog output Ground Digital output Digital output Digital output Digital output Analog input Analog input Analog input DC voltage input

26 27 28 29 30 31 32 33 34 35 36

Function

Type

T/M input speed (+) Pulse input T/M input speed (-) Pulse input T/M output speed (+) Pulse input T/M output speed (-) Pulse input Engine speed (+) Pulse input Engine speed (-) Pulse input Suspension pressure (RF) Analog input Suspension pressure (LF) Analog input Brake disc wear (RF) Analog input Brake disc wear (LF) Analog input Brake disc wear (RR) Analog input Brake disc wear (LR) Analog input Battery liquid level Analog input Reserved Analog input Reserved Digital input Hydraulic filter restriction Digital input Front brake oil filter Digital input restriction Rear brake oil filter Digital input restriction Rear brake oil filter Digital input restriction Air cleaner restriction Digital input CONNECTOR – PMC2B Reserved Hydraulic oil level Retarder oil level Reserved Maximum speed set switch (up) Maximum speed set switch (down) Maximum speed set switch (loaded) Maximum speed set switch (empty) Maximum speed set switch (set) Cruise control cancel switch Cruise control set/down switch Cruise control resume/up switch Cruise control system switch Sensor power source (+15V) Ground Connector mismatch detection

Digital input Digital input Digital input Digital input Digital input Digital input Digital input Digital input Digital input Digital input Digital input Digital input Digital input Analog output Ground Digital input

DC voltage input DC voltage input Ground Ground

PMC Controller

D23001 12/01

PMC HARNESS CONNECTOR CIRCUITS CONNECTOR – PMC3 Pin No.

Function

1

Throttle modification from T/M Brake command Shift wait Alternate torque Alternate droop Throttle Throttle sensor power (+5V) Engine output torque Brake command Throttle modification Emergency brake Reserved

2 3 4 5 6 7 8 9 10 11 12

Type Frequency input PWM input PWM output Digital output Digital output Frequency output DC voltage input PWM input PWM output PWM input Digital input Digital input

PMC HARNESS CONNECTOR CIRCUITS CONNECTOR – PMC4A Pin No.

Type

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

CENSE (RS422) Serial output CENSE (RS422) Serial output CENSE (RS422) Serial input CENSE (RS422) Serial input Ground Ground “MOM” (RS422) Serial output “MOM” (RS422) Serial output “MOM” (RS422) Serial input “MOM” (RS422) Serial input Ground Ground GSP (RS422) Serial output GSP (RS422) Serial output GSP (RS422) Serial input GSP (RS422) Serial input Ground Ground “DAD” (RS232) Serial output “DAD” (RS232) Serial output “DAD” (RS232) Serial input “DAD” (RS232) Serial input Ground Ground CONNECTOR – PMC4B

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

PLM (RS232) PLM (RS232) PLM (RS232) PLM (RS232) Ground WIRELESS (RS232) WIRELESS (RS232) WIRELESS (RS232) WIRELESS (RS232) Ground TMS (RS232) TMS (RS232) TMS (RS232) TMS (RS232) Ground Connector mismatch detection

36

D23001 12/01

Function

PMC Controller

Serial output Serial output Serial input Serial input Ground Serial output Serial output Serial input Serial input Ground Serial output Serial output Serial input Serial input Ground Digital input

D23-49

PMC HARNESS CONNECTOR CIRCUITS CONNECTOR – PMC5 Pin No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

D23-50

Function S-NET (+) S-NET (+) Ground Reserved (S-NET) Reserved (S-NET) Reserved Reserved (RS485) Reserved (RS485) Ground RCM (RS422) RCM (RS422) Reserved (RS422) Reserved (RS422) RCM (RS422) RCM (RS422) Reserved (RS422) Reserved (RS422) Ground Reserved (ISO) Reserved (ISO) Reserved

PMC Controller

Type Serial in/output Serial in/output Ground Serial in/output Serial in/output Ground Serial in/output Serial in/output Ground Serial output Serial output Serial output Serial output Serial input Serial input Serial input Serial input Ground Serial in/output Serial output Ground

D23001 12/01

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.

FIGURE 24-1. TRANSMISSION CONTROLLER 1. Transmission Controller 3. Rotary Switch Plugs 2. LED Display 4. Harness Connectors

If there are no active codes present, the display will indicate ‘‘00’’. ROTARY SWITCH SETTINGS 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.

ROTARY SWITCH SETTINGS SWITCH NO.

POSITION

FUNCTION SELECTED

1

D

Truck Model - 530M

2

0 1 2 3

PMC

Suspension Controller

Yes No Yes No

Yes Yes No No

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.

Note: When changing the 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.

D24001 6/99


D24-1

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.

• 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.

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.

Selector Position

Lock-up and Engine Overspeed: It drives and controls the torque converter lock-up ECMV and engine overspeed prevention control circuit.

D

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.

Shift Limiter OFF ON OFF ON OFF

R N

ON OFF

5

Speed Range R N 1 2 3 4 5 • • • • * *

6

7

ON OFF

4

ON OFF

3

ON OFF

L

ON

Self Diagnostics: A self-diagnostic function monitors both the input and output systems.

•

*Initial range when switch F1 is activated.

TABLE 2. SHIFT RANGE/SHIFT LEVER POSITIONS

D24-2


6/99 D24001

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.

Automatic Gear Shifting

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.

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 NOTE: In normal mode, the shift-up point from F5 to F6 is 1960 rpm. In normal mode, the shift-down point from F6 to F5, is 1300 rpm and from F4 to F3 is 1390 rpm.

TABLE 3. OPERATION MODES 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:

Lock-up: Lock-up is not actuated in reverse. When coasting and decelerating (accelerator pedal released, and brake not applied), the lockup clutch is kept ON under F4 and higher gear positions.

The power 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.

D24001 6/99


D24-3

Automatic Shifting Sequence

Conditions:

Conditions:

Range Selector position: 5, 4, 3, or L Shifting UP in power mode

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 lock-up 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.

Conditions:

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.

Conditions:

Range Selector position: R

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.

Range Selector position: D Shifting DOWN in normal mode

1. When the load is increased and the engine speed drops below 1310 rpm, the transmission is shifted down one gear. (For example, when traveling in F6, the transmission will shift down to F5) 2. If the load increases further, the transmission shifts down 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.

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.

NOTE: The above explanation gives a general outline of gear shifting. However, the set speed and actuation may differ according to the travel conditions.

D24-4


6/99 D24001

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.

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: • 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.

D24001 6/99

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’’.

• 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’’.


D24-5

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.


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.

D24-6


6/99 D24001

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 whether T/M controller still detects b006. Yes.

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.

No.

Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller.

Change T/M controller.

No.

Check harness.

No.


b007 : BATTERY VOLTAGE LOW (12 V)

Check whether shift lever position is Neutral. Turn key on check whether voltage level between ATC5B, P-23 and chassis is 1 V or less.

Yes.


No.

Check harness.

No.

Yes.

Check harness.

b003 : NEUTRAL SAFETY ON

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, P9 and ATC2, P-12 is between 100 and 500Ω.

Turn key off and disconnect ATC2 from T/M controller. Check whether the resistance between ATC2, P-14 (harness side) and chassis is 1 Megohm or more. Yes. Yes.


No


Change shift lever to Neutral position. No

b005 : CLUTCH ENGAGED DOUBLE Check whether T/M controller also still detects b03x (x = 1 through 9). Yes.

Carry out the b03x troubleshooting.

No.


D24001 6/99

Connect ATC2, and turn key on. Check whether T/M controller still detects b007.

Yes No


Disconnect connector at transmission range selector lever. Check whether resistance above returns to normal. Change transmission range selector. Check harness.

D24-7

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-16 (harness side) is between 500 and 1000Ω . Yes.

Connect ATC3A to T/M controller and start engine. Check whether T/M controller still detects the same fault with engine running.

Yes.

Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between ATC3A, P-12 (harness side) and P-16 (harness side) is between 500 and 1000Ω. Yes.


No. No.

b012 : T/M MIDDLE SHAFT SPEED SIGNAL LOST or b062 : T/M MIDDLE SHAFT SPEED SENSOR FAILURE


Yes.

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.


b011 : T/M INPUT SPEED SIGNAL LOST or b061 : T/M INPUT SPEED SENSOR FAILURE

No. No.

Yes. No.

Connect ATC3A to T/M controller and start engine. Check whether T/M controller still detects the same fault with truck running. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. 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 . Check harness. Change speed sensor.

1. Check whether PMC also detects E057 fault. Yes.

Perform E057 (PMC) troubleshooting.

No.

Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between ATC3A, P-2 (harness side) and P-16 (harness side) is between 500 and 1000Ω .

Yes.

Yes.

No. No.

Connect ATC3A to T/M controller and start engine. Check whether T/M controller still detects the same fault with truck running. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. 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.


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6/99 D24001

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 from T/M controller. Check whether the resistance between ATC3A, P-3 (harness side) and P-16 (harness side) is between 500 and 1000Ω .

Yes.

Connect ATC3A to T/M controller and start engine. Check whether T/M controller still detects the same fault with truck running.

Yes.

No. No.

Turn key off, return to the first step, and check again. If result is the same as before, change T/M controller. The fault is recovered. 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. No.

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-23 and chassis is 1Ω or less with shift lever @ N. ATC5B, P-24 and chassis is 1Ω or less with shift lever @ D. ATC5B, P-25 and chassis is 1Ω or less with shift lever @ 5. ATC5B, P-26 and chassis is 1Ω or less with shift lever @ 4. ATC5B, P-27 and chassis is 1Ω or less with shift lever @ 3. ATC5B, P-28 and chassis is 1Ω or less with shift lever @ L. ATC5B, P-22 and chassis is 1Ω or less with shift lever @ R. Yes.

Check harness. Change speed sensor. No.

Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. Check harness for the circuit that does not agree with above.

b014 : MACHINE SELECT SIGNAL FAILURE Turn key on and check whether the voltage level of each pin is as follows: ATC5B, P-30 and chassis is 1V or less. ATC5B, P-31 and chassis is 1V or less. ATC5B, P-32 and chassis is 15V or more. ATC5B, P-33 and chassis is 1V or less. Yes. Yes.

No. No.

Turn key on and check whether T/M controller still detects b014. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. Check harness.

D24001 6/99


D24-9

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

Yes.

No.

1 volt or less

Range NOT Selected

15 volts or more

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.

Turn key off and on again. Check whether T/M controller still detects b016.

Yes.

No.

Range Selected


Yes.

The fault is recovered. Check harness. Yes.

b017 : ACCELERATOR SENSOR FAILURE Turn key on and check whether the voltage level between ATC3B, P-31 and ATC3A, P-16 is between 4.6 and 5.4 V. Yes.

No. No. No.

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 24-4. Check harness. Change accelerator sensor. Change accelerator.

Check harness.

Verify the relation between the voltage level (between ATC3B, P-31 and ATC3A, P-16) and accelerator pedal travel is as shown in Figure 24-3.

Yes.


No.

Verify the voltage level between power source line and ground line of connector near sensor is between 4.6 and 5.6V.

Yes.

Yes.

D24-10

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. Check harness.

FIGURE 24-4. ACCELERATOR RESISTANCE VALUES


6/99 D24001

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.

b021 : LOCK-UP 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.

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.


b019: ECMV OIL TEMPERATURE SENSOR FAILURE Turn key off and disconnect ATC3A and ATC3B from T/M controller. Verify resistance between ATC3B, P23 (harness side) and ATC3A, P-16 (harness side) is between 1 and 500 kΩ. Yes. Yes.

No. No.

Turn key off and on again. Check whether T/M controller still detects b019. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. 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.

Yes.

Check harness.

No.

Change temperature sensor.

D24001 6/99

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.


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 1MΩ or more.

Yes.

Check harness.

No.



D24-11

FILL SWITCH Connected FAULT CODE

CLUTCH

ATC5A Pin #

Volts

Disconnected Ohms

Volts

Ohms

Resistance (to Ground) @ Switch 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

b031 -- b036, b038, b039: CLUTCH ECMV FAILURE 1

b041 -- b046, b048, b049: CLUTCH ECMV FAILURE 2

1. Turn key ON and measure the voltage level between the ATC5A pins listed in the chart above and chassis.

Case 1: Check fill signal. 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. Yes.


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.

No.

Change fill switch.

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.

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.

Yes.

Change fill switch.

No.

Check harness.


CLUTCH

ATC5A Pin #

Volts

Disconnected Ohms

Volts

Ohms

Resistance (to Ground) @ Switch 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

D24-12


6/99 D24001


CLUTCH

ATC5A Pin #

Volts

Resistance @ Switch

Disconnected 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.

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

D24001 6/99

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 FAULT CODE

ATC2 Pin #

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 more

b078, 98

5, 15

5 -- 25Ω

1MΩ or more

b079, 99

8, 18

5 -- 25Ω

1MΩ or more

Yes.

Yes.

No. No.


Connect ATC2 and turn key on. Check whether T/M controller still detects the same fault. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. 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.

D24-13

Yes.

Check harness.

No.

Change solenoid.

No. No.

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.

Yes. No. No.

Turn key off, change pressure sensor, and turn key on. Check whether T/M controller still detects the same fault.

Turn key on and verify the voltage level between ATC1, P-3 and ATC3A, P-16 is between 20 and 30 V.

Yes. No. No.

Yes. Yes.

No.

b082 : TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE or b084 : TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE

Yes.

Turn key off and disconnect ATC3B from T/M controller. Verify the resistance between ATC3B, P-27 and P-16 is between 1 and 500 kΩ.

No.

Check harness.

Turn key off, change pressure sensor, and turn key on. Check whether T/M controller still detects the same fault. Change T/M controller. The fault is recovered. Check harness.

Turn key on and verify the voltage level of each pin is as follows:

b0A3 : FUEL LEVEL SENSOR FAILURE Turn key off and disconnect ATC3B from T/M controller. Check whether the resistance between ATC3B, P-24 (harness side) and chassis is 3Ω or less, or 100Ω or more.

D24-14

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.

Yes.

Change level sensor.

No.

Check harness.

No.

ATC5B, P-32 and chassis is 20 V or more.

Yes.

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.

ATC5B, P-33 and chassis is 1 V or less.


No.

ATC5B, P-30 and chassis is 1 V or less. ATC5B, P-31 and chassis is 1 V or less.


Check harness.

b0A1 : MACHINE SELECT FAILURE

Yes.

Turn key off and on again. Check whether T/M controller still detects b0A2.

Yes.

Yes.

Remove the plug on face of T/M controller and check whether rotary switch 1 is set to ‘‘D’’.

Turn key off and set the T/M Controller rotary switch 1 to ‘‘D’’.

b0A2 : T/C OIL TEMPERATURE SENSOR FAILURE

Change T/M controller. The fault is recovered.

Check harness.

No.

Connect ATC3B and turn key on. Check whether T/M controller still detects b0A3. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered.



6/99 D24001

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-26 and ATC3A, P-16 is between 1 and 500 kΩ.


Yes.

Yes.

No. No.

Yes. No.

Turn key off and on again. Check whether T/M controller still detects b0A4. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. 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. Check harness. Change temperature sensor.

Yes.

Turn key off and on again. Check whether T/M controller still detects b0b4.

Yes.


No.


No.


Yes.

Check harness.

No.


b0b1 : T/M OIL TEMPERATURE SENSOR FAILURE

b0b5 : FRONT BRAKE OIL TEMPERATURE SENSOR FAILURE



Yes.

Yes.

No. No.

Turn key off and on again. Check whether T/M controller still detects b0b1. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered.

Yes.

Yes.

No.


No.

Turn key off and on again. Check whether T/M controller still detects b0b5. Turn key off, return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered. 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.


No.


D24001 6/99


D24-15

b0C1 : CONNECTOR MISMATCH

b0d2 : TORQUE CONVERTER OIL OVERHEAT

Verify ATC3A and ATC5A are 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:

Yes.

Check whether the torque converter outlet oil temperature is 120°C (248° F) or more.

ATC3A, P-1 and chassis is 20 V or more. ATC5A, P-1 and chassis is 1 V or less. Yes.

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.


No.

Check harness.

No.

Connect ATC3A and ATC5A to the proper connectors.

Yes.

Check whether T/M controller still detects b0d2 on MOM screen s2231 again.

Yes. Check hydraulic system. No. b0C2 : SHIFT WAIT SIGNAL LOST

No.

Check whether T/M controller still detects fault code b0d2 by using the MOM screen (s2231) again.

Turn key on and check whether there is continuity between ATC3A, P-4 and PMC connector PMC3, P-3. Yes.

Verify the PWM signal width (high level) is between 15 and 20 %.

Yes.


No.

Turn key off, return to the first step, and check again. If the result is the same as before, change PMC.

No.


Yes.

Turn key off and disconnect ATC3A and ATC3B from T/M controller. Check whether the resistance between ATC3B, P-27 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more.

Yes.

Check harness

No.

Disconnect the connector near sensor. Check whether the resistance between signal line 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.

Yes. No. No.

D24-16

Check whether there is the continuity between ATC5A, P-6 and filter restriction switch.

No.

No.


Yes.


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. The fault is recovered.

Change switch. 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.


6/99 D24001

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. b0d4 : REAR BRAKE (L) COOLING OIL OVERHEAT

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.

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.

Check hydraulic and cooling systems.

No.


No.

Check whether T/M controller still detects b0d4 on MOM screen s2231 again.

Yes.


Yes.

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.


No.

Check harness.

No.

No.



Yes.

Replace the switch if its resistance is 1 MΩ or more.

No.

Check harness.

No.

No.

Return to the first step, and check again. If the result is the same as before, change T/M controller. The fault is recovered.

b0d7 : BATTERY CHARGE CIRCUIT FAILURE Turn key on and verify the voltage between ATC3B, P-21 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, P21 and alternator terminal ‘‘R’’.

Yes. No.

Replace alternator Check harness

b0d8 : OVERRUN Check whether T/M controller still detects b0d8 on ‘‘MOM’’ screen s2231 with engine running at proper speed. Yes.


No.



D24001 6/99


D24-17

b0dA : BATTERY DIRECT VOLTAGE FAILURE

b0E2 : LOW STEERING SYSTEM PRESSURE

Turn key on and check whether the voltage level between each pin is as follows:

Check whether the steering pressure is too low with engine running.

ATC1, P-9 and P-1 is 5 V or more.

Yes.

Refer to Section ‘‘L’’ and check hydraulic circuit.

No.

Check whether T/M controller still detects b0E2 with engine running.

ATC1, P-17 and P-1 is 5 V or more. Yes.

Check harness.

No.


Yes.

Check whether the voltage level between ATC5B, P-36 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-36 and pressure switch.

b0db : SWITCHED VOLTAGE FAILURE Turn key on and check whether the voltage level of between each pin is as follows: ATC1, P-1 and P-9 is 5 V or more. ATC1, P-1 and P-17 is 5 V or more. Yes.

Check harness.

No.


Check whether the transmission oil level is too low. Yes.

Add oil to transmission.

No.

Turn key on and check whether the voltage level between ATC3A, P-9 and chassis is 4 V or more.

No.

Check harness.

No.


No.


Check steering accumulator 1 for low nitrogen pressure. Yes.

Charge nitrogen gas or change accumulator.

No.


Check whether there is the continuity between ATC3A, P-9 and level switch.

Yes.

Change level switch.

No.

Check harness.

No.

Change pressure switch.

b0E3 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (1)

b0E1 : LOW T/M OIL LEVEL

Yes.

Yes.

Yes.


Yes. No. No.

D24-18


Check whether there is the continuity between ATC3A, P-19 and pressure switch. Change pressure switch. 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.

6/99 D24001

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.


Yes.


No.


No.


Yes.

Check whether there is the continuity between ATC3A, P-20 and pressure switch.

Yes.


No.

Check harness.

No.

Yes.

Charge nitrogen gas or change accumulator. Turn key on and check whether the voltage level between ATC5A, P-9 and chassis is 20 V or more. Check whether there is the continuity between ATC5A, P-9 and pressure switch.

Yes.


No.

Check harness.

No.

Yes.


No.

Check harness.

No.

Check whether the pressure of nitrogen gas in front brake accumulator is too low (See Section ‘‘J’’).

No.

Check whether there is the continuity between ATC5A, P-7 and pressure switch.



b0E6 : LOW FRONT BRAKE ACCUMULATOR PRECHARGE PRESSURE

Yes.

Yes.

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.

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. No. No.

No. Yes.

D24001 6/99

Check whether the voltage level between ATC3A, P-11 and chassis is 20 V or more with engine running.


Change pressure switch. 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.

The fault is recovered. Check hydraulic circuit (See Section ‘‘J’’).

D24-19

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 by on MOM screen s2231.

Yes.

Check whether the front brake oil temperature is 120°C (248° F) or more.

Yes.

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.

Check whether the rear brake oil temperature is 120°C (248° F) or more.

Yes.

Check whether T/M controller still detects b0F2 on MOM screen s2231 again.

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.


Yes.

Check hydraulic system (See Section ‘‘J’’).

Yes.

Check hydraulic system (See Section ‘‘J’’).

No.


No.


No.


Yes.

Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between ATC3B, P30 (harness side) and ATC3A, P-16 (harness side) is 2.25 kΩ or more.

Yes.

No.

No.

No.

No.

Yes.

Return to the first step, and check again. If the result is the same as before, change T/M controller. 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.


No.

Check harness.



No.

The fault is recovered. No.


Yes.


No.


Yes.


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. The fault is recovered.

.

D24-20


6/99 D24001

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.


No.

Check whether T/M controller still detects b0F4 by MOM screen of s2231 again.

Yes.

Yes.


No.


Yes.


No.

Check harness.

No.

No.




D24001 6/99


D24-21

ATC FAULT CODE LOGIC DESCRIPTION b001: BATTERY VOLTAGE LOW

b002: SOLENOID VOLTAGE FAILURE



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 The above conditions continue for 0.2 seconds.

AND Either (a) or (b) below occurs: a. Solenoid 1 power supply is 18 volts or less b. Solenoid 2 power supply is 18 volts or less AND

ATC Operation When Fault is Detected:

The above conditions remain for 0.5 seconds.

• Transmission is shifted to NEUTRAL

ATC Operation When Fault is Detected: • Transmission is shifted to NEUTRAL

Fault Recovery Logic: 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.

D24-22


6/99 D24001

b003: NEUTRAL SAFETY ON

b006: TRANSMISSION CUT RELAY FAILURE



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.

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 will be recovered if the range selector is placed in ‘‘N’’ position.

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.

b005: CLUTCH ENGAGED DOUBLE

The following conditions must exist during restarting for recovery from the fault:

Fault Detecting Logic: Two or more fill signals received from LOW, MIDDLE, or HIGH clutch, and condition remains for 0.5 seconds. OR Two or more fill signals received from 1st, 2nd, 3rd, or REV clutch and condition remains for 0.5 seconds.

Protection circuit does not detect a short circuit and condition exists for 0.5 seconds. AND Protection circuit does not detect an open circuit and condition exists for 0.5 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.

D24001 6/99


D24-23

b007 BATTERY VOLTAGE LOW (12V)

b011: TRANSMISSION INPUT SPEED SIGNAL LOST



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 holds current range position.

• Transmission is shifted to NEUTRAL

• 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. 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.

D24-24

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. ‘‘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.


6/99 D24001

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: 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. ‘‘Limp Home’’ Procedure:

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: 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.

D24001 6/99


D24-25

b015: LEVER SIGNAL FAILURE A

b017: ACCEL SENSOR FAILURE



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: 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.

D24-26


6/99 D24001

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 b023: L CLUTCH FAILURE

Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected:


• Transmission shifts to NEUTRAL

L clutch command ON, L clutch in sliding, L fill signal is ON

‘‘Limp Home’’ Procedure: After stopping the truck, set (REV, LOW) by shifting the range selector from N to R OR

AND Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected:

After stopping the truck, set (1st, MID) by shifting the lever from N to D, 5, 4, 3 or L.

• Transmission shifts to NEUTRAL ‘‘Limp Home’’ Procedure:

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.

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:

b022: H CLUTCH FAILURE


Fault Detecting Logic: H clutch command ON, H clutch in sliding, H fill signal is ON 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 OR After stopping the truck, set (1st, MID) by shifting the lever from N to D, 5, 4, 3 or L.

D24001 6/99


D24-27

b024: 1st CLUTCH FAILURE

After limp home switch is turned ON, set (1st, MID) by shifting the lever from N to D, 5, 4, 3 or L.

Fault Detecting Logic: 1st clutch command ON, 1st clutch in sliding, OR transmission output speed sensor failure, and 1st fill signal is ON AND


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 Recovery Logic:

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. 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

b025: 2nd CLUTCH FAILURE

OR After limp home switch is turned ON, set (1st, MID) by shifting the lever from N to D, 5, 4, 3 or L.

Fault Detecting Logic: 2nd clutch command ON, 2nd clutch in sliding, or transmission output speed sensor failure and 2nd fill signal is ON 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

D24-28


6/99 D24001

b028: R CLUTCH FAILURE

b031: LOCKUP CLUTCH ECMV FAILURE I



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

AND Conditions exist for 0.8 seconds.

Conditions exist for 0.5 seconds. ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:

• Transmission shifts to NEUTRAL.


‘‘Limp Home’’ Procedure: ‘‘Limp Home’’ Procedure: Cannot shift to REVERSE

After stopping the truck, 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.





Fill signal = OFF and remains off for 0.5 seconds.

b032: H CLUTCH ECMV FAILURE I b029: M CLUTCH FAILURE

Fault Detecting Logic: H clutch command = 0, H fill signal ON

Fault Detecting Logic

AND

M clutch command ON, M clutch in sliding, R fill signal is ON 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, HIGH) by shifting the lever from N to D, 5, 4, 3, or L .

‘‘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.

Fault Recovery Logic: Fill signal = OFF and remains off for 0.5 seconds.


D24001 6/99


D24-29

b033: L CLUTCH ECMV FAILURE I

b035: 2nd CLUTCH ECMV FAILURE I



L clutch command = 0, L fill signal ON

2nd clutch command = 0, 2nd fill signal ON

AND

AND

Conditions exist for 0.8 seconds.








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


AND

1st clutch command = 0, 1st fill signal ON


AND ATC Operation When Fault is Detected:



ATC Operation When Fault is Detected: ‘‘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 .



D24-30


6/99 D24001

b038: R CLUTCH ECMV FAILURE I

b041: LOCKUP CLUTCH ECMV FAILURE II



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: ATC Operation When Fault is Detected:



‘‘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


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



H clutch command ON, H clutch in sliding, H fill signal OFF


AND


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

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

Fill signal = OFF and remains off for 0.5 seconds.

D24001 6/99



D24-31




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.

b043: L CLUTCH ECMV FAILURE II




L clutch command ON, L clutch in sliding, L fill signal OFF AND Conditions exist for 0.8 seconds.

b045: 2nd CLUTCH ECMV FAILURE II

ATC Operation When Fault is Detected: Fault Detecting Logic:


2nd clutch command ON, 2nd clutch in sliding, 2nd fill signal OFF

‘‘Limp Home’’ Procedure: After stopping the truck, set (REV, MID) by shifting the range selector from N to R

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.

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.

b044: 1st CLUTCH ECMV FAILURE II




1st clutch command ON, 1st clutch in sliding, 1st fill signal OFF AND Conditions exist for 0.8 seconds. ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL.

D24-32


6/99 D24001

b046: 3rd CLUTCH ECMV FAILURE II

b049: M CLUTCH ECMV FAILURE II



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






Transmission shifts to NEUTRAL.





OR

OR


After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3 or L.





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.

D24001 6/99


D24-33

b051: LOCKUP CLUTCH ECMV FAILURE III

After stopping the truck, set (1st, HIGH) by shifting the range selector from N to R



Lockup clutch command ON, lockup clutch not in sliding, lockup fill signal OFF

H clutch command ON, H clutch not in sliding, H fill signal ON

AND

AND


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:

b053: L CLUTCH ECMV FAILURE III Fault Detecting Logic:


L clutch command ON, L clutch not in sliding, L fill signal OFF

OR

AND



Fault Recovery Logic: Lockup clutch command ON, lockup clutch not in sliding, lockup fill signal ON

• Hold current shift range. • Hold NEUTRAL when range selector is placed in N.

AND ‘‘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.

b052: H CLUTCH ECMV FAILURE III


Fault Detecting Logic: H clutch command ON, H clutch not in sliding, H fill signal OFF AND

L clutch command ON, L clutch not in sliding, L fill signal ON AND 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: Cannot shift to REVERSE

D24-34


6/99 D24001

b054: 1st CLUTCH ECMV FAILURE III

b055: 2nd CLUTCH ECMV FAILURE III



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





• Hold current shift range.


• Hold NEUTRAL when range selector is placed in N.




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

Conditions remain for 0.5 seconds.

AND



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

D24001 6/99


D24-35

After stopping the truck, set (3rd, LOW) by shifting the range selector from N to D, 5, 4, 3 or L.

b059: M CLUTCH ECMV FAILURE III



3rd clutch command ON, 3rd clutch not in sliding, 3rd fill signal ON

M clutch command ON, M clutch not in sliding, M fill signal OFF

AND

AND




ATC Operation When Fault is Detected: • Hold current shift range. • Hold NEUTRAL when range selector is placed in N.

b058: R CLUTCH ECMV FAILURE III


Fault Detecting Logic: R clutch command ON, R clutch not in sliding, R fill signal OFF AND

After stopping the truck, set (REV, MID) 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.




M clutch command ON, M clutch not in sliding, M fill signal ON


AND



‘‘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.

D24-36


6/99 D24001

b060: ENGINE SPEED SENSOR FAILURE

Torque converter inlet pressure is 0.5 kg/cm2 or more,


Torque converter outlet pressure is 0.5 Kg/cm2 or more,

OR

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

AND The above conditions exist for 10 seconds

AND The above conditions exist for 10 seconds OR Engine speed is 650 rpm or more, torque converter inlet pressure is less than 0.5 kg/cm2, torque converter outlet pressure is less than 0.5 Kg/cm2 AND

b061: TRANSMISSION INPUT SPEED SENSOR FAILURE Fault Detecting Logic:

The above conditions exist for 10 seconds

Engine speed more than 500 rpm, H/L clutch ON, speed clutch ON, lockup clutch ON


AND Transmission input speed signal out of range

• Hold current shift range. • Hold NEUTRAL when range selector is placed in N. ‘‘Limp Home’’ Procedure:

AND The above conditions exist for 0.5 seconds. ATC Operation When Fault is Detected:

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.

• Hold current shift range. • Hold NEUTRAL when range selector is placed in N. ‘‘Limp Home’’ Procedure:

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: Engine speed must be less than 100 rpm AND Torque converter inlet pressure less than 2 kg/cm2,

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.

OR Torque converter outlet pressure less than 2 Kg/cm2, AND The above conditions exist for 0.5 seconds OR the following conditions must exist: Engine speed is 650 rpm or more, AND

D24001 6/99


D24-37

b062: TRANSMISSION MIDDLE SPEED SENSOR FAILURE

b063: TRANSMISSION OUTPUT SPEED SENSOR FAILURE





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.

















D24-38


6/99 D24001

b071: LOCKUP CLUTCH SOLENOID FAILED HIGH




Protection circuit detects short to ground

Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.

OR Protection circuit detects hot short and hot short exists for 0.5 seconds. ATC Operation When Fault is Detected:

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 ‘‘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.

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

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

AND 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









AND ‘‘Limp Home’’ Procedure: After stopping the truck, set (REV, LOW) by shifting the range selector from N to R

D24001 6/99



D24-39

b074: 1st CLUTCH SOLENOID FAILED HIGH









AND ‘‘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.


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

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

AND The protection circuit does not detect a hot short for 0.5 seconds.

‘‘Limp Home’’ Procedure: After stopping the truck, set (REV, LOW) by shifting the range selector from N to R

b075: 2nd CLUTCH SOLENOID FAILED HIGH









AND ‘‘Limp Home’’ Procedure: After stopping the truck, set (REV, LOW) by shifting the range selector from N to R

D24-40



6/99 D24001

b078: REVERSE CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic: Protection circuit detects short to ground


OR

The following conditions must be present to allow recovery when truck is restarted:

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 AND


The protection circuit does not detect a hot short for 0.5 seconds

• Transmission shifts to NEUTRAL ‘‘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.

b081: TORQUE CONVERTER INLET PRESSURE SIGNAL FAILURE




Torque converter inlet pressure sensor output 0.5 volts or less, or torque converter inlet pressure sensor output 4.5 volts or more.


AND

The protection circuit does not detect a short to ground for 0.5 seconds

Either of the above conditions exist for 1 second. ATC Operation When Fault is Detected: • No change in operation

AND The protection circuit does not detect a hot short for 0.5 seconds b079: MIDDLE CLUTCH SOLENOID FAILED HIGH Fault Detecting Logic:

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


The above condition exists for 2.0 seconds.

OR Protection circuit detects hot short and hot short exists for 0.5 seconds.

The following conditions are required for recovery when the truck is restarted: Torque converter inlet pressure sensor output more than 0.5 volts, and less than 4.5 volts,

ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL

AND The above condition exists for 0.5 seconds.

‘‘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.

D24001 6/99


D24-41

b082: TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE

b083: TORQUE CONVERTER INLET PRESSURE SENSOR FAILURE



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 650 rpm or more, torque converter inlet pressure less than 0.5 Kg/cm2 and torque converter outlet pressure is 0.5 Kg/cm2 or more,

AND

AND

Either of the above conditions exist for 1 second.

The above conditions exist for 10 seconds OR


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,

• No change in operation Fault Recovery Logic: The following conditions are required for recovery during operation: Torque converter outlet pressure sensor output more than 0.5 volts, and less than 4.5 volts, AND

AND The above conditions exist for 10 seconds ATC Operation When Fault is Detected: • No change in operation



The following conditions are required for recovery when the truck is restarted:

Conditions required for recovery during operation:

Torque converter outlet pressure sensor output more than 0.5 volts, and less than 4.5 volts, AND

Engine speed is 650 rpm or more, torque converter inlet pressure is 0.5 Kg/cm2 or more, AND The above conditions exist for 2 seconds


OR Engine speed is less than 100 rpm, torque converter inlet pressure is less than 2 Kg/cm2, AND The above conditions exist for 2 seconds The following conditions are required for recovery when the truck is restarted: Engine speed is 650 rpm or more, torque converter inlet pressure is 0.5 Kg/cm2 or more, AND The above conditions exist for 0.5 seconds OR Engine speed is less than 100 rpm, torque converter inlet pressure is less than 2 Kg/cm2, AND The above conditions exist for 0.5 seconds

D24-42


6/99 D24001

b084: TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE

b091: LOCKUP CLUTCH SOLENOID FAILED LOW Fault Detecting Logic:

Fault Detecting Logic: Engine speed is 650 rpm or more, torque converter inlet pressure 0.5 Kg/cm2 or more, and torque converter outlet pressure less than 0.5 Kg/cm2,

Solenoid output ON and protection circuit detects a disconnection, AND The conditions exist for 0.5 seconds

AND The above conditions exist for 10 seconds

ATC Operation When Fault is Detected: • No change in operation

OR 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

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.

Fault Recovery Logic: Conditions required for recovery during operation: Engine speed is 650 rpm or more, torque converter outlet pressure is 0.5 Kg/cm2 or more, AND

b092: H CLUTCH SOLENOID FAILED LOW Fault Detecting Logic:


Solenoid output ON and protection circuit detects a disconnection,

OR Engine speed is less than 100 rpm, torque converter outlet pressure is less than 2 Kg/cm2, AND

AND The conditions exist for 0.5 seconds ATC Operation When Fault is Detected:

The above conditions exist for 2 seconds Conditions required for recovery when the truck is restarted: Engine speed is 650 rpm or more, torque converter outlet pressure is 0.5 Kg/cm2 or more, AND The above conditions exist for 0.5 seconds

• No change in operation Fault Recovery Logic: Conditions required for recovery during operation Protection circuit does not detect disconnection for 1.0 second.

OR


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

D24001 6/99


D24-43

b093: L CLUTCH SOLENOID FAILED LOW

b095: 2nd CLUTCH SOLENOID FAILED LOW





AND

AND

The conditions exist for 0.5 seconds




• No change in operation




Conditions required for recovery during operation


Protection circuit does not detect disconnection for 1.0 second.






b094: 1st CLUTCH SOLENOID FAILED LOW

b096: 3rd CLUTCH SOLENOID FAILED LOW





AND

AND

















D24-44


6/99 D24001

b098: R CLUTCH SOLENOID FAILED LOW

b0A1: MACHINE SELECT FAILURE Note: Fault detection only occurs at truck start-up.

Fault Detecting Logic: Solenoid output ON and protection circuit detects a disconnection, AND The conditions exist for 0.5 seconds

Fault Detecting Logic: Rotary switch setting does not agree with software for truck model, and condition exists for 0.1 seconds ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL


• Transmission Cut Relay is turned OFF





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:


Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds.



Fault Recovery Logic: 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.

D24001 6/99

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.


D24-45

b0A3: FUEL LEVEL SENSOR FAILURE

b0b1: TRANSMISSION OIL TEMPERATURE SENSOR FAILURE

Fault Detecting Logic: Input voltage 4 volts or more and key switch is not in the START position AND Conditions exist for 2 seconds.

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






Oil temperature less than 150°C (302°F) for 2 seconds.

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.

Oil temperature less than 150°C (302°F) for 0.1 seconds.

b0A4: REAR BRAKE OIL TEMPERATURE SENSOR FAILURE

b0b2: COOLANT TEMPERATURE SENSOR



Oil temperature is 150°C (302°F) or more and condition exists for 2.0 seconds.

Input resistance is greater than 170Ω and continues for 2 seconds.



• No change in operation Fault Recovery Logic:




Oil temperature less than 150°C (302°F) for 2 seconds.

Input resistance is 170Ω or less for 2 seconds.




Input resistance is 170Ω or less for 0.1 seconds.

D24-46


6/99 D24001

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


The condition exists for 0.1 seconds. 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.

b0b5: FRONT BRAKE OIL TEMPERATURE SENSOR FAILURE

ATC Operation When Fault is Detected: • Transmission shifts 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 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. ATC Operation When Fault is Detected:

b0C3: BCV FRONT SOLENOID HOT SHORT Fault Detecting Logic:


Protection circuit detects hot short and protection circuit does not detect short circuit


AND

Conditions required for recovery during operation Oil temperature less than 150°C (302°F) for 2 seconds.

Condition exists for 0.5 seconds.




• 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

D24001 6/99


D24-47

b0C4: BCV REAR SOLENOID HOT SHORT

b0C6: BCV REAR SOLENOID DISCONNECT



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













Protection circuit does not detect hot short and condition exists for 0.5 seconds

Protection circuit does not detect disconnection for 0.5 seconds

b0C7: BCV FRONT SOLENOID SHORT TO GROUND

b0C5: BCV FRONT SOLENOID DISCONNECT


Fault Detecting Logic: Protection circuit detects disconnection and protection circuit does not detect short circuit AND

Protection circuit detects short to ground. 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:


• 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

The following conditions must be present to allow recovery when truck is restarted: Protection circuit does not detect disconnection and condition exists for 0.5 seconds

D24-48


6/99 D24001

b0C8: BCV REAR SOLENOID SHORT TO GROUND

b0d2: TORQUE CONVERTER OVERHEAT



Protection circuit detects short to ground.

Temperature gauge (Electronic Display Panel) goes into red zone.


• Solenoid output 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 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


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.

b0d4: LEFT REAR BRAKE OIL TEMPERATURE OVERHEAT

ATC Operation When Fault is Detected: • No change in operation Fault Recovery Logic:




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 0.5 seconds.

D24001 6/99

ATC Operation When Fault is Detected: • No change in operation Fault Recovery Logic: Temperature gauge drops down from red zone.


D24-49

b0d5: LARGE LATERAL INCLINATION

b0d8: OVERRUN



Input signal is OPEN (High) and condition exists for 1 second.

Transmission input speed more than 2350 rpm. ATC Operation When Fault is Detected:




Fault Recovery Logic: Fault Recovery Logic:

Transmission speed must be 2000 rpm or less.

Conditions required for recovery during operation Input signal not open and condition exists for 1 second. Conditions required for recovery when the truck is restarted:

b0dA: BATTERY DIRECT VOLTAGE FAILURE

Input signal not open and condition exists for 0.1 seconds.


b0d7: BATTERY CHARGE CIRCUIT FAILURE


Power (switched) - battery direct is 5 volts or more and condition exists for 2 seconds.




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. b0db: SWITCHED VOLTAGE FAILURE



Fault Recovery Logic: Conditions required for recovery during operation Engine speed is 500 rpm or more and Input signal not open AND

Battery direct - switched power is 5 volts or more and condition exists for 2 seconds. ATC Operation When Fault is Detected: • No change in operation

Condition exists for 1 second.



Battery direct power (switched) is 4 volts or less and condition exists for 0.1 seconds.


D24-50


6/99 D24001

b0E2: LOW STEERING SYSTEM PRESSURE

b0E4: LOW STEERING PRECHARGE PRESSURE 2



Engine speed more than 700 rpm and input signal = OPEN (high)

Input signal = OPEN (high) and continues for 2 seconds.

AND


Conditions exist for 30 seconds.






Fault Recovery Logic: Engine speed more than 700 rpm and input signal is not OPEN AND



b0E3: LOW STEERING PRECHARGE PRESSURE 1

b0E6: LOW FRONT BRAKE PRECHARGE PRESSURE

Fault Detecting Logic: Input signal = OPEN (high) and continues for 2 seconds.

Fault Detecting Logic: Input signal = OPEN (high) and continues for 2 seconds.




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.

D24001 6/99

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.


D24-51

b0E7: LOW REAR BRAKE PRECHARGE PRESSURE

b0F2: FRONT BRAKE OIL TEMPERATURE OVERHEAT



Input signal = OPEN (high) and continues for 2 seconds.









Temperature gauge drops down from red zone.


b0F3: REAR BRAKE OIL TEMPERATURE RIGHT OVERHEAT Fault Detecting Logic: Temperature gauge (Electronic Display Panel) goes into red zone. ATC Operation When Fault is Detected:

b0F1: LOW FRONT BRAKE OIL PRESSURE

• No change in operation Fault Recovery Logic:

Fault Detecting Logic: Engine speed more than 700 rpm and input signal = OPEN (high) AND Conditions exist for 30 seconds.

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 Fault Recovery Logic:

Condition exists for 2 seconds.

Conditions required for recovery during operation Engine speed more than 700 rpm and input signal is not OPEN AND

ATC Operation When Fault is Detected: • No change in operation Fault Recovery Logic:



Conditions required for recovery when the truck is restarted: Input signal is not OPEN and conditions exist for 0.1 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.

D24-52


6/99 D24001

TRANSMISSION CONTROLLER HARNESS CONNECTORS

CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC2 Pin No.

Function

The Transmission Controller has 5 connectors, including two 36-pin connectors. 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.

1

Solenoid power source

DC voltage input

2

Solenoid (+), 1st clutch

Analog output

3

Solenoid (+), 3rd clutch

Analog output

4

Solenoid (+), 2nd clutch

Analog output

5

Solenoid (+), reverse clutch

Analog output

Figure 24-5 shows the location of the harness connectors on the controller housing and the pin number designation. The following tables list each connector and individual pins with the function and signal type for each circuit.

6

Reserved

Analog output

7

Analog output

8

Solenoid (+), low clutch Solenoid (+), intermediate clutch

9

Solenoid (+), high clutch

Analog output Analog output

11

Solenoid (+), lock-up clutch Reserved

12

Solenoid power source

13

Solenoid (-), 1st & 3rd clutch Sensor power source (+12V)

Analog output

Analog output

16

Solenoid (-), 2nd & reverse clutch Reserved

17

Solenoid (-), low clutch

Analog output

18

Solenoid (-), intermediate clutch

Analog output

19

Analog output

20

Solenoid (-), high clutch Solenoid (-), lock-up clutch

21

Power ground

Ground

10

14 15

FIGURE 24-5. ATC CONNECTORS

Type

Analog output

Analog output

Analog output

Analog output

CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC1 Pin No.

Function

Type

1

Reserved

Digital output

2

BCV (Front) relay

Digital output

3

Sensor power supply

Digital output

4

Reserved

Digital output

CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC4

5

Reserved

Digital output

Pin No.

6

Reserved

Digital output

1

Reserved (RS422)

Serial output

7

Power source (Battery direct)

DC voltage input

2

Reserved (RS422)

Serial input

3

Reserved (RS422)

Serial output

Ground Power source (Switched)

Ground

4

Reserved (RS422)

Serial input

DC voltage input

5

Reserved (RS485)

Serial in/output

Digital output

6

S-NET (+)

Serial in/output

Digital output

7

Reserved (RS422)

Serial output

Digital output

8

Reserved

Digital input

Digital output

9

Reserved (RS422)

Serial input

Digital output

Ground

Ground

15

Reserved Transmission solenoid cut relay

10 11

Reserved (RS422)

Serial in/output

12

S-NET (+)

Serial in/output

16

Ground

Ground

17

Power source (Switched)

DC voltage input

8 9 10 11 12 13 14

Reserved BCV (Rear) relay Reserved Reserved

D24001 6/99

Digital output


Function

Type

D24-53

CONTROLLER HARNESS CIRCUITS CONNECTOR ATC3A Pin No.

Function

Type

1

Connector check

Digital input

2

Transmission input speed (+)

Pulse input

3

Transmission output speed (+)

4

CONTROLLER HARNESS CONNECTOR CIRCUITS CONNECTOR ATC5A Pin No.

Function

Type

1

Connector check

Digital input

Pulse input

2

Rear brake

Digital input

Shift wait

PWM input

3

Body float

Digital input

5

Throttle modification

Pulse output

4

Body seating

Digital input

6

Pot. power source Torque converter input pressure (+)

Analog output

5

Lateral inclination

Digital input

6

Transmission filter restriction

Digital input

Torque converter output pressure (+) Transmission oil level

7

Digital input

Analog input

Rear brake accumulator precharge pressure

8

Digital input

10

Limp home switch

Analog input

Reserved Front brake accumulator precharge pressure

11

Brake reserved pressure

Digital input

10

Fill signal, low clutch

Digital input

12

Transmission intermed. shaft speed (+)

Pulse input

11

Fill signal, intermediate clutch

Digital input

12

Fill signal, high clutch

Digital input

13

Engine speed (+)

Pulse input

Fill signal, 1st clutch

Digital input

14

Ground

Ground

13 14

Fill signal, 2nd clutch

Digital input

15

PWM output Ground

15

Fill signal, 3rd clutch

Digital input

16

Brake command Ground

16

Fill signal, reverse clutch

Digital input

17

Torque converter input pressure (-)

Analog input

17

Fill signal, lock-up clutch

Digital input

18

Key switch ‘‘C’’ terminal

Digital input

19

F1 start switch

Digital input

Analog input

20

Highest gear select switch 1 CONNECTOR ATC5B

Digital input

Analog input

21

Highest gear select switch 2

Digital input

22

Shift lever position R

Digital input

7 8 9

18 19 20

Torque converter output pressure (-) Steering accumulator precharge pressure 1 Steering accumulator precharge pressure 2

Analog input

Analog input

Analog input

CONNECTOR ATC3B

9

Digital input

21

Alternator ‘‘R’’ terminal

Analog input

23

Shift lever position N

Digital input

22

Reserved

Analog input

24

Shift lever position D

Digital input

23

Transmission lube oil temperature

Analog input

25 26

Shift lever position 5

Digital input


Digital input

24

Fuel level

Analog input

27


Digital input

25

Coolant temperature Retarder cooling oil temperature (left)

Analog input

28

Shift lever position L

Digital input

Analog input

29

Shift limit switch

Digital input

Torque converter oil temperature Retarder cooling oil temperature (right)

30

Machine select 1

Digital input

Analog input

31

Machine select 2

Digital input

32

Machine select 3

Digital input

33

ECMV oil temperature Front brake cooling oil temperature

Analog input

34

Machine select 4 Parking brake

Digital input Digital input

Analog input

35

Reserved

Digital input

36

Steering system pressure

Digital input

26 27 28 29 30

Analog input

31

Throttle pedal

Analog input

32

Reserved

Analog input

33

Reserved

Analog input

34

Reserved

Analog input

35

Reserved

Analog input

36

Reserved

Analog input

D24-54


6/99 D24001

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 530M truck equipped with 33.00 R51 tires, to position 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

D25-2

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


6/99 D25001

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.

> Lit when right turn signal is activated.

4. Coolant Temperature Gauge: > 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).

5. Torque Converter Oil Temperature Monitor > When temperature exceeds 120°C, lamp flashes, Central Warning Lamp flashes, and buzzer sounds intermittently.

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.))

13. Tachometer > 25 segment display indicates 0 - 2350 rpm engine speed. Each segment represents 100 rpm.

6. Torque Converter Oil Temperature Gauge

14. Lock-up Pilot Lamp

> 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).

> Lit when lockup is activated.

7. Retarder Oil Temperature Monitor

> Lit when shift limiter switch is activated.

> When temperature exceeds 120°C, lamp flashes, Central Warning Lamp flashes, and buzzer sounds intermittently.

16. Shift Indicator

8. Retarder (Brake Cooling) Oil Temperature Gauge

15. Shift Limiter Pilot Lamp

> Display lights to correspond to position of range selector lever.

17. Transmission Shift Position Pilot Lamp

> 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).

> Digital display indicates actual range transmission is currently operating in.

9. Left Turn Signal Pilot Lamp

18. Engine Controller Monitor

> Lit when left turn signal is activated.

> Flashes if a problem occurs in any engine control system. Also, Central Warning Lamp and buzzer actuate intermittently.

10. High Beam Pilot Lamp > Lit when headlight high beam is selected.

FIGURE 25-3. GAUGE INDICATION VALUES

D25001 6/99


D25-3

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 (OPTIONAL)

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

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 Centry 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.

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.

D25-4

FIGURE 25-4. L.H. CONTROL/INDICATOR PANEL 1. L.H. Panel (Pod Assy.) 2. Engine Oil Temp. 3. Engine Coolant Level 4. Low Steering Press. 5. Accumulator Pre-Charge Pressure 6. Battery Charge (Amps) 7. Check Engine 8. Parking Brake 9. Body Float 10. Trans. Oil Temp.


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

6/99 D25001

remains below the sensor level for 5 seconds or more.

4. Low Steering Press. > Illuminates when steering system pressure falls below 130 kg/cm2 (1850 psi). The Central Warning lamp flashes and buzzer sounds.

5. Accumulator Pre-Charge Pressure > Illuminates if the steering system accumulator pressure falls below 59.8 kg/cm2 (850 psi). The Central Warning lamp flashes and buzzer sounds.

12. Maintenance Monitor > 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

6. Battery Charge (Amps) > Illuminates if battery charging current is low. The Central Warning lamp flashes and buzzer sounds.

13. Transmission Oil Filters

7. Check Engine

14. Lamp Test Switch

> Illuminates if a problem occurs in the Cummins Centry system. Lamp is also used to display the Centry trouble code.

> See ‘‘ Display Self-Check Function’’

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 contro 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 if a transmission oil filter is restricted. The Central Warning lamp flashes.

15. Low Brake Pressure > Illuminates if the brake system oil pressure falls below 130 kg/cm2 (1850 psi). 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.

> Illuminates when the rear brakes are applied or the retarder lever is applied.

D25001 6/99


D25-5

20. Central Warning Lamp (Red convex lens)

Display Self-Check Function

> 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:

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.

Coolant Temperature Monitor; Torque Converter Oil Temperature Monitor; Retarder Oil Temperature Monitor; Coolant Level Monitor; Engine Oil Pressure Monitor; High Engine Oil Temperature; High Engine Blowby Pressure; Transmission Oil Filter Monitor; 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 : 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.

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.

D25-6

If the key switch is turned to the START position before this 3 seconds passes, all will display correctly except the gauges.

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 Centry 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 CENTRY FUEL SYSTEM DIAGNOSTICS, Section ‘‘N’’ for fault code information.)


6/99 D25001

Action Code Display The Electronic Display Panel shows the action code of any faults (cautions) communicated through S-NET 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

1

04

Stop safely/shut off engine

Description

2

06

Start engine/keep low idle

3

05

Wait with engine low idle

4

07

Keep body seated

5

03

Reduce engine/machine speed

6

02

7

01

Go to shop right now Go to shop after work

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 when the mode change switch 1 and 2 are pressed for more than 0.5 second at the same time. At that time, the same or next priority action code will be displayed automatically if there are other active faults.

D25001 6/99


D25-7

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. 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.

Step Connector No. No.

Pin No.

Function

Connector No.

Pin No.

A-1

1

Vb (20V)

P11

1

P04

1

A-2

2

LCD Tx

P10

3

A-3

3

LCD Tx

P04

4

A-4

4

SCK

P10

4

P04

5

LCD LOAD

P10

5

P04

6

LCD COM

P10

6

P04

7

P10

7

P04

8

P12

4

P10

8

P11

2

P08

16

P05

12

P12

2

A-5

5 P02

A-6


6

A-7

7

A-8

8

A-9

Harness Circuit Tests

A-10

GND

1

P/S DATA

P04

3

2

SHIFT/ LOAD

P04

2

P10

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

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.

D25-8


6/99 D25001

Table 2: Short Circuit to Ground Checks Verify the following circuits are isolated from chassis ground.

Step No.

Connector No.

Step No.

Connector No.

Pin No.

Function

Connector No.

C-12

2

C-13

3

C-14

P02

4

Pin No.

Function

B-1

1

Vb (20V)

C-16

6

B-2

2

LCD Tx

C-17

7

B-3

3

SCK

C-18

4

LCD LOAD

C-19

2

B-5

5

LCD LOAD

C-20

3

B-6

6

LCD COM

C-21

P02

B-4

C-15

B-7

7

RESET

B-8

1

P/S DATA

C-23

2

SHIFT/ LOAD

C-24

P10 B-9

TABLE 2.

P02

1

5

Vb (20V)

P10

C-22 P02

2

LCD Tx

6

P10

2

C-27

4 P02 P02

P3

7 P10

C-32

5 P02

C-34 P02

4

SCK

C-36

Function

C-1

Connector No.

Pin No.

P10

P05

12

C-2

1

C-3

2

C-4

3 P05

C-6

6

Power Supply (+24V)

P02

4 5

C-7

6

C-8

7

C-9

8

C-10

P10

C-11

P02 P02

5

P10

C-41 P02 P02

6

LCD COM

P10

C-44

7 1 2

P02

7

RESET

P10

C-46 C-47

1 2

C-42

C-45

6 7

LCD LOAD

C-40

C-43

1 2

C-38 C-39

6 7

C-37 Pin No.

1 2

C-33

C-35

5 6

LCD Tx

C-31

Step Connector No. No.

1

C-26

C-30

Circuits in each step below should not show continuitybetween the connector and pin on the left side of the chart and the connector and pin on the right side of the chart.

5

7

C-25

C-29

Table 3: Circuit Isolation Checks

1

4 P02

C-28

C-5

Pin No.

1 2

P10

1

P/S DATA

P10

2

1 2

TABLE 3 (Cont.)

TABLE 3.

D25001 6/99


D25-9

ELECTRONIC DISPLAY PANEL DOES NOT WORK AT ALL: 1. Disconnect P05 and turn key ON.

RH MODULE DOES NOT WORK: 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 replace the module harness.

Yes. Check the module harness circuit step B1, 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. Normal -- Replace the center module. No. Check and clean the power supply (+24V)/GND harness circuit or replace the harness.

LH MODULE DOES NOT WORK: 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. Normal -- Check the module harness B-2.

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. Abnormal -- If shorted, repair or replace the module harness. Normal -- Replace the center module.

Normal -- Replace the LH 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. Abnormal -- Repair open circuit or replace the module harness. 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.

Abnormal -- Check and repair or replace the module harness.

Between pin 1 and pin 12 is between 7 and 9V. Between pin 2 and pin 12 is between 4 and 6V. Yes.

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. No.

No.

D25-10

Disconnect pin 12 and turn key ON.


Replace the odometer module. 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. Replace the center module.

6/99 D25001

SERVICE METER DOES NOT WORK:

No.

1. Start engine. 2. Check whether voltage between alternator terminal R and chassis ground is between 20 and 30V.

3. Check whether voltage between P01 (female) pin 1 and pin 4 is between 20 and 30V. Yes. Replace the service meter.

No.

CENTRAL WARNING LAMP STAYS ON: 1. Disconnect P08 and turn key ON.

Yes. Disconnect P01 and start engine.

No.

Check and repair or replace the harness between P01, pin 1 and alternator R terminal or between P01, pin 4 and chassis ground. Check and replace the alternator.

2. Check whether Central Warning lamp lights up. 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.

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. No.

Replace the center module.

No.

Check and repair or replace the harness between P08 pin 1 and Central Warning lamp connector. 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. Yes.

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.

Yes. Replace the center module. No.

Replace the Central Warning lamp.

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.


D25001 6/99


ALARM BUZZER DOES NOT WORK: or A003: BUZZER OUTPUT FAILED:

4. Check whether Central Warning lamp lights up.

No.

Check and repair or replace Central Warning lamp assembly.

3. Check whether buzzer sounds.

Disconnect Central Warning lamp connector, connect ground side terminal of this connector to chassis ground. And turn key ON.

Yes.

Check and repair or replace the harness between +24V and Central Warning lamp connector.


Replace the alarm buzzer.

D25-11

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.

(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.

No.

Replace alarm buzzer assembly.

No.

No.


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 1. Check whether high beam pilot and turn signal pilot lamps light up normally . 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

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. 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 circuits 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 5 and ATC; ATC4, pin 10 EDP; P05, pin 5 and SSP; SSP2A, pin 9 Abnormal -- (Fault code A014 or A019) repair or replace the harness that is detected abnormal. Normal -- Replace PMC. No. Check whether speedometer and tachometer work normally. Yes. Replace the RH module.

EDP; P05, pin 4 and PMC; PMC5, pin 2

No.

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

Refer to troubleshooting: ‘‘Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally’’.

Abnormal -- (Fault code A013 or A018) repair or replace the harness that is detected abnormal. Normal -- Check whether PMC detects E0C1 or E0C3. Yes.

D25-12



6/99 D25001

NONE OF THE GAUGES WORK NORMALLY (No display given or display does not move):

Yes.

1. All gauges including fuel gauge do not work normally ? Yes. Check whether speedometer and tachometer work normally. Yes.

No.

Refer to: ‘‘Speedometer, tachometer, shift indicator and all information from T/M controller do not work normally’’.

Check and repair or replace the harness between P08, pin 3 and caution lamp connector.

No.

Disconnect caution lamp connector, and turn key ON.


Refer to: ‘‘LH, RH modules and fuel gauge do not work’’.

No.

No. All gauges excluding fuel gauge do not work normally ?

Replace the caution lamp. Check and repair or replace the harness between +24V and caution lamp connector.

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.

LOW COOLANT LEVEL 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’’. No. Disconnect caution lamp connector and P08. Turn key ON. 2. Check whether voltage between P08 (female) pin 3 and chassis ground is between 20 and 30V.

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 3 and caution lamp connector. No. No.

Check and repair or replace Central Warning lamp assembly. 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. No.

Replace the center module. 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.

D25001 6/99


D25-13

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 caution lamp lights up. Replace the center module.

No.

Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on.


No.

Yes. Check and repair or replace the harness between P08 pin 4 and caution lamp connector. No. No.


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.

Yes.

Yes.

3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground.

Check and repair or replace the harness between P08, pin 4 and caution lamp connector. Disconnect caution lamp connector, Turn key on.

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.


No.



Replace the caution lamp.


No.

Check and repair or replace the harness between +24V and caution lamp connector.

HIGH ENGINE OIL TEMP. CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on.

Yes.


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. Disconnect caution lamp connector and P08. Key switch is OFF.

D25-14


Yes.


No.


6/99 D25001

LOW ENGINE OIL PRESSURE CAUTION LAMP STAYS ON: 1. Disconnect P08. Turn key on.

No.


2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P08. Key switch is OFF.

Yes. Replace the caution lamp. No.

3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes.


No. No.



HIGH BLOWBY 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.

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’’. No.

Disconnect caution lamp connector. Turn key on.

Disconnect caution lamp connector and P08. 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 6 and caution lamp connector. No. No.





Replace the center module. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on.


D25001 6/99



D25-15

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’’.

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.


No.


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.




No.



No.

Check and repair or replace the harness between P08, pin 7 and caution lamp connector. Disconnect caution lamp connector, Turn key on.



No.


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.


3. Check whether caution lamp lights up. Yes. Replace the center module. No.



D25-16



6/99 D25001

No.

Disconnect caution lamp connector, Turn key on.



No.






No.


CHANGE T/M FILTER 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 8 and caution lamp connector. No.

Yes.


No.





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.

Yes.


No.


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. No.

D25001 6/99



D25-17

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.



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. No.





No.




No.



D25-18

Yes.


No.



6/99 D25001

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.


2. Check whether voltage between P08 (female) pin 11 and chassis ground is between 20 and 30V.

No.


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. (Fault code A001) Check and repair or replace the harness between P08, pin 11 and caution lamp connector.

Yes. Check and repair or replace the harness between P08, pin 11 and caution lamp connector.

No.

No.



No.

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. Yes.

Replace brake pressure switch or harness line for this switch signal.

No.

Turn key ON and press ‘‘lamp check switch’’; check whether caution lamp lights up.

Yes. Replace the T/M controller.

Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground.

5. Turn key on. Check whether caution lamp lights. Yes.

No.


LOW STEERING SYSTEM 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.

No. Replace the center module. No.


Check and repair or replace the harness between P08, pin 11 and caution lamp connector. Disconnect caution lamp connector. Turn key on.

6. Verify voltage between +24V side of this connector and chassis ground is between 20 and 30V.




Turn key switch OFF. Disconnect T/M controller ATC5B.

Yes. Replace the caution lamp.

D25001 6/99


D25-19

4. Check whether there is continuity between T/M controller ATC5B, pin 36 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.




No.




No.


LOW STEERING SYSTEM 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.

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.



No.


Replace the center module. Disconnect caution lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on.



No.



3. Check whether there is continuity between ground side terminal of caution lamp connector and chassis ground. Yes.





D25-20


6/99 D25001

LARGE LATERAL INCLINATION CAUTION LAMP STAYS ON: 1. Disconnect P08 Turn key on.

No.

Turn key ON and press ‘‘lamp check switch’’.

5. Check whether pilot 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. No.

Disconnect pilot lamp connector, connect ground side terminal of this connector 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 13 and caution lamp connector. No.


6. Check whether pilot lamp lights up. Yes.

Check and repair or replace the harness between P08, pin 14 and pilot lamp connector.

No.

Disconnect pilot lamp connector, Turn key on.


‘‘BODY NOT IN FLOAT’’ PILOT LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED


Replace the pilot lamp.

No.

Check and repair or replace the harness between +24V and pilot lamp connector.

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 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.



‘‘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.

Disconnect T/M controller ATC5A and key switch is OFF.

Check and repair or replace central pilot lamp assembly.


4. Verify there is no continuity between T/M controller ATC5A, pin 3 and chassis ground when body is not in float position. Yes.

D25001 6/99

Check and repair or replace body float signal switch or harness for the switch signal.


D25-21

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.



Turn key switch OFF and disconnect T/M controller ATC5A.

4. Check whether there is no continuity between T/M controller ATC5A, pin 2 and chassis ground when rear brake is applied. Yes.

Check and repair or replace rear brake switch or harness.

No.

Turn key ON, press ‘‘lamp check switch’’. Check whether pilot lamp lights up.

Yes. Replace the T/M controller. No. No.

No.

Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key ON.

D25-22

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.


No. Replace the center module. PARKING BRAKE ON/OFF 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 P05. Turn key ON.

Yes. (Fault code A001) Check and repair or replace the harness between P05, pin 7 and pilot lamp connector. No.

Check, repair or replace the harness between P08, pin 15 and lamp connector. Disconnect lamp connector, turn key ON.



2. Check whether voltage between P05 (female) pin 7 and chassis ground is between 20 and 30V.



No.



Turn key switch OFF. isconnect 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.

6/99 D25001

No.

Turn key ON and press Lamp Check Switch. Check whether pilot lamp lights up.

Yes. Replace the T/M controller. No. No.

MAINTENANCE CAUTION LAMP DOES NOT WORK: or A001: LAMP OUTPUT FAILED 1. Check whether PMC detects E0C1 or E0C3.

Replace the center module. Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on.

Yes. Refer to troubleshooting: ‘‘Derate mode, auto cruise mode, ASR mode and ABS mode pilots do not work normally’’. No.


Check and repair or replace the harness between P05, pin 7 and pilot lamp connector.

No.

Disconnect pilot lamp connector, Turn key on.






Yes.


No.


PARKING BRAKE ON/OFF PILOT LAMP STAYS ON: 1. Disconnect P05 Turn key on.

Yes.


No.




No.


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.


Yes. Check and repair or replace the harness between P05, pin 7 and pilot lamp connector. No. No.





D25001 6/99


D25-23

MAINTENANCE CAUTION LAMP STAYS ON: 1. Disconnect P05 Turn key on.

1. Disconnect P11, turn key ON.

2. Check whether caution lamp lights up. Yes. Disconnect caution lamp connector and P05. 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 P05, pin 8 and caution lamp connector. No.

LEFT TURN SIGNAL PILOT DOES NOT WORK NORMALLY (Does not light up or stays on):

Check and repair or replace lamp assembly.

2. Check whether voltage between P11 (female) pin 16 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’’.

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.

1. Disconnect P11, turn key ON. 2. Check whether voltage between P11 (female) pin 14 and chassis ground is normal as follows. When high beam is turned on, voltage is between 20 and 30V. When high beam is turned off, voltage is unsteady. Abnormal -- Check and repair or replace high beam signal switch or harness. 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. 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. When right turn signal is turned off, voltage is unsteady. Abnormal -- Check and repair or replace turn signal switch or harness. Normal -- Carry out troubleshooting ‘‘All digital input do not work normally’’.

D25-24

LAMP CHECK SWITCH DOES NOT WORK NORMALLY:

2. Check whether continuity between P11 (female) pin 3 and chassis ground is normal as follows. When Lamp Check Switch is pressed there is continuity with chassis ground. When Lamp Check Switch is not pressed there is no continuity with chassis ground. 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: 1. Disconnect P11, turn key ON. 2. Check whether continuity between P11 (female) pin 4 and chassis ground is normal as follows. When AISS switch is pressed there is continuity with chassis ground. When AISS switch is not pressed there is no continuity with chassis ground. Abnormal -- Check and repair or replace AISS switch or harness. Normal -- Refer to troubleshooting ‘‘All digital inputs do not work normally’’.


6/99 D25001

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. When unit setting is km/h there is no continuity with chassis ground. Abnormal -- Check and repair or replace this unit setting harness line. 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, A-10, 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, C-31, C32, C-36, C-37, C-40, C-41, C-43, C-44, C-45, C46 and C-47 in Table 3. 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:

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: 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 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.


No.

Check suspension controller powered ON or replace it.

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.

D25001 6/99


D25-25

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, 530M) Refer to troubleshooting fault code b0E9, for the Transmission Controller.

D25-26


6/99 D25001

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

Type

1

Charge signal

Drive power

2

Night lighting

Light power

3

Night lighting (Ground)

Ground

4

Charge signal (Ground)

Ground

5

Reserved

----


Function Vd OUT (+8V)

----

2

Odometer drive signal OUT

----

3

S-NET (+)

----

4

S-NET (+)

----

5

S-NET (GND) Power supply (+24V)

7

Parking brake ON/OFF pilot lamp drive

8

Maintenance caution lamp drive

9

Reserved

10

Reserved

11

Reserved

12

Power supply (Ground)

DC voltage input Digital output 13 Digital output 14 Digital output 15 Digital output 16 Digital output 17 Ground


Function

----

6


Type

1

Function

Type

Type

1

Central caution lamp drive

Digital output

1

Vb IN (20V)

----

2

Alarm buzzer drive

Digital output

2

LCD Tx OUT

----

3

Low coolant level caution lamp drive

3

LCD Tx IN

----

4

SCK

----

4

High engine oil temp. caution lamp drive

Digital output 0 Digital output 1

5

LCD LOAD

----

6

LCD COM

----

5

7

RESET

----

6

8

GND

----

Low engine oil press. caution lamp drive High blowby pressure caution lamp drive


7

Battery charge caution lamp drive

8

Change T/M filter caution lamp drive

9

High T/M lube oil temp. caution lamp drive

Digital output 4 Digital output 5 Digital output 6

10

Low strg. precharge press. caution lamp Low brake oil pressure caution lamp drive Low steering system press. caution lamp

Digital output 7 Digital output 8 Digital output 9

13

Lateral inclination ≥15° caution lamp drive

Digital output 10

14

Body not in FLOAT pilot lamp drive


Function

Type

11

1

Vb OUT (20V)

----

2

SHIFT/*LOAD

----

3

P/S DATA IN

----

4

LCD Tx OUT

----

5

SCK

----

6

LCD LOAD

----

7

LCD COM

----

15

Rear brake ON/OFF pilot lamp drive


8

RESET

----

16

GND

Drive ground

D25001 6/99

12


D25-27


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

----


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

14

High beam ON/OFF input

Digital input 10 Digital input

15

Turn signal (R) ON/OFF input

Digital input

16

Turn signal (L) ON/OFF input

Digital input

D25-28

-------


6/99 D25001

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.

Trucks equipped with the traction control option (ASR) require ASR re-calibration if any of the following components are repaired or replaced: • PPC Valve • Rear Brake Relay Valve • Front Brake Relay Valve • Retard Control Lever Potentiometer • Brake Pressure Transducer • RCM Controller

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.

In addition, the recalibration should be performed if a problem in the system appears to be related to the PPC valve, retarder lever, or if controller or brake cabinet wiring is removed or replaced. The recalibration procedure should also be performed as part of the normal maintenance procedures at 2000 hour intervals if none of the above repairs are required during this period. The purpose of the recalibration is to modify the output of the RCM to the PPC valve to provide an accurate brake pressure output in relation to the amount of brake pedal application requested by the operator. The recalibration procedure compensates for variations in brake system components and also calibrates the output of the retarder lever.

Recalibration Procedure The following procedure must be followed in the exact order shown in order for proper initilalization. After the key switch is turned on, the recalibration procedure must be initiated within 30 seconds. Preparation: Be certain the key switch is OFF. Place the ASR cut switch (right instrument panel pod) in the OFF position ---- the lower portion of the switch depressed, internal switch light off. Place the brake lock switch (center console) in the ON position, ---- right side of switch depressed. Be certain brake pedal is released. FIGURE 26-1. RETARD AND CONTROL MONITOR (RCM) 1. RCM Housing

D26001 6/99

Retarder lever must be at the no-apply position ---- lever in the fully upward position.

2. Harness Connectors

The emergency brake switch (lower right of instrument panel) is in the OFF position ---- knob pulled upward.

RCM Controller

D26-1

Recalibration: 1. Turn key switch ON and wait for MOM to display ‘‘OK to Start Engine’’. 2. Simultaneously, switch the ASR cut switch to the ON position and the brake lock switch to the OFF position. If done correctly, the amber brake light (left pod) should flash about 2 times per second.

5. The system will then cycle the pressure in the brakes and adapt to them. This will take several minutes to complete. After the pressure cycle, the system will return to normal operation.

3. While the light remains flashing, move the retard lever from full apply to full release 4 times. The lamp should now flash at a rate of about once per second. 4. Start the engine and allow it to idle. The controller will apply the brakes to calibrate itself to the PPC system.

DO NOT actuate any of the the brake controls. If at any time, the brake pedal is depressed or another brake command is received, the controller will abort the calibration procedure and revert to standard values for the PPC system.

D26-2

RCM Controller

6/99 D26001

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.

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 connnections or installing pressure gauges during troubleshooting procedures. (Refer to Section J for brake accumulator bleeddown instructions and brake system test port location.)

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.

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.

D26001 6/99

RCM Controller

D26-3

RCM FAULT CODE TROUBLESHOOTING Troubleshooting Suggestions for an Active Fault

J004: REAR LEFT BRAKE PRESSURE LOW

NOTE: Refer to Warning on page 1 regarding proper procedures when probing connector sockets when measuring voltage or resistance values.

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:

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 Low) active ?

Retard command (from retard lever or auto retard from PMC) is greater than 30% AND Left brake pressure signal measures less than 10.0 kg/cm2 (142 psi)

No. Attempt to recreate the conditions that generated the fault. Yes. Continue with troubleshooting items.

⇒ Is the fault J005 (Rear Right Brake Pressure Low) also active?

In addition, the following normal conditions must exist: 18 volt power supply voltage greater than 12 volts AND

No. Continue with troubleshooting items below.

Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds AND

3. Shut down the engine. Remove the harness connector to the left brake PPC valve and exchange it with the harness connector for the right brake PPC valve. (The brake PPC valves are positioned with the left valve closest to the brake cabinet door)

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.

4. Start the engine, fully apply the retard lever and wait for 60 seconds.

⇒ Is the fault J004 (Rear Left Brake Pressure

Conditions to CLEAR a Fault

Low) still active?

The following conditions must be present for 5 seconds before a fault will clear.

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.

Left brake pressure signal measures greater than 11.0 kg/cm2 (156 psi) AND No brakes applied except retarder and park brake. (i.e. brake lock, brake pedal, emergency brake and auto apply released) AND

No.

⇒ Is the fault J005 (Rear Right Brake Pres-

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)

D26-4

RCM Controller

sure 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.

6/99 D26001

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. 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.

9. Install a calibrated, 210 kg/cm2 (3000 psi) pressure gauge to measure the brake accumulator system pressure. Normal system pressure is 190 kg/cm2 (2700 psi). 10. Start the engine.

⇒ Is the measured pressure below 176 kg/cm2 (2500 psi)?

No. This indicates that the fault is not a result of low brake system pressure. Continue with troubleshooting items below. Yes. The fault may be a result of low system pressure. 11. Using a calibrated 210 kg/cm2 (3000 psi) 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 real-time data display for the RCM correspond within 21.1 kg/cm2 (300 psi)? 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 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.

⇒ Is the resistance less than 0.3 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.

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RCM Controller

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 10.0 kg/cm2 (142 psi) 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.

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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:

Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 1 regarding proper procedures when probing connector sockets when measuring voltage or resistance values. 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% AND

No. Attempt to recreate the conditions that generated the fault.

Right brake pressure signal measures less than 10.0 kg/cm2 (142 psi)

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 AND 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) AND J020 (Right PPC Electrical Fault) NOT active

No.

Yes. Skip to step 9. 3. Shut down the engine. Remove the harness connector to the right brake PPC valve and exchange it with the harness connector for the left brake PPC valve. (The brake PPC valves are positioned with the left valve closest to the brake cabinet door) 4. Start the engine, fully apply retarder lever and wait for 60 seconds.

⇒ Is the fault J005 (Rear Right Brake Pres-


sure 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.

Right brake pressure signal measures greater than 11.0 kg/cm2 (156 psi) AND No brakes applied besides retarder. (i.e. brake lock, brake pedal, emergency brake or auto apply released.) AND

No.

⇒ Is the fault J004 (Rear Left Brake Pres-

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)

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Continue troubleshooting items below.

RCM Controller

sure 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.

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Yes. The fault is affected by the wiring connections between the RCM and PPC valve. Check the wiring connection. See Step12 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. 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) 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.

9. Install a calibrated 210 kg/cm2 (3000) psi pressure gauge to measure the brake accumulator system pressure. Normal system pressure is 190 kg/cm2 (2700 psi). 10. Start the engine.

⇒ Is the measured pressure below 176 kg/cm2 (2500 psi)?

No. This indicates that the fault is not a result of low brake system pressure. Continue with troubleshooting items below. Yes. The fault may be a result of low system pressure. 11. Using a calibrated 210 kg/cm2 (3000 psi) 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 real-time data display for the RCM correspond within 21.1 kg/cm2 (300 psi)? 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.

⇒ Is the resistance less than 0.3 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.

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 10.0 kg/cm2 (142 psi) 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.

8. Shut down the engine. Return the harness connectors to their original positions.

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RCM Controller

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Troubleshooting Suggestions for an Active Fault

J006: REAR LEFT BRAKE PRESSURE HIGH Description Measured brake pressure is above 169.0 kg/cm2 (2400 psi). Conditions to Generate an ACTIVE Fault The following condition must be present for 2 seconds to trigger a fault:


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 169.0 kg/cm2 (2400 psi)

No. Continue with troubleshooting items below. Yes. Skip to step 3.

In addition, the following normal conditions must exist: Left brake pressure sensor input in valid range (Between 2 mA and 22 mA) AND

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

⇒ Does the fault J006 (Rear Left Brake Pres-

Brake low accumulator pressure switch closed [greater than 130 kg/cm2 (1850 psi)] for 15 seconds OR

sure 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 148 kg/cm2 (2100 psi) 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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3. Using a calibrated 210 kg/cm2 (3000 psi) gauge, measure the left brake pressure in the brake cabinet while maintaining the condition in step 1 or 2 that generated the fault.

⇒ Is the measured brake pressure greater

5. Start the engine and recreate the conditions that caused the fault in step 1 or 2 above. Wait 60 seconds.

⇒ Is the fault J006 (Rear Left Brake Pressure High) active?

than 169 kg/cm2 (2400 psi)?

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. 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)

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

D26-9

J007: REAR RIGHT BRAKE PRESSURE HIGH Description Measured brake pressure is above 169 kg/cm2 (2400 psi). Conditions to Generate an ACTIVE Fault The following condition must be present for 2 seconds to trigger a fault:

Troubleshooting Suggestions for an Active Fault NOTE: Refer to Warning on page 1 regarding proper procedures when probing connector sockets when measuring voltage or resistance values.

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 169 kg/cm2 (2400 psi)

No. Continue with troubleshooting items below. Yes. Skip to step 3.

In addition, the following normal conditions must exist: Right brake pressure sensor input in valid range (Between 2 mA and 22 mA) AND

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.


⇒ Does the fault J007 (Rear Right Brake Pres-


sure 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 148 kg/cm2 (2100 psi) 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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3. Using a calibrated 3000 psi 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 fault J007 (Rear Right Brake Pressure High) active?

than 169 kg/cm2 (2400 psi)?

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. 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)

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

D26-11

J009: REAR LEFT PRESSURE PRESENT AND NO COMMAND


Description

Left brake pressure sensor input in valid range (Between 2 mA and 22 mA) 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: Left brake pressure signal measures greater than 8.9 kg/cm2 (127 psi) AND The brake pedal, brake lock, auto apply, and emergency brake inputs indicate no brake command AND Retard command (from retard lever or auto retard from PMC) is less than 3%

Possible Causes • Failed left brake PPC valve. • Failed brake treadle valve. • Improper brake pedal sensor adjustment

Troubleshooting suggestions for an Active Fault NOTE: Refer to Warning on page 1 regarding proper procedures when probing connector sockets when measuring voltage or resistance values.

In addition, the following normal conditions must exist: Left brake pressure sensor input in valid range (Between 2 mA and 22 mA) 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 130 kg/cm2 (1850 psi)] for 15 seconds OR

1. Start the engine, ensure that all brakes (except park brake) are not applied, and wait for 60 seconds.

⇒ 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.

⇒ Is the left-hand brake pressure reported on

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 7.0 kg/cm2 (99 psi) AND Retard command (from retard lever or auto retard from PMC) is less than 3%

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RCM Controller

the MOM real-time data display for the RCM greater than 8.9 kg/cm2 (127 psi)? 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 7.0 kg/cm2 (99 psi), 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.

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⇒ Is J049 (Rear Right Pressure Present and No. Continue with troubleshooting items below.

4. Shut down the engine. Return the connectors to their original positions. In the hydraulic cabinet, install a calibrated 210kg/cm2 (3000 psi) pressure gauge to measure the left brake pressure.

Yes. Continue with step 4 below.

5. Start the engine.

No Command) active also?

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.


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.

than 8.9 kg/cm2 (127 psi)?

No. If the MOM display still reports brake pressure greater than 8.9 kg/cm2 (127 psi), 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

D26-13

J010: REAR LEFT PRESSURE SENSOR FAULT Description


An invalid value has been read from the left brake pressure sensor. 1. Start the engine and wait for 60 seconds. Conditions to Generate an ACTIVE Fault

⇒ Is the fault J010 (Rear Left Pressure Sensor

The following condition must be present for 3 seconds to trigger a fault:

Fault) active? No. Attempt to recreate the conditions that generated the 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 J011 (Rear Right Pressure Sen-

Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [pressure greater than 130 kg/cm2 (1850 psi)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)

sor Fault) active also? No.

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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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

D26-15

⇒ Is the fault J010 (Rear Left Pressure Sensor

J011: REAR RIGHT PRESSURE SENSOR FAULT

Fault) active also? No. Continue with troubleshooting items below.

Description

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.

An invalid value has been read from the right brake pressure sensor. 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 AND

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.

⇒ Is the fault J011 (Rear Right Pressure Sensor Fault) 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.

Brake low accumulator pressure switch closed [pressure greater than 130 kg/cm2 (1850 psi)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)

No.

Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear:

⇒ Is the fault J010 (Rear Left Pressure Sen-

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.

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RCM Controller

sor 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 Description

2. Move the retard lever to the position of approximately 40% of full travel. Wait 30 seconds.

A invalid value has been read from the retard lever position sensor.

⇒ Is the fault J012 (Retard Lever Sensor Fault) still active? 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?

Possible Causes • Un-calibrated retard lever. • Faulty retard lever. • Failure in wiring connection from retard lever to the RCM. Troubleshooting Suggestions for an Active Fault

No. Replace the retard lever. Yes. Continue with troubleshooting items below. 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?


1. With the key on, place the retard lever in the full up (no retard) position. Wait 30 seconds.

⇒ Is the fault J012 (Retard Lever Sensor

No. Replace the retard lever. 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 measured resistance between 2200

Fault) active?

ohms and 3300 ohms?

No. Place the retard lever in the full down (100% retard) position.

No. Replace the retard lever.

⇒ Does the fault J012 become active? Yes. Continue with trouble shooting items below. No.

D26001 6/99

Yes. The retard lever appears to be functioning properly. If the fault persists, replace the RCM.

Attempt to recreate the conditions that generated the fault.

RCM Controller

D26-17


J013: AUTO RETARD SIGNAL FAULT


Description 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.

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 following condition must be present for 15 seconds before a fault will clear:

No. 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.

The pulse width modulated (PWM) auto retard signal from the PMC is in the valid range of 5% to 95% duty cycle.

Possible Causes • Poor ground between the RCM and PMC. • Faulty wiring connection between RCM and 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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J014: RS-422 LINK TO PMC FAULT Description The RS-422 serial communications link between the RCM and PMC has failed. Conditions to Generate an ACTIVE Fault 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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Possible Causes • 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.) • Noise on the serial communications lines. • Faulty wiring connection. 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

D26-19

J015: BRAKE LIGHT FAULT: Open Circuit or FET Short

⇒ Did the fault J015 become active? No. Attempt to recreate the conditions that generated the fault.

Description The brake light circuit has detected either an open circuit or internal (within the RCM unit) FET short condition.

Yes. Continue with troubleshooting items below. 3. Apply and release the brake pedal several times.

⇒ 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?)

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) AND

No. Continue with troubleshooting items below. 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.

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:

⇒ Are the brake lights ALWAYS on, even if no brake is being applied?

All non-retard brake inputs to RCM are OFF (Not active) 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.

⇒ Are the brake lights always OFF, even when brakes are applied?

Possible Causes • The brake light relay coil has an open circuit. • The wiring connection to the relay has an open circuit.

No. 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.

Troubleshooting Suggestions

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.

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⇒ Is the fault J018 (Left PPC Electrical Fault)

J018: LEFT PPC ELECTRICAL FAULT

active? 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.

⇒ Is the measured resistance greater than Possible Causes • Open circuit in wiring connection from the RCM to the brake PPC valve. • Faulty brake PPC valve.


3000 ohms? No. Continue with troubleshooting items below. Yes. Replace the left brake PPC valve. 4. With the key OFF, check the wiring connection from the left brake PPC valve to the RCM. Verify continuity in the following circuits: a. RCM output to the left brake PPC valve. b. Return circuit from left brake PPC valve to the RCM. c. RCM ground lines. 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

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J020: RIGHT PPC ELECTRICAL FAULT

2. Remove the right brake PPC valve harness connector. Wait for 30 seconds.

Description

⇒ Is the fault J020 (Right PPC Electrical Fault) active?

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. 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.

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 • Open circuit in wiring connection from the RCM to the brake PPC valve. • Faulty brake PPC valve.

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.

⇒ Is the measured resistance greater than 3000 ohms? No. Continue with troubleshooting items below. Yes. Replace the right brake PPC valve.


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. c. RCM ground lines.

⇒ Is the fault J020 (Right PPC Electrical Fault)

5. If the fault persists, replace the RCM.


active? No. Continue with troubleshooting items below. Yes. Skip to step 3.

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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.

1. Note the location and conditions under which the fault occurs. EMI (electromagnetic interference) can be generated by external devices such as 2way 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.

⇒ Is the measured resistance less than .3


ohm? (i.e. Is the circuit grounded?)

This fault will clear when the RCM detects that the last RCM reset was NOT caused by the onboard hardware reset circuitry.

Yes. If the fault persists, and cannot be associated with a particular EMI event, replace the RCM.

Possible Causes • External electrical noise. • Faulty RCM.

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No. Check the wiring connection from the RCM to the grounding point.

RCM Controller

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J030: FRONT LEFT WHEEL SPEED SENSOR FAULT

J029: BATTERY VOLTAGE ABNORMAL Description The truck battery voltage input to the RCM is low.

Description 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

The following condition must be present for 15 seconds before a fault will clear: Battery voltage input to RCM greater than 19 volts.

The three other wheel speeds greater than 126 rpm (4 mph). In addition, the following normal conditions must exist: No brake or retard input AND

Possible Causes • Faulty wiring connection from battery to RCM. • Faulty truck battery.

18 volt power supply voltage (generated internally by RCM) greater than 12 volts AND

Troubleshooting suggestions for an Active Fault 1. Turn the key switch ON and wait for 30 seconds.


⇒ Is the fault J029 (Battery Voltage Abnormal) active?


No. Attempt to recreate the conditions that generated the fault. Yes. Continue troubleshooting items below. 2. Measure the battery voltage (at the battery, in the battery box on the deck) using a voltmeter.

Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)

⇒ Is the measured voltage less than 18 volts? No. Continue with troubleshooting items below.


Yes. The battery requires service or charging.

The following conditions must be present for 15 seconds before a fault will clear:

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.

Front left wheel speed greater than 126 rpm (4 mph) AND 2 of the 3 other wheel speeds greater than 126 rpm (4 mph)

⇒ Is the measured voltage less than 18 volts? No. Replace the RCM.

In addition, the following normal conditions must exist: No brake or retard input. AND

Yes. Check the wiring connection from the RCM to the battery.

18 volt power supply voltage (generated internally by RCM) greater than 12 volts.

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AND Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR

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.)

Brake low accumulator pressure switch closed [greater than 130 kg/cm2 (1850 psi)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)

No. Adjust the sensor position. Yes. Continue with troubleshooting items below. 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 Possible Causes • Failed wheel speed sensor. • Faulty wiring connection from the wheel speed sensor to the RCM.


1. Drive the truck greater than 4 mph for 30 seconds.

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 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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J031: FRONT RIGHT WHEEL SPEED SENSOR FAULT

Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear:

The front right wheel speed sensor reported speed of 0 mph while the truck was moving.

Front right wheel speed greater than 126 rpm (4 mph) AND

Conditions to Generate an ACTIVE Fault

2 of the 3 other wheel speeds greater than 126 rpm (4 mph)

Description



Front right wheel speed = 0 mph. AND The three other wheel speeds greater than 126 rpm (4 mph).




No brake or retard input. AND




Alternator R-Terminal signal at 24 volts (engine running) for at least 30 seconds OR Brake low accumulator pressure switch closed [greater than 130 kg/cm2 (1850 psi)] 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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Possible Causes • Failed wheel speed sensor. • Faulty wiring connection from the wheel speed sensor to the RCM.

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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?


⇒ 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.

⇒ Is the wiring connection ok?

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.

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

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J032: REAR LEFT WHEEL SPEED SENSOR FAULT

The following conditions must be present for 15 seconds before a fault will clear: Rear left wheel speed greater than 126 rpm (4 mph) AND

Description The rear left wheel speed sensor reported speed of 0 mph while the truck was moving.

2 of the 3 other wheel speeds greater than 126 rpm (4 mph) Conditions to Generate an ACTIVE Fault



No brake or retard input. AND

Rear left wheel speed = 0 mph. AND


The three other wheel speeds greater than 126 rpm (4 mph).







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Possible Cause • Failed wheel speed sensor. • Faulty wiring connection from the wheel speed sensor to the RCM.

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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.)


No. Adjust the sensor position.

⇒ Is the fault J032 (Rear Left Wheel Speed


Sensor Fault) active? No. Attempt to recreate the conditions that generated the fault. 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.

⇒ Is the fault J032 (Rear Left Wheel Speed

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

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.

D26-29

J033: REAR 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: Rear right wheel speed greater than 126 rpm (4 mph) AND

The rear right wheel speed sensor reported speed of 0 mph while the truck was moving.

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:


Rear right wheel speed = 0 mph. AND


The three other wheel speeds greater than 126 rpm (4 mph).







D26-30

Possible Causes • Failed wheel speed sensor. • Faulty wiring connection from the wheel speed sensor to the RCM.

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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?


⇒ 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.

⇒ Is the wiring connection ok?

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.

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

D26-31


J034: AUTO APPLY


Description The brake system has entered the auto apply state. This indicates that a brake accumulator has fallen below 1650 psi, causing the brakes to automatically be applied with the remaining accumulator pressure.


⇒ 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 210 kg/cm2 (3000 psi) gauge, measure the brake accumulator pressure.

⇒ Is the measured pressure less than 116

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 130 kg/cm2 (1850 psi)] for 15 seconds OR

kg/cm2 (1650 psi)?

No

Check the wiring connection from the auto apply switch to the RCM. Using an ohmmeter, 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.

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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. 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 right brake pressure sensor. Replace the wiring.

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:

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?

18 volt power supply voltage (generated internally by RCM) greater than 13 volts.

Possible Causes • 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 1. Turn the key switch OFF. Wait 30 seconds. Turn the key switch ON and wait 30 seconds.

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. 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 resistance less than 10 ohms in either case?

⇒ Is the fault J035 (Loss of 18 Volt Power Sup-

No. This circuit is not shorted. Continue with troubleshooting items below.

ply) active?

Yes. There is a short circuit in the wiring connection from the RCM to the front left wheel speed sensor. Replace the wiring.

No. Attempt to recreate the situation that generated the fault. Yes. Continue with troubleshooting items below.

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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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⇒ 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. 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).

Yes. Failed sensor. Replace right brake pressure sensor. No. Continue with troubleshooting items below. 12. Turn off the key switch. Reconnect front left wheel speed sensor. Turn on the key switch. Wait for 30 seconds.

⇒ Is fault J035 (Loss of 18 Volt Power Supply)


still active?

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.


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.



Yes. There is a short circuit in the wiring connection from the RCM to the rear right wheel speed sensor. Replace the wiring.

14. Turn off the key switch. Reconnect rear left wheel speed sensor. Turn on the key switch. Wait for 30 seconds.

No. 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.


⇒ Is J035 active? 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.

15. Turn off the key switch. Reconnect rear right wheel speed sensor. Turn on the key switch. Wait for 30 seconds.

⇒ Is fault J035 (Loss of 18 Volt Power Supply)

⇒ Is fault J035 (Loss of 18 Volt Power Supply) still active? Yes. Failed sensor. Replace the left brake pressure sensor.

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.


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J037: BRAKE LIGHT FAULT: Short Circuit or Overload Description The brake light output has detected an overload or short circuit condition. Conditions to Generate an ACTIVE 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?

The following conditions must be present for 0.5 seconds to trigger a fault: Brake is being commanded in any of the following ways: brake pedal, emergency brake, brake lock or auto apply. AND RCM internal circuitry detects a fault.

No. Attempt to recreate the conditions that generated the fault. Yes. Continue with troubleshooting items below. 2. Remove the brake light relay from the relay board. Wait 30 seconds.

⇒ Is the fault J037 (Brake Light Fault: Short


Circuit or Overload) still active?

The following conditions must be present for 15 seconds before a fault will clear: Brake is being commanded in any of the following ways: brake pedal, emergency brake, brake lock or auto apply. AND RCM internal circuitry does not detect a fault.

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. Note: Do not measure the relay pins themselves measure at the onboard contacts.

⇒ Is the measured resistance less than 18 Possible Causes • Short circuit in brake light relay coil. • Short circuit in wiring connection from RCM to brake light relay coil.

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RCM Controller

ohms? No. Replace the RCM. Yes. Check the wiring from the RCM to the brake light relay coil.

D26-35

J042: RETARD LIGHT FAULT: Open Circuit or FET Short

⇒ Did the fault J042 (Retard Light Fault: Open Circuit or FET Short) become active? No. Attempt to recreate the conditions that generated the fault.

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 The following conditions must be present for 0.5 seconds to trigger a fault:

Yes. Continue with troubleshooting items below. 3. Apply and release the retard lever several times. (Move from full down to full up position)

⇒ 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?)

No retard braking being commanded. AND


RCM internal circuitry detects a fault.

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.

Conditions to CLEAR a Fault The following conditions must be present for 15 seconds before a fault will clear: No retard braking being commanded. AND

⇒ Are the retard lights ALWAYS on, even if


no retard is being commanded? No. Continue with troubleshooting items below.

Possible Causes • Open circuit in retard light relay coil. • Open circuit in wiring connection from RCM to retard light relay coil.

Yes. This indicates an internal failure of the RCM. Replace the RCM.

⇒ Are the retard lights always OFF, even


when retard is being commanded? 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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J043: RETARD LIGHT FAULT: Short Circuit or Overload Description The retard light output has detected an overload or short circuit condition. Conditions to Generate an ACTIVE 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?

The following conditions must be present for 0.5 seconds to trigger a fault:


Retard braking is being commanded. AND



2. Remove the retard light relay. 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 J043 (Retard Light Fault: Short Circuit or Overload) still active? No. Replace the retard light relay.

Retard braking is being commanded. AND

Yes.

RCM internal circuitry does not detect a fault.

Possible Causes • Short circuit in brake light relay coil. • Short circuit in wiring connection from RCM to brake light 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 retard light relay coil.

D26001 6/99

RCM Controller

D26-37

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 1 regarding proper procedures when probing connector sockets when measuring voltage or resistance values.

1. Start the engine and ensure that the brake lock and slippery road (if present on truck) switches are OFF. Wait for 60 seconds.

⇒ Is the fault J046 (Front Brake Cut Fault: Open Circuit or FET Short) active?

The following condition must be present for 0.5 seconds to trigger a fault:


RCM internal circuitry detects a fault while commanding the front brake cut output OFF. Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear:

Yes. Skip to step 3. 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.

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.

D26-38

No. Attempt to recreate the conditions that generated the fault. Yes. Continue with troubleshooting items below. 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

6/99 D26001

J047: FRONT BRAKE CUT FAULT: Short Circuit or Overload Description The front brake cut output has detected an overload or short circuit condition. Conditions to Generate an ACTIVE Fault


1. Turn the key switch ON. Apply the brake lock switch for 30 seconds.

⇒ Is the fault J047 (Front Brake Cut Fault: Short Circuit or Overload) active?

The following condition must be present for 0.5 seconds to trigger a fault:


RCM internal circuitry detects a fault while attempting to turn the front brake cut output ON.


Conditions to CLEAR a Fault The following condition must be present for 15 seconds before a fault will clear: RCM internal circuitry does not detect a fault while attempting to turn the front brake cut output ON.

2. Remove the front brake cut relay from the relay board. Wait 30 seconds.

⇒ Is the fault J047 (Front Brake Cut Fault: Short Circuit or Overload) still active? No. Replace the front brake cut relay.

Possible Causes • Short circuit in front brake cut relay coil. • Short circuit in wiring connection from RCM to front brake cut relay coil.

Yes. Continue with troubleshooting items below. 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.

D26001 6/99

RCM Controller

D26-39

Conditions to CLEAR a Fault.

J049: REAR RIGHT PRESSURE PRESENT AND NO COMMAND


Brake pressure is present at the right brake, but there is no brake command. (i.e. The brakes are dragging)

Right brake pressure signal measures less than 7.0 kg/cm2 (99 psi) AND

Conditions to Generate an ACTIVE Fault

Retard command (from retard lever or auto retard from PMC) is less than 3%

Description

The following conditions must be present for 3 seconds to trigger a fault: Right brake pressure signal measures greater than 8.9 kg/cm2 (127 psi) AND The brake pedal, brake lock, auto apply, and emergency brake inputs indicate no brake command 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) AND

In addition, the following normal conditions must exist: Right brake pressure sensor input in valid range (Between 2 mA and 22 mA) AND The brake pedal, brake lock, auto apply, and emergency brake signals are not active

Possible Causes • Failed right brake PPC valve. • Failed brake treadle valve. • Improper brake pedal sensor adjustment

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 130 kg/cm2 (1850 psi)] for 15 seconds OR Front or rear wheel speed sensors measure greater than 126 rpm (4 mph) for 15 seconds. (Truck is moving)

D26-40

RCM Controller

6/99 D26001

Troubleshooting suggestions for an Active Fault

⇒ Is the fault J049 (Rear Right Pressure Present and No Command) still active?


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.

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.

⇒ Is the right-hand brake pressure reported on the MOM real-time data display for the RCM greater than 8.9 kg/cm2 (127 psi)?

No.

⇒ Is the fault J009 (Rear Left Pressure Present and No Command) now active? 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 7.0 kg/cm2 (99 psi), 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. 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.

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. Yes. Continue with step 4 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.

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.

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 8.9 kg/cm2 (127 psi)?

No. If the MOM display still reports brake pressure greater than 8.9 kg/cm2 (127 psi), 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.

D26001 6/99

RCM Controller

D26-41

J050: COMBINATION FAULT 1


Description

Description

Both the left and right brakes are reporting low brake pressure faults.

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 J004 (Rear Left Brake Pressure Low) is active AND

Conditions to Generate an ACTIVE Fault Fault J018 (Left PPC Electrical Fault) is active AND

Fault J005 (Rear Right Brake Pressure Low) is active

Fault J036 (24 Volt Load Switch Fault) is active Conditions to CLEAR a Fault Fault J004 (Rear Left Brake Pressure Low) is NOT active OR

Conditions to CLEAR a Fault Fault J018 (Left PPC Electrical Fault) is NOT active OR

Fault J005 (Rear Right Brake Pressure Low) is NOT Active.

Fault J036 (24 Volt Load Switch Fault) is NOT active

Possible Causes Possible Causes

See fault logic for fault J004 and J005.


Troubleshooting Suggestions for an Active Fault See fault logic for fault J004 and J005.

Troubleshooting Suggestions for an Active Fault See fault logic for fault J018 and J036.

D26-42

RCM Controller

6/99 D26001



Fault J020 (Right PPC Electrical Fault) is NOT active OR

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.

Fault J036 (24 Volt Load Switch Fault) is NOT active

Possible Causes

Conditions to Generate an ACTIVE Fault Fault J020 (Right PPC Electrical Fault) is active AND


Fault J036 (24 Volt Load Switch Fault) is active Troubleshooting Suggestions for an Active Fault See fault logic for fault J020 and J036.

D26001 6/99

RCM Controller

D26-43

J054: LOSS OF R-TERMINAL SIGNAL FROM ENGINE Description 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.

Troubleshooting Suggestions NOTE: Refer to Warning on page 1 regarding proper procedures when probing connector sockets when measuring voltage or resistance values.

1. Remove RCM harness connector RCM3. Start the engine. Using a voltmeter, measure the voltage between RCM3 pin 18 and ground.

⇒ Is the measured voltage greater than 18 volts?

Conditions to Generate an ACTIVE Fault The following conditions must be present for 30 minutes to trigger a fault: Alternator R-Terminal signal at 0 volts (engine NOT running) AND Brake low accumulator pressure switch CLOSED [(greater than 130 kg/cm2 (1850 psi)]

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.

No. This indicates that the R-Terminal signal from the alternator is not reaching the RCM. Check the wiring from the RCM to the alternator. 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.

Possible Causes • Faulty wiring connection from alternator to RCM.

D26-44

RCM Controller

6/99 D26001

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 AND

Conditions to Generate an ACTIVE Fault The following conditions must be present for 30 minutes to trigger a fault:

Fault J005 (Rear Right Brake Pressure Low) is active AND

Alternator R-Terminal signal at 0 volts (engine NOT running) AND Brake low accumulator pressure switch OPEN [less than 130 kg/cm2 (1850 psi)] AND

Fault J046 (Front Brake Cut Fault: Open Circuit or FET Short) 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

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.

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.

D26001 6/99

RCM Controller

D26-45

Possible Causes


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.

D26-46

RCM Controller

6/99 D26001

RCM WIRING HARNESS CONNECTORS

RCM HARNESS CIRCUITS CONNECTOR RCM1

Thr 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).

Pin No.

The following tables list the pin number, circuit function, and signal type for each circuit in the individual harnesses.

FIGURE 26-2. RCM CONNECTORS

D26001 6/99

RCM Controller

Function

Type

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

10

Ground

Ground

11

+18 volt sensor power supply

DC voltage output

12

Ground

Ground

13

Reserved

14

Brake light control

15

Reserved

16

Reserved

17

Front brake cut solenoid

18

Rear right PPC signal return

19 20

Output to rear left PPC

Digital output

LF wheel speed freq. signal

Pulse input

21

Reserved

22

Ground

Ground

23

Shield

Ground

24

Ground

Ground

25


DC voltage output

26


DC voltage output

27 28

+18 volt sensor power supply LR wheel speed freq. signal

DC voltage output 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

Ground

Digital output

Digital output

D26-47

RCM HARNESS CIRCUITS CONNECTOR RCM2 Pin No.

Function

Type

1

Reserved

2

Reserved

3

RS422 transmit (+)

Serial output

4

RS422 receive (-)

Serial input

5

Reserved

6

Throttle modification

RCM HARNESS CIRCUITS CONNECTOR RCM3 Pin No.

PWM output

Function

1

Emergency brake sense

2

Emergency/auto apply sense

3

Reserved

4

Reserved

5

Auto retard command

6

Reserved

Type Digital input

PWM input

7

Reserved

7

RR brake pressure sense

Analog input

8

Reserved

8

LR brake pressure sense

Analog input

9

Reserved

9

Ret. lever pot. (high end)

10

RS422 receive (+)

Serial input

10

Reserved

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

15

Reserved

16

Shield

16

Shield

Ground

17

Reserved

17

Ground

Ground

18

Reserved

18

Alternator R terminal

Analog input

19 20

Reserved +18 volt sensor power supply

DC voltage output

21


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

DC voltage input

28

Backplane +24 volt supply Reserved

29

Traction control

Digital input

30

Reserved

31

Brake diff. pressure sense

Digital input

32

Shield

Ground

33

Shield

Ground

34

Ret. lever potentiometer wiper

35

Shield

36

Reserved

D26-48

Ground

RCM Controller

Ground

6/99 D26001

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. The system includes the following components: • 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. 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 ap-

plication, steering wheel movement etc. The suspension controller also communicates with the Powertrain Management Controller (PMC) through the S-NET (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’’. 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 2. Diagnostic Display

D27001

3. Connector SSP2B 4. Connector SSP2A 5. Connector SSP1

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

D27-1

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 EMPTY FUNCTION Determine whether truck is empty or loaded.

Anti-Roll

Anti-Dive

Anti-Lift

High Speed Stability

OPERATING CONDITIONS

PURPOSE Set damping force as determined by load in body.

Monitor front suspension internal pressure and 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 during braking.

Increase damping force when brakes are applied.

Prevents front of truck Increase damping force from lifting when load is when hoist control valve is dumped. in any position other than FLOAT.

Soft

Med.

LOADED Hard

¢

Soft

Med.

Hard

¢ Ü

¢ When turning

Ü

¢

Ü

¢

Brake OFF

Brake ON

Brake ON

Brake OFF

Ü

¢

Ü

¢

FLOAT

Other than FLOAT

FLOAT

Other than FLOAT

Ü

¢

Improves stability when Detects truck speed and traveling at high speed. 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

D27-2


D27001

SUSPENSION CONTROLLER FAULT CODE LOGIC DESCRIPTION d011: RIGHT FRONT SUSPENSION PRESSURE SENSOR FAILURE

d012: LEFT FRONT SUSPENSION PRESSURE SENSOR FAILURE



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 OR

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

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:


System remains in MEDIUM mode.

System remains in MEDIUM mode.







Right front suspension pressure sensor output must be greater than 1 volt and less than 4.7 volts AND

Left front suspension pressure sensor output must be greater than 1 volt and less than 4.7 volts AND



D27001


D27-3

d015: TRANSMISSION SPEED SIGNAL LOST

d016: STEERING SPEED SIGNAL LOST



Protection circuit detects an open circuit and no speed signal is present AND

No steering speed signal is present for 10 minutes AND


Truck speed is 6.2 MPH or more OR 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.





Protection circuit does not detect an open circuit and no speed signal is present AND



Steering speed signal is present and steering speed is less than 16π rad/second AND Condition remains for 1 second.

D27-4


D27001


d021: SOLENOID OUTPUT 1 FAILURE

All solenoid outputs turned OFF.



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. The following conditions must be present to allow recovery when truck is restarted:

Solenoid 1 command: OFF

Solenoid 2 command: OFF, protection circuit does not detect hot short AND


Conditions remain for 1 second. AND

All solenoid outputs turned OFF.

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.




Solenoid 1 command: OFF, protection circuit does not detect hot short AND Conditions remain for 1 second. AND

Protection circuit detects short to ground. OR Protection circuit detects hot short and condition remains for 1 second. AND Solenoid 3 command: OFF

Protection circuit does not detect short to ground

Operation When Fault is Detected: All solenoid outputs turned OFF.





Protection circuit detects short to ground. OR Protection circuit detects hot short and condition remains for 1 second. AND Solenoid 2 command: OFF

The following conditions must be present to allow recovery when truck is restarted: Solenoid 3 command: OFF, protection circuit does not detect hot short AND Conditions remain for 1 second. AND Protection circuit does not detect short to ground

D27001


D27-5

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.

D27-6


D27001

SP-2: Fault Code d012

Faulty Pressure Sensor (Right) displayed.


D27001


D27-7


Faulty Truck Speed Sensor System Displayed


D27-8


D27001

SP-4: Fault Code d016:

Fault in Steering Sensor System Displayed


D27001


D27-9


Fault in Solenoid (1) System Displayed


D27-10


D27001




D27001


D27-11




D27-12


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

4

Reserved

5

Reserved

6

Reserved

7

Reserved

8

Power Supply +24V

9

Ground

Analog output Analog output Analog output Analog output Analog output DC voltage input Ground

10

Reserved

Digital output

11

Solenoid 3 (+)

Digital output

66C SNET +B

66A

12

14

Reserved

15

Reserved

16

Reserved

17

Solenoid Power Supply

18

Reserved

19 20

Ground Solenoid 2 (+)

Analog input DC voltage output Analog output Analog output Analog output DC voltage input DC voltage input Ground Digital output

21

Solenoid 1 (+)

Digital output

13

S-NET (+) Sensor Power Supply +18V

81 50

51P

81

66B

FIGURE 27-3. CAB HARNESS CONNECTORS (Connector Face View)

D27001


D27-13

ASC HARNESS CONNECTOR CIRCUITS CONNECTOR -- SSP2A Pin No.

Function

Type

1

Reserved

Digital input

2

Reserved

Digital input

3

Reserved

Digital input

4

Reserved

Digital input

5

Reserved

Digital input

6

Reserved

Digital input

7

Reserved

Digital input

8

Reserved

Digital input

ASC HARNESS CONNECTOR CIRCUITS CONNECTOR -- SSP2B

Circuit No.

Pin No.

Type

Circuit No. 39FC

1

RF Suspension Pressure Signal

Analog input

2

Reserved

Analog input

3

Reserved

Analog input

4

Steering Signal Transmission Output Shaft Speed Signal

Pulse input

51SR

Pulse input

32S3

6

Reserved

Digital output

7

Reserved

Digital output

8

Reserved LF Suspension Pressure Signal

Digital output

10

Reserved

Analog input

5

SNET0

Function

9

S-NET Ground

10

Reserved

11

Reserved

Ground DC voltage output Digital output

12

Reserved

Analog input

11

Reserved

Pulse input

13

Reserved

Digital input

12

Pulse Ground

Ground

13

Reserved

Pulse input

14

Reserved

Digital output

15

Reserved

Digital output

16

Reserved

Digital output

9

14

Reserved

Digital input

15

Reserved

Digital input

16

Reserved

Digital input

17

Rear Brake Signal

Digital input

52BS 35B

18 19

Body Float Signal Reserved

Digital input Analog input

20

Reserved

Analog input

D27-14


Analog input

39FD

30

D27001

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

Not Used

3

SG1

4

SDB

Signal Ground Output

Not Used

SYSTEM CONFIGURATION

7 8 9

RDA

Hardware

10

FG1

11

SDA

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.

Send Data (-)

5 6

The MOM unit (Figure 30-1) is connected to the Powertrain Management Controller (PMC) through an RS422 interface and transfers data to and from the truck.

NAME Receive Data (-)

Input

Receive Data (+) Frame Ground

Input

Send Data (+)

12 13

Not Used

14 15

TABLE 1. RS422 CONNECTOR CIRCUITS

FIGURE 30-1. "MOM" DISPLAY ASSEMBLY

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Message for Operation and Maintenance

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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).’’

SOFTWARE 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.

The PMC plays various roles besides communication with MOM.

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.)

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.

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.

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.

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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 copies the value of the vehicle standard SMR of the Electronic Display Panel controller, but the controller-specific SMR counts up just when the vehicle standard SMR counts up. 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.

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Maintenance Information (Screen Hierarchy)

FUNCTION Operator Information MOM provides the following six operator information screens: • i1 INITIAL MESSAGE

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:

• i2 INITIAL CHECK1 • i3 INITIAL CHECK2

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.’’

• 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 screens ‘‘i3’’ and ‘‘i4’’ 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.

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

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TABLE 2. MOM DISPLAY SCREENS ---- SERVICE MENU (s1) SERVICE MENU3 (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 MENU

(KOMATSU ONLY) (KOMATSU ONLY) (KOMATSU ONLY)

3

(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 MENU3 (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).

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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 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, MOM exits the screen automatically and displays a higher but closest screen available in the hierarchy of the menu. In Figure 30-3, the screen ‘‘i2,’’ ‘‘i3,’’ or ‘‘i4’’ is automatically selected and displayed according to the status of vehicle:

the engine has started because to stop the engine is equal to to turning the ignition key off.

Vehicle State MOM supports the following vehicle states: • 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.)

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

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Display Able/Disable by Truck Model and Optional Equipment Status 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 for a truck 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) (s23),(s231-1/3) to (s231-3/3) (s233),(s2331)

Available only when the HAULPAK brake controller 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)


TABLE 4. SCREEN AVAILABILITY

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SCREEN DATA

Machine Trend Data

Realtime 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).

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. 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

MOM supports the following trend data screens: DATA ITEM

Engine Related Items

SCREENS

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

s2123-1/2 to 2/2 BOOST PRESS. HISTORY (KOMATSU ENG ONLY)

Boost pressure graph

s2124 ENG. OIL PRESS. HISTORY (KOMATSU ENG ONLY)

Engine oil pressure graph

s2221 Transmission L/C ON/OFF COUNT Related s222E Items AB-USE COUNT

Number of lock up clutch operations Number of abnormal operations

TABLE 6. TREND DATA INFORMATION

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

Fault Condition Data

TABLE 5. REAL TIME DATA INFORMATION

Fault condition data is the record of errors which have occurred. MOM supports the following fault condition screens:

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, PLMrelated items

s2521

FAULT CONDITION

ELECTRONIC DISPLAY PANEL-related items

s2621

FAULT CONDITION

TMS-related items

s2831

FAULT CONDITION

TABLE 7. FAULT CONDITION DATA

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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: DATA ITEM

A ‘‘unit change’’ function for MOM is also provided on the parameter set menu. MOM supports the following parameter set screens:

SCREENS

s31

SYSTEM IDENTIFICATION

Controller configuration

s32-1/3 to 3/3

CONTROLLER INFORMATION

Controller information

s33

OPTIONAL FUNCTION INFORMATION

s34

HISTORY OF USE

DATA ITEM

SCREENS

t2

TIME/DATE SET

MOM time/date setting

t31

ENG.,T/M PATTERN SELECT

Setting of optional functions

Setting of enginetransmission matching pattern

t32

SPEED LIMITTER

Setting of maximum vehicle speed

History of parameter setting change

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

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

ID CODE SET

TMS ID code setting

TABLE 8. MACHINE INFORMATION

TABLE 9. PARAMETER INFORMATION

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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.

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.

ERROR MESSAGE: • Description of the error ACTION CODE: • 1 to 7 representing the type of repairing actions ACTION: • Message to operator for repair of fault

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.

Possible Action Messsages: 1 GO TO SHOP AFTER WORK 2 GO TO SHOP RIGHT NOW 3 REDUCE ENGINE/MACHINE SPEED

‘‘i4 NORMAL RUNNING’’ when vehicle is running or when engine is running (‘‘ENGINE ON’’) but vehicle is not moving after displaying ‘‘i4’’ screen.

4 STOP SAFELY/SHUT OFF ENGINE 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

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HARDWARE TROUBLESHOOTING AND MAINTENANCE

TROUBLESHOOTING THE MOM UNIT • The following precautions must be observed when operating and/or repairing the MOM display panel and associated equipment: • 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!

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. Details for correcting the problems are listed on the following pages.

• 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’’.)

CONDITION

POSSIBLE CAUSE

1

No screen is displayed

2

System mode screen is displayed after power is applied

Communication unavailable

3

4

Error message is displayed

CORRECTIVE ACTION

Power wiring failure Power supply not within specified range

Check wiring Check power supply voltage

Display Panel Inoperative

Replace MOM unit

No screen data is downloaded

Download screen data

Communication cable is not connected Wrong communication cable is used Incorrect communication parameter

Connect communication cable properly Repair or replace communication cable Adjust communication Parameter

Serial port communication port type set incorrectly Abnormal communication port

Set communication port correctly

Error occurs

Check operation using self-diagnosis Use code to determine nature of fault and correct accordingly (Refer to ‘‘Error Codes’’)

TABLE 10.

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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.

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.

1. Errors when starting system (when applying power). When MOM is powered-on, hardware is self-diagnosed. 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).

FIGURE 30-5. SYSTEM ERROR MESSAGES

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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

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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.

MESSAGE

If a warning & communication error occurs, however, the operation continues and the RAS output and parallel output are not turned OFF.

DESCRIPTION

CORRECTIVE ACTIONS

Malfunctioning clock

ERROR CODE ----

Clock IC malfunctioning

Replace printed circuit board

Battery voltage drop

----

Battery voltage drop

Replace battery (when clock is used)

2000 -- 2255 2300 -- 2555

Destination error Displays destination error code on the last 3 digits (CH1) Destination error Displays destination error code +300 on the last 3 digits (CH2)

Take corrective actions as indicated by error code

2901

Destination error Displays destination error code +600 on the last 3 digits (CH3) Parity error (CH1)

2902

Overrun error (CH1)

2903

Framing error (CH1)

2904

Receive data error (CH1)

Check receive data format

Time out error (CH1)

Check the following items: • Communication cable • PLC station code • Time out set value • Condition of destination

2600 -- 2855

Check connecting device for communication conditions

Serial communication Error 2905

NOTES:

2931

Parity error (CH2)

2932

Overrun error (CH2)

2933

Framing error (CH2)

2934


2935


2961

Parity error (CH3)

2962

Overrun error (CH3)

2963

Framing error (CH3)

2964


2965


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

TABLE 11. WARNING AND COMMUNICATION ERRORS

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System Information

SELF-DIAGNOSIS 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.

ROM version

The sum of ROM

User data area type Type of communication set to each communication port

SYSTEM 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.

Communication Port Check 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

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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 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. 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.

FIGURE 30-10. TOUCH SWITCH TEST 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.

6. Touching ‘‘(Verification)’’ returns the screen to the menu.

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MAINTENANCE

TOUCH PANEL

BATTERY REPLACEMENT

Cleaning

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.

• Never use thinner, organic solvent, ammonia or strong acid solvent.

To Change the Battery:

• Do not apply excessive force on the glass touch panel when cleaning. Excessive force may damage the panel.

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.

1. Turn key switch off. 2. Disconnect harness from MOM and remove MOM from truck.

Replacement of Protective Sheet 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.

3. Remove cover on the back of MOM.

• Replacement battery must meet specifications listed above. • 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.

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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 REMOVE ANY OTHER CONNECTORS. 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

D30-18


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


D30-19

NOTES

D30-20


D30001

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. FIGURE 31-1. INITIAL MESSAGE SCREEN

This initial message screen is displayed for three seconds, then ‘‘i2 INITIAL CHECK1’’, Figure 31-2. appears automatically.

If the shift lever is not in NEUTRAL position, it must be moved to NEUTRAL before the engine can be started.

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

D31-1

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

D31-2

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

• 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.

TABLE 1. ENGINE DERATING CONDITIONS

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:

When you press the LIGHT OFF switch, ‘‘i4" screen turns into ‘‘i7 BACKLIGHT OFF" screen.

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)

The PLM sends this data to MOM when the load is dumped completely. When any controller detects a fault while this screen is displayed, this screen automatically turns into ‘‘i6 WARNING MESSAGE" screen with back light on.

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

MOM Screen Displays

D31-3

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.

D31-4

MOM Screen Displays

D31001

i9 MENU SELECT MOM supports two maintenance information menus (see Figure 31-7): • (1) SERVICE MENU

See ‘‘Display Able/Disable by Model and Optional Equipment Status.’’

When you select ‘‘s1 SERVICE MENU,’’ the ‘‘s1 SERVICE MENU’’ appears.

• (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

D31-5

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

FIGURE 31-9. COMPONENT CHECK MENU

When you select ‘‘s3 MACHINE INFORMATION MENU’’, ‘‘s3 MACHINE INFORMATION MENU’’ appears.

When the BACK switch is pressed, this screen returns to ‘‘s1 SERVICE MENU’’ screen.

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.

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.’’

D31-6

MOM Screen Displays

D31001

s211-1/10 to s211-10/10 REAL TIME MONITOR (ENG.) (for CUMMINS engine)

s21 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: • ‘‘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.

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. > 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 ‘‘s21 KOMATSU ENG. MENU’’ or ‘‘s21 CUMMINS ENG. MENU’’ screen. When the RET switch is pressed, this screen changes to:

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.

• ‘‘i2 INITIAL CHECK1" when the ignition key is turned on (’’KEY ON") but engine is not running.

See, ‘‘Display Able/Disable by Model and Optional Equipment Status.’’

• ‘‘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

• ‘‘i3 INITIAL CHECK2" when engine is running (’’ENGINE ON") but vehicle is not running.

MOM Screen Displays

D31-7

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.



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.


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

D31-8

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.

FIGURE 31-14.

When the RET switch is pressed, this screen changes to:

This screen shows the history of engine faults. MOM handles the following data for engine faults: > 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 > 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

D31-9

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.


The switches on the screen have the following functions:


> FWD: Calls the next 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.



> REV:Calls the preceding real time data 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: • ‘‘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.

D31-10

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.


> 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.


D31001

MOM Screen Displays

D31-11

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.



> ‘‘ABNORMAL SHIFT’’ counts the number of times the shift lever position is changed from neutral to other ranges while engine speed is higher than preset 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.

D31-12

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.

FIGURE 31-22.


MOM handles the following data as to transmission 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 transmission fault data.

> CODE: System fault code

Press the OK switch to delete all transmission fault data or the CANCEL switch not to delete the data.

> LAST: Service meter hour of the last occurrence

Data of the current fault is not deleted.


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.


> ERROR CONTENT: Contents of a fault > FIRST: Service meter hour of the first 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

D31-13

s23 BRAKE MENU This screen (Figure 31-23) is selectable only when the Haulpak brake controller is mounted on the vehicle.

s231-1/4 to s231-4/4 REAL TIME MONITOR (BRAKE) This screen (Figure 31-24) is selectable only when the Haulpak brake controller is mounted on the vehicle.

FIGURE 31-23.

FIGURE 31-24.



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 table.

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:









> REV: Calls the preceding real time data 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: • ‘‘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.

D31-14

MOM Screen Displays

D31001

s233 FAULT CONDITION MENU (BRAKE)

s2331 FAULT CONDITION (BRAKE)

This screen (Figure 31-25) is selectable only when the Haulpak brake controller is mounted on the vehicle.


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 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.


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

D31-15

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 31-27.

FIGURE 31-28.

See ‘‘Display Able/Display by Model and Optional Equipment Status.’’



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 the BACK switch is pressed, this screen returns to ‘‘s2 COMPONENT CHECK MENU" screen. When the RET switch is pressed, this screen changes to:

Units of data can be changed by the ‘‘t4 UNIT SET" screen. The screen switches have the following functions:







When the BACK switch is pressed, this screen returns to ‘‘s24 SUSPENSION MENU" screen. When any controller detects a fault while this screen is displayed, ‘‘i6 WARNING MESSAGE" screen is automatically displayed.

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.

D31-16

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.



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.


> 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

D31-17

s25 PMC MENU

s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)


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.



• ‘‘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.

D31-18

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.


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

D31-19

s26 ELECTRONIC DISPLAY PANEL MENU

s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel)


This screen (Figure 31-36) shows real time data of the vehicle monitor panel.

FIGURE 31-35.

FIGURE 31-36.


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 ‘‘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.

D31-20

MOM Screen Displays

D31001

s262 FAULT CONDITION MENU (ELE. DISPLAY PANEL)

s2621 FAULT CONDITION (ELE. DISPLAY PANEL)

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 31-37.

FIGURE 31-38.


MOM handles the following vehicle monitor panel faults: > CODE: System fault code

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.

> ERROR CONTENT: Contents of a fault

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.

> NO. OF OCCUR.: Number of occurrences

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.


> FIRST: Service meter hour, first occurrence > LAST: Service meter hour, last occurrence 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

D31-21

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.


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 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.


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.

D31-22

MOM Screen Displays

D31001

s272 CALIBRATION DATA

s28 TMS MENU


This screen (Figure 31-42) is selectable only when the TMS is mounted on vehicle.


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 M. 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.


D31001

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. 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.


MOM Screen Displays

D31-23

s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)

s283 FAULT CONDITION MENU (TMS)



FIGURE 31-43.

FIGURE 31-44.



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.


• ‘‘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

s2831 FAULT CONDITION (TMS)

s3 MACHINE INFORMATION MENU



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:

When the BACK switch is pressed, this screen returns to ‘‘s1 SERVICE MENU" screen. When the RET switch is pressed, this screen changes to:

> 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.

• ‘‘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

D31-25

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 highlighted.


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.

D31-26

MOM Screen Displays

D31001

s32-1/3 CONTROLLER INFORMATION

BINARY

HEXADECIMAL

BINARY

HEXADECIMAL

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.

0000

0

8

1000

0001

1

9

1001

0010

2

A

1010

0011

3

B

1011

The ‘‘CLOCK READ’’ field shows the controller-specific SMR value based on vehicle standard SMR (not a vehicle standard SMR value).

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.

SEL.SW.STATUS of the PMC 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 BACK switch is pressed, this screen returns to ‘‘s3 MACHINE INFORMATION MENU" screen. 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 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 Value Displayed on screen

0100

1111

0000

1101

4

F

0

D

4F0D

TABLE 2.

D31001

MOM Screen Displays

D31-27

s32-2/3 CONTROLLER INFORMATION 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 SELECTION SWITCH No. (C0: MACHINE CODE)

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


4 5

FIGURE 31-49.

6


7


8

HD325-6 QUARRY Large-tire KOMATSU ENGINE

9

HD985-3 STD 30.00-51 KOMATSU ENGINE

A


B

730E

When the BACK switch is pressed, this screen returns to ‘‘s3 MACHINE INFORMATION MENU’’ screen.

C

930E

D

530M


E

330M

F

830E

• ‘‘i2 INITIAL CHECK1" when ignition key is turned on (‘‘KEY ON") but engine is not running.

TABLE 5. MODEL SELECTION CODE

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

SR DR

Speed regulation Distance correction

Bit 4 to bit 7: Not used (0 to F): 0:107%, 7:100%, F:92% (0 to F): 0:107%, 7:100%, F:92%

CO SOFT VER. REVISION

Machine code Version of PLM software Revision of PLM software

(0 to F): Refer to Table 5. 0 to 255 0 to 255

DATE

Current date and time

Bit 2: Weight unit system (1: Metric ton, 0: Short ton) Bit 3: Auxiliary switch (1: UP, 0: DOWN)

TABLE 4. PLM CONTROLLER INFORMATION SCREEN

D31-28

MOM Screen Displays

D31001


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.




• ‘‘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.


D31001

MOM Screen Displays

D31-29

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 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.


• *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

D31-30

MOM Screen Displays

D31001

t1 PARAMETER SET MENU

t2 TIME/DATE SET


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. Procedure to set a date and a time:

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.


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.’’

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

D31-31

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.

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.



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.’’

D31-32

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.’’

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.

Specify a maximum speed limit when vehicle is fully loaded and a maximum speed limit when vehicle is empty using the procedure below.

When the gear position is selected, its indicator (above the switch box) is turned on.

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. 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. 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.

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: ‘‘F7’’ is set as a default value when the truck is shipped from the factory.


D31001

MOM Screen Displays

D31-33

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 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.






• ‘‘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.

D31-34

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 > 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: • ‘‘i2 INITIAL CHECK1" when the ignition key is turned on (’’KEY ON") but engine is not running.

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.


• ‘‘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

D31-35

t51 TIRE PRESSURE LIMIT SET

The following tire numbers are available:

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. 1 2 3 4 5 6

LOCATION FR (front right side) FL (front left side) RRR (outer side of rear right) RRL (inner side of rear right) RLR (inner side of rear left) 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. When the RET switch is pressed, this screen changes to:

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. 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.


4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting.

D31-36

MOM Screen Displays

D31001

t52 TIRE TEMPERATURE LIMIT SET



TIRE No. 1 2 3 4 5 6


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. When the RET switch is pressed, this screen changes to:

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.

• ‘‘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

D31-37

t53 CORRELATION CONSTANTS SET



Tire No. 1 2 3 4 5 6


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: • ‘‘i2 INITIAL CHECK1" when the ignition key is turned on (‘‘KEY ON") but engine is not running.

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. 4. Press the ENT switch to register the selected value or the CANCEL switch to cancel the setting.

D31-38

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

D31-39

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.

D31-40

MOM Screen Displays

D31001

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

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

Data Set Ready

7 8

RS CS

Output Input

Request to Send

9

NAME

Ground

Clear to Send Not Used

FIGURE 32-1. DAD HOOKUP DIAGRAM

TABLE 1. RS232C CONNECTOR CIRCUITS

FIGURE 32-2. CAB OVERHEAD DISPLAY AREA 2. ‘‘MOM’’ Display Panel 3. ‘‘PMC’’ Interface Connector 1. Overhead Display Panel

D32001

DAD - Data Acquisition Device

D32-1

SOFTWARE

4. Turn the key switch on.

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.

• Service Menu

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.’’

• 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

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 1. Start Windows 3.1. 2. Insert the DAD setup disk in the floppy drive. 3. From the File menu in Program Manager or File Manager, choose RUN. a. In the command line box, type the path and the name of the program file: SETUP.EXE For example, if the floppy drive is the ‘‘A:’’ drive, type A:setup.exe b. Choose OK or press ENTER. 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.

D32-2

Refer to Tables 2 and 3 for a list of the menu screens available.

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. 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. 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 copies the value of the vehicle standard SMR of the Electronic Display Panel controller, but the controller-specific SMR counts up just when the vehicle standard SMR counts up. 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.


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.’’

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.’’

Vehicle State DAD supports the following vehicle status: • 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 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.

D32001


D32-3

TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU (s1) SERVICE MENU3 (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.) 1

(KOMATSU, CUMMINS)

(s2121) LOAD RATIO 1

(KOMATSU ONLY)

(s21211) LOAD RATIO 1

(KOMATSU ONLY)

(s2122) OPERATION RATIO 1

(KOMATSU ONLY)

(s21221) OPERATION RATIO 1

KOMATSU ONLY)

(s2123) OIL PRESSURE AT RATED 1

(KOMATSU ONLY)

(s21231) OIL PRESSURE AT RATED 1 (s2124) BLOW-BY PRESSURE AT RATED

1

(s21241) BLOW-BY PRESSURE AT RATED 1 (s2125) EXHAUST TEMPERATURE 1

(KOMATSU ONLY) (KOMATSU ONLY) (KOMATSU ONLY) (KOMATSU ONLY)

(S21251) EXHAUST TEMPERATURE 1

(KOMATSU ONLY)

(s2126) EXHAUST TEMPERATURE AT RATED 1

(KOMATSU ONLY)

(s21261) EXHAUST TEMPERATURE AT RATED 1

(KOMATSU ONLY)

(s2127) WORKING HISTORY MAP (ENG.) (ALL HISTORY)

(CUMMINS, KOMATSU)

(s2127) WORKING HISTORY MAP (ENG.) (SPECIFIC HISTORY)

(CUMMINS, KOMATSU)

(s213) FAULT CONDITION MENU (ENG.)1

(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.)1 (s214) MACHINE CHECK MENU (ENG.) 2 (s2141) ENGINE CONSTANT SPEED (ENG.) 2 (s21411) REAL TIME MONITOR MENU (ENG.) 3 REAL TIME MONITOR 3

(KOMATSU ONLY) (CUMMINS, KOMATSU) (CUMMINS, KOMATSU) (CUMMINS, KOMATSU) (CUMMINS, KOMATSU)

(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•q Max 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

D32-4


D32001

TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU (Continued) (s223) FAULT CONDITION MENU (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 3 (S23) BRAKE MENU 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) 1 (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) 3 (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

D32001


D32-5

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 1 (t32) SPEED LIMITER 1 (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

D32-6


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.

SCREENS (s211-1/10) to (s211-10/10)

(s211-1/9) to (s211-9/9)

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.

(s2121), (s21211), (s2122) (s21221), (s2123), (s21231), (s2124) (s21241), (s2125), (s21251), (s2126), (s21261)

Table 4. lists the screens available according to the Controllers, engine options etc.

(s212), (s2127), (s214), (s2141)

(s213), (s2131), (s2132), (s2132-1) to (s2132-5)

SCREEN DISPLAY CONDITIONS Available only when the CUMMINS engine controller is used Available only when the KOMATSU engine controller is used Available only when the KOMATSU engine controller is used Available only when the KOMATSU engine controller is used Available only when the CUMMINS or KOMATSU engine controller is used Available only when the KOMATSU engine controller is used

(s2142) (s23), (s231-1/3) to (s231-3/3) (s232), (s2322), (s2323), (s2324), (s2325) (s233), (s2331), (s2332) SCREEN DISPLAY CONDITIONS

SCREENS (PASSWORD INPUT) (i3) (s1), (s2) (s3)

(s2332-1) to (s2332-5)

Available only when the HAULPAK brake controller is used

(s234), (s2341), (s2341-1) to (s2341-5) 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 (s24), (s241-1/4) to (s241-4/4) (s242), (s2421)

(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) Always available for (s224), (s2241), (s2242), (s2243), vehicle equipped with (s2244) PMC. (Not dependent on model (s25), (s251-1/9) to (s251-9/9) and option settings) (s252), (s2521), (s2522) (s2522-1) to (s2522-5) (s253), (s2531)

(s28), (s281-1/5) to (s281-5/5) (s282), (s2821), (s2822), (s2823) (s283), (s2831)

Available only when the KOMATSU engine controller is used DIP switch SW2-4 of the PMC (Maximum speed limit setting) ON: Screen available OFF: Screen not available

(t31)

(t32)

(s26), (s261-1/5) to (s261-5/5) (s262), (s2621) (t35) (s31) (s32-1/3), (s32-2/3), (s32-3/3) (s33), (s34) (t1), (t2) (t3), (t33), (t34) (t4) (t6)


(t5), (t51), (t52), (t53), (t54), (t55)

Available only when the Suspension controller is used DIP switch SW1-7 of the PMC (Tire management system setting) ON: Screen available OFF: Screen not available

TABLE 4 (Continued) TABLE 4.

D32001


D32-7

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

Snap-Shot Data

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

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 Engine related items Transmission related items Brake related items All related items

SCREENS s2132 Snap-Shot Reading Menu s2132-1 to 5 Snap Shot Reading s2232 Snap-Shot Reading Menu s2232-1 to 5 Snap Shot Reading s2332 Snap-Shot Reading Menu s2332-1 to 5 Snap Shot Reading s2522 Snap-Shot Reading Menu s2522-1 to 5 Snap Shot Reading

TABLE 7. SNAP-SHOT DATA

D32-8


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

TRANSMISSION 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

s21231

OIL PRESSURE AT RATED

s2124

BLOW-BY PRESS AT RATED

s21241

BLOW-BY PRESS AT RATED

Blow-by press at rated graph

s2125

EXHAUST TEMPERATURE


s21251

EXHAUST TEMPERATURE


s2126

EXHAUST TEMP AT RATED

Exhaust temp at rated graph

s21261

EXHAUST TEMP 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


max

(KOMATSU ENGINE ONLY)

Oil pressure at rated graph Oil pressure at rated graph Blow-by press at rated graph

s2225

Q•q

OF CLUTCH


s2226

SLIDING TIME OF CLUTCH


s2227

T/M LUBRICATING OIL TEMPERATURE


s2228

CLUTCH DISK SPEED OF REVOLUTION


s2229

CLUTCH PLATE TEMPERATURE RISE


s222A

CLUTCH PLATE MAX TEMPERATURE


s222B

INTERVAL OF CLUTCH ON/OFF


s222C

T/C OUTPUT OIL TEMPERATURE


s222D

WORKING HISTORY MAP

Map of torque-t/m input speed

s222E

AB-USE COUNT

Number of abnormal operations

s222F

BUILDUP 3 MODULATION


s222G

WEAR CHECK FOR CLUTCH DISK

Graph for clutch wear check

TABLE 8. MACHINE TREND DATA

D32001


D32-9

Machine Check

Event Recorder

‘‘Machine Check’’ checks PMC System component hardware. DAD supports the machine check screens listed in Table 9.

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: > CODE: System fault code > DATE: Date when fault occurred > TIME: Time fault occurred > AC: Action code (1 to 7 representing type of repair action) > MAX/MIN Maximum or minimum value of data > DUR: Duration the fault was active > SS: Whether snap-shot data is recorded or not

DATA ITEM

SCREENS

Engine Related Items

s2141 s2142

ENGINE CONSTANT SPEED NO-INJECTION CRANKING

Transmission Related Items

s2241 s2242 s2243 s2244

T/M MANUAL SHIFT T/M MANUAL SHIFT CHECK T/M CONTROLLER OUTPUT CHECK T/M TRAVEL CHECK

Brake Related Items

s2341

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: 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.

s253

EVENT RECORDER

s2531

EVENT RECORDER

Parameter Set A ‘‘parameter set’’ screen allows the technician to change parameter data of each controller in the PMC System. DATA ITEM

DATA ITEM s31 s32-1/3 to 3/3

SYSTEM IDENTIFICATION CONTROLLER INFORMATION

SCREENS Controller Configuration

t2

TIME/DATE SET

t31

ENG., T/M PATTERN SELECT

t32

SPEED LIMITER

t33

T/M MAX GEAR SELECT

Controller Information

s33

OPTIONAL FUNCTION INFORMATION

Setting of Optional Functions

s34

HISTORY OF USE

History of Parameter Setting Change

TABLE 10. MACHINE INFORMATION SCREENS

DATA ITEM MOM Time/date setting Setting of enginetransmission matching pattern Setting of maximum vehicle speed Setting of maximum transmission gear

MAX GEAR SELECT (BODY UP) SUSPENSION MODE SET TIRE PRESSURE LIMIT SET TIRE TEMPERATURE LIMIT SET CORRELATION CONSTANTS SET

Setting of maximum transmission gear (body up) Suspension mode setting

t54 t55

TMS CLOCK SET ID CODE SET

TMS clock setting TMS ID code setting

t6

USER DATA INPU

Setting of machine ID, engine ID, user comment

t34 t35 t51 t52 t53

Setting of tire pressure limit Setting of tire temperature limit Correlation constant setting

TABLE 11. PARAMETER SET SCREENS

D32-10


D32001

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. 5. To quit, press the box switch (located to the left of ‘‘CHANGE PASSWORD.’’) 6. When the EXIT switch is pressed, the screen will return to Windows.

D33001

• (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. When selecting ‘‘t1 PARAMETER SET MENU,’’ ‘‘t1 PARAMETER SET MENU’’ appears. The ‘‘t1" menu is not available while the vehicle is running. When the EXIT switch is pressed, ‘‘i3 MENU SELECT’’ screen returns to the Windows screen.

DAD Screen Displays

D33-1

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.

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.

D33-2

DAD Screen Displays

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.


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 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’’.

When the RET switch is pressed, this screen changes to ‘‘i3 MENU SELECT’’.

D33001

DAD Screen Displays

D33-3

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: > CODE: System fault code

When the switch box at the left side of the menu is pressed, the selected menu screen appears.

> ERROR CONTENT: Contents of an engine fault

When the BACK switch is pressed, the screen returns to ‘‘s21 CUMMINS ENG. MENU’’, or ‘‘s21 KOMATSU ENG. MENU’’ screen.

> FIRST: Service meter hour of the first occurrence

When the RET switch is pressed, the 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 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.

D33-4

DAD Screen Displays

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 RET switch is pressed, this screen changes to ‘‘i3 MENU SELECT’’ 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

DAD Screen Displays

D33-5

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 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’’. Use the FWD or REV switches to select another page of the machine trend menu. 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 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.

D33-6

> 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 ‘‘i3 MENU SELECT’’ screen.

DAD Screen Displays

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.


> ‘‘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. > 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 M•TRIG switch is pressed, a manual trigger signal is sent to the transmission controller. 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

DAD Screen Displays

D33-7

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 33-16.

FIGURE 33-17.

DAD handles the following data as to transmission faults:

When the switch box at the left side of the menu title is pressed, the selected menu screen appears.

> 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. 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.

D33-8

DAD Screen Displays

D33001

s23 BRAKE MENU This screen (Figure 33-18) is selectable only when the Haulpak brake controller 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 Haulpak brake controller 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. 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 brake. 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 ‘‘s23 BRAKE MENUª screen. When the RET switch is pressed, this screen changes to ‘‘i3 MENU SELECT’’ screen.

D33001

DAD Screen Displays

D33-9

s233 FAULT CONDITION MENU (BRAKE)

s2331 FAULT CONDITION (BRAKE)


This screen (Figure 33-21) is selectable only when the Haulpak brake controller is mounted on the vehicle. See ‘‘Display Able/Disable by Model and Optional Equipment Status.’’

FIGURE 33-20. FIGURE 33-21. See ‘‘Display Able/Disable 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.

This screen shows the history of brake faults. DAD 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

Press the M•TRIG switch to send a manual trigger signal to the engine controller.

When the 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.

D33-10

DAD Screen Displays

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 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

DAD Screen Displays

D33-11

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.


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 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 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.

D33-12

DAD Screen Displays

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

DAD Screen Displays

D33-13

s25 PMC MENU

s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)


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’’.


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.


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.

D33-14

DAD Screen Displays

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. 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. Press the M•TRIG switch to send a manual trigger signal to the transmission controller. 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.

DAD 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. 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

DAD Screen Displays

D33-15

s26 ELECTRONIC DISPLAY PANEL MENU

s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel)

When you select a menu from the screen below and press its switch box, the selected menu screen appears.

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.

D33-16

DAD Screen Displays

D33001

s262 FAULT CONDITION MENU (ELE. DISPLAY PANEL)

s2621 FAULT CONDITION (ELE. DISPLAY PANEL)

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.


DAD handles the following vehicle monitor panel faults:

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.

> 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

DAD Screen Displays

D33-17

s27 PLM MENU

s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)



FIGURE 33-35.

FIGURE 33-36.




This screen shows real time data of the PLM.


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.

D33-18

DAD Screen Displays

D33001

s272 CALIBRATION DATA

s28 TMS MENU

This screen (figure 2-37) is selectable only when the PLM is mounted on vehicle.


FIGURE 33-37.

FIGURE 33-38.



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 M.


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

DAD Screen Displays

D33-19

s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)

s283 FAULT CONDITION MENU (TMS)



FIGURE 33-39.

FIGURE 33-40.



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.

D33-20

DAD Screen Displays

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.



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

DAD Screen Displays

D33-21




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 high-lighted.

FIGURE 33-42.

FIGURE 33-43.

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.

D33-22

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.

DAD Screen Displays

D33001


BINARY

HEXADECIMAL

BINARY

HEXADECIMAL

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.

0000

0

8

1000

0001

1

9

1001

0010

2

A

1010

0011

3

B

1011

The ‘‘CLOCK READ’’ field shows the controller-specific SMR value based on vehicle standard SMR (not a vehicle standard SMR value).

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 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 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.

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 Value Displayed on screen

0100

1111

0000

1101

4

F

0

D

4F0D

TABLE 1.

D33001

DAD Screen Displays

D33-23

s32-2/3 CONTROLLER INFORMATION 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 SELECTION SWITCH No. (C0: MACHINE CODE)

MODEL

0

HD1200-1 STD Large-tire CUMMINS ENGINE

1


2


3


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


7


8


9

HD985-3 STD 30.00-51 KOMATSU ENGINE

A


B

730E

C

930E

D

530M

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

SR DR

Speed regulation Distance correction

Bit 4 to bit 7: Not used (0 to F): 0:107%, 7:100%, F:92% (0 to F): 0:107%, 7:100%, F:92%

CO SOFT VER. REVISION

Machine code Version of PLM software Revision of PLM software

(0 to F): Refer to Table 3. 0 to 255 0 to 255

DATE

Current date and time

Bit 2: Weight unit system (1: Metric ton, 0: Short ton) Bit 3: Auxiliary switch (1: UP, 0: DOWN)

TABLE 2-4. CONTROLLER INFORMATION SCREEN ITEMS

D33-24

DAD Screen Displays

D33001


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.





D33001

DAD Screen Displays

D33-25

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


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.

D33-26

DAD Screen Displays

D33001

t1 PARAMETER SET MENU

t2 TIME/DATE SET


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.

Procedure to set a date and a time: 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.’’

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

DAD Screen Displays

D33-27

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.

Refer to ‘‘Display Able/Disable by Model and Optional Equipment Status.’’

When the RET switch is pressed, this screen returns to ‘‘i3 MENU SELECT" screen.

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.

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.’’

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.

D33-28

DAD Screen Displays

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).


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. 2. Change the value by increasing or decreasing it by the ‘‘+’’ or ‘‘-’’ switch.

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.

Note: ‘‘F7’’ is set as a default value when the truck is shipped from the factory.

3. Press the ENT key to register the set value or the CANCEL switch to cancel registration of the value. 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

DAD Screen Displays

D33-29

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. FIGURE 33-56. 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. 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.

D33-30

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.

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

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. 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.

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 the ‘‘t1 PARAMETER SET MENU" screen. 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

DAD Screen Displays

D33-31

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.’’


FIGURE 33-59.

FIGURE 33-60.



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.



The following tire numbers are available: TIRE No. 1 2 3 4 5 6



TIRE No. 1 2 3 4 5 6


Units of data can be changed on 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.



D33-32

DAD Screen Displays

D33001

t53 CORRELATION CONSTANTS SET

t54 TMS CLOCK SET


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:

This screen is used to set the date and time for the tire management system (TMS) 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. 1 2 3 4 5 6

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

DAD Screen Displays

D33-33

t55 ID CODE SET

Procedure to set the ID code:

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).

D33-34

DAD Screen Displays

D33001

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:

Refer to ‘‘MOM Screen Displays’’ or ‘‘DAD Screen Displays’’, for information concerning the other switches on the screen.

1. Select s1 ‘‘Service Menu’’ from the i9 MENU SELECT 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.

D34001

Real Time Data Tables

D34-1

REAL TIME DATA TABLES No. s211

D34-2

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 2

ECM TEMP. ENG. SPEED

°C, °F 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 3

CMP. IN A. TMP. R AMBIENT AIR PRESSURE

°C, °F 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

4

ENG. SPEED

°C, °F rpm

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.

kg/cm2, kpsi, MPa

5

COOLANT TEMP.

6

ENG. SPEED

°C, °F rpm

6

EXH. TEMP. L1

°C, °F

6

EXH. TEMP. L2

°C, °F

6

EXH. TEMP. L3

°C, °F

6

EXH. TEMP. L4

7

ENG. SPEED

°C, °F rpm

7

EXH. TEMP. L5

°C, °F

7

EXH. TEMP. L6

°C, °F

7

EXH. TEMP. L7

°C, °F

7

EXH. TEMP. L8

8

ENG. SPEED

°C, °F rpm

8

EXH. TEMP. R1

°C, °F

8

EXH. TEMP. R2

°C, °F

8

EXH. TEMP. R3

°C, °F

8

EXH. TEMP. R4

9

ENG. SPEED

°C, °F rpm

9

EXH. TEMP. R5

°C, °F

9

EXH. TEMP. R6

°C, °F

9

EXH. TEMP. R7

°C, °F

9

EXH. TEMP. R8

OK: Normal, LOW: Abnormal

----

rpm OK: Normal, LOW: Abnormal

----

10

ENG. SPEED

°C, °F rpm

10

TOTAL ENG. HOURS

h

10

HOURS TO REBUILD

h

10

ENGINE IDLE HOURS

h


D34001


D34001

PAGE

SIGNAL NAME

DATA INDICATION

TRANSMISSION REAL TIME MONITOR SCREEN 1 ENG. SPEED

UNITS

rpm

1

SHIFT LEVER POS

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


----

1

SHIFT LEVER 3


----

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 2

SOLENOID 1st SOLENOID 2nd

mA 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

ON:FILL ON, OFF:FILL SW OFF

----

4

SHIFT LIMIT SW.

ON:SW ON, OFF:OFF

----

4

F1 START SW.

ON:SW ON, OFF:SW OFF

----

4

SHIFT INDICATOR

4

T/M OUTPUT SPEED

4

FILL SIGNAL R

ON:FILL SW ON, OFF:FILL SW OFF

----

4

FILL SIGNAL 3rd


----

4

FILL SIGNAL 2nd


----

4

FILL SIGNAL 1st


----

4 4

FILL SIGNAL HIGH


----

FILL SIG. MEDIUM


----

4

FILL SIGNAL LOW


----

5

ENG. SPEED

rpm

5

T/M OUTPUT SPEED

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

7

ENG. SPEED

°C, °F rpm

7 7

TORQUE SENSOR LIMP HOME SW.


----

7

T/M FILTER RESRICTION

ON:Abnormal, OFF:Normal

----

7

T/M OIL LEVEL


----

7

T/M CUT RELAY

ON:RELAY ON, OFF:RELAY OFF

----

7

HIGH. GEAR SW.2


----

----

mA

---rpm

kg.m


D34-3


PAGE

DATA INDICATION

TRANSMISSION REAL TIME MONITOR SCREEN (Continued) 7 HIGH GEAR SW.1 ON:SW ON, SW OFF

UNITS

----

8

ENGINE SPEED

rpm

8

FRONT BRAKE OIL TEMP.

°C, °F

8

REAR BRAKE OIL TEMP. L

°C, °F

8

REAR BRAKE OIL TEMP R

8

BRAKE AIR PRESS (Optional)

°C, °F kg/cm2, kpsi, MPa

9

ENGINE SPEED

9

PARKING BRAKE

ON:BRAKE ON, OFF:BRAKE OFF

----

9

REAR BRAKE


----

9

STEERING PRESSURE


----

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


----

9

R. BR. ACCUM. PRESS. 1


----

9

F. BR. ACCUM. PRESS. 1


----

9

STRG. ACCUM. PRESS. 2


----

9

STRG. ACCUM. PRESS. 1


----

10

ENGINE SPEED BODY FLOAT CAUTION

ON:Body not floated, OFF:Body floated

rpm ----

10

LATERAL INCLINATION


----

10

BODY SEATING SW


----

10

FUEL LEVEL

10 10

ACCEL PEDAL THROTTLE MODIFICATION

Ω V Hz

10

BRAKE COMMAND

%

10

SHIFT WAIT

%

11

ENGINE SPEED

rpm

11

BRAKE OIL TEMP.

----

11

BRAKE AIR PRESS (Optional)

----

11

T/C OIL TEMP.

----

11

FUEL LEVEL

----

11

COOLANT TEMP.

11

T/M OUTPUT SPEED

°C, °F rpm

11

BRAKE STROKE SW STATUS

12

ENGINE SPEED

12

ALTERNATOR ‘‘R’’

ON:Engine running, OFF:Engine stopped ON:Engine start, OFF:Engine stopped

10

D34-4

SIGNAL NAME

rpm

ON:SW ON, OFF:SW OFF rpm

12

KEY SWITCH ‘‘C’’

13

ENGINE SPEED

13

MATCHING PATTERN

13

HIGHEST GEAR

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


----

13

MACHINE SEL. 2


----

13

MACHINE SEL. 1


----

14

ENGINE SPEED

rpm

OK:REVERSE enabled, NO:REVERSE disabled h V

rpm


D34001


s231

s241

D34001

PAGE

SIGNAL NAME

DATA INDICATION

TRANSMISSION REAL TIME MONITOR SCREEN (Continued) 14 SOFTWARE VER.

UNITS

----

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 2

WHEEL SPEED (RR)

rpm

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


----

3

FRONT BRAKE CUT


----

3

BRAKE LOCK SW


----

3

FOOT BRAKE PEDAL

ON:PRESSED, OFF:RELEASED

----

3

RIGHT ABS

ON:ABS ON, OFF:ABS OFF

----

3 3

LEFT ABS LOW BRAKE ACCUM. PRES

ON:ABS ON, OFF:ABS OFF ON:SW ON, OFF:SW OFF

-------

3

PRESS. IMBALANCE SWITCH


----

4

ENGINE SPEED

4

KEY SWITCH


----

4

ASR ON/OFF

ON:ASR ON, OFF:ASR OFF

----

4

ABS MANUAL SW


----

4

ASR MANUAL SW


----

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

1

STEERING SPEED.

1

BODY FLOAT STATUS

ON:Body not in float, OFF:Body in float

1

SUS. DAMP STATUS

H:HARD, M:MEDIUM, S:SOFT, -:None

1

SUS. SOL.3 STATUS

ON:Solenoid ON, OFF:Solenoid OFF

1 1

SUS. SOL.2 STATUS


SUS. SOL.1 STATUS


1

SUS. PRESS.(L)

kg/cm2, kpsi, MPa

1

SUS. PRESS.(R)

kg/cm2, kpsi, MPa

2

ENGINE SPEED

rpm

3

ENGINE SPEED

rpm

rpm ON:BRAKE ON, OFF:BRAKE OFF rpm


D34-5


s251

D34-6

PAGE

SIGNAL NAME

DATA INDICATION

SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN (Continued) 3 T/M OUTPUT SPEED

UNITS

rpm

3

T/M OUT. SP. (SUS)

rpm

3

SERVICE METER

h

3

POWER SUPPLY

3

SUS. MODE SET

4

ENGINE SPEED

rpm

4

SOFTWARE VER.

----

V H:HARD, M:MEDIUM, S:SOFT, A:AUTO

PMC REAL TIME MONITOR SCREEN 1 ENGINE SPEED

rpm

1

ASR MODE STATUS

ON:ASR MODE ON, OFF:ASR MODE OFF

----

1

CANCEL SW. STATUS


----

1

RESUME/UP SW.STATUS


----

1

SET/DOWN SW. STATUS


----

1

ACC. ARC. SYSTEM

----

1

ACC. ARC. MODE STATUS

1

ABS MANUAL SW ON/OFF

ON:SW ON, OFF:SW OFF ON:ACC.ARC.MODE ON, OFF:ACC.ARC.MODE OFF ON:SW ON, OFF:SW OFF

2

ENGINE SPEED

------rpm

2

DERATE MODE STATUS

2

ALTERNATE TORQ.

ON:DERATE MODE ON, OFF:DERATE MODE OFF 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 3

BRAKE COMMAND (BR) 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


----

4

F.BR.FILTER RESRICTION


----

4

R.BR.FILTER RESTRICTION (L)


----

4

R.BR.FILTER RESTRICTION (R)


----

4 5

HYD.FILTER RESTRICTION


----

5

BATTERY LIQUID LEVEL


----

5

HYD. OIL LEVEL


----

5

BRAKE DISK WEAR (RR)


----

5

BRAKE DISK WEAR (FL)


----

5

BRAKE DISK WEAR (FR)


----

5

BRAKE DISK WEAR (RL)


----

-------

rpm

ENGINE SPEED

rpm


D34001

REAL TIME DATA TABLES No. S251

s261

D34001

PAGE

SIGNAL NAME

DATA INDICATION

PMC REAL TIME MONITOR SCREEN (Continued) 6 ENGINE SPEED

UNITS

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


----

7

DIP SW. 15 STATUS


----

7

DIP SW. 14 STATUS


----

7

DIP SW. 13 STATUS


----

7

DIP SW. 12 STATUS


----

7

DIP SW. 11 STATUS


----

7 7

DIP SW. 10 STATUS DIP SW. 9 STATUS

ON:SW ON, OFF:SW OFF ON:SW ON, OFF:SW OFF

-------

8

DIP SW. 8 STATUS


----

8

DIP SW. 7 STATUS


----

8

DIP SW. 6 STATUS


----

8

DIP SW. 5 STATUS


----

8

DIP SW. 4 STATUS


----

8

DIP SW. 3 STATUS


----

8

DIP SW. 2 STATUS


----

8

DIP SW. 1 STATUS


----

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

1

STANDARD SMR

2 2

ENG. SPEED FRONT BRAKE ACCUM. PRE.


----

2

T/M OIL TEMP.


----

2

T/M FILTER RESTRICTION


----

2

BATTERY CHARGE


----

2

BLOW-BY PRESS.


----

2

ENG. OIL PRESS.


----

2

ENG. OIL TEMP.


----

2

COOLANT LEVEL


----

2

PARKING BR. STATUS


----

2

REAR BRAKE STATUS


----

2

BODY FLOAT CAUTION

ON:Body not in float, OFF:Body in float

----

2

LATERAL INCLINATION


----

2

STRG. ACCUM. PRECHARGE


----

3

ENGINE SPEED

3

STEERING PRESSURE


----

3 3

REAR BRAKE ACCUM. PRE. BUZZER

ON:Abnormal, OFF:Normal ON:BUZZER ON, OFF:BUZZER OFF

-------

3

CENTRAL CAUTION LAMP

ON:LAMP ON, OFF:LAMP OFF

----

rpm ON:SW ON, OFF:SW OFF

---h rpm

rpm


D34-7


s271

PAGE

D34-8

DATA INDICATION

ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN (Continued) 3 KPH/MPH CHANGE KPH:km/h, MPH:mile/h

UNITS

----

3

MODE CHANGE SW.2


----

3

MODE CHANGE SW.1


----

3

LAMP CHECK SW.


----

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) SUS. PRESS. (FR)

kg/cm2, kpsi, MPa kg/cm2, kpsi, MPa

1

SUS. PRESS. (RL)

kg/cm2, kpsi, MPa

1

SUS. PRESS. (RR)

kg/cm2, kpsi, MPa

1

F-R INCLINATION

1 1

PAYLOAD WEIGHT VEHICLE SPEED

° ton,us.ton,klb 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

1

s281

SIGNAL NAME

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

3

ENGINE SPEED

°C, °F 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


D34001


PAGE

DATA INDICATION

TMS REAL TIME MONITOR SCREEN (Continued) 3 ESTIM. PRESS. RRR

UNITS

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 FIELD STRE. RRR

5

D34001

SIGNAL NAME


D34-9

NOTES

D34-10


D34001

SECTION F TRANSMISSION AND TORQUE CONVERTER INDEX

TORQUE CONVERTER . . . . . . . . . Main Relief Valve . . . . . . . . . Torque Converter Relief Valve . . Torque Converter Regulator Valve Lock-up Clutch . . . . . . . . . . Hydraulic Pump . . . . . . . . . .

. . . . . .

. . . . . .

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. . . . . .

F2-2 F2-5 F2-5 F2-6 F2-6 F2-7

TRANSMISSION . . . . . . . . . . . . . . . . . . . . Lubrication Relief Valve . . . . . . . . . . . . . . . Transmission Control Valve . . . . . . . . . . . . . ECMV (Electronic Control Modulation Valve) . . . . ECMV Repair Procedure . . . . . . . . . . . . Transmission Oil Filters . . . . . . . . . . . . . . . Transmission Removal . . . . . . . . . . . . . . . Transmission Installation . . . . . . . . . . . . . . Procedure For Centering Engine and Transmission

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

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. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

F2-8 F2-10 F2-11 F2-14 F2-18 F2-22 F2-23 F2-24 F2-25

TRANSMISSION OIL COOLER Transmission Strainer . . . Removal . . . . . . . Installation . . . . . .

. . . .

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. . . .

. . . .

. . . .

F3-1 F3-1 F3-1 F3-2

DRIVE SHAFTS . . . Front Drive Shaft Removal . . Installation . Rear Drive Shaft Removal . . Installation .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

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. . . . . . .

. . . . . . .

F5-1 F5-1 F5-1 F5-1 F5-2 F5-2 F5-2

MISCELLANEOUS COMPONENTS . . . . . . . . . Transmission Controller . . . . . . . . . . . . . . Transmission Range Selector . . . . . . . . . . . Sensors & Switches . . . . . . . . . . . . . . . . Transmission/Torque Converter Troubleshooting

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

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F6-1 F6-2 F6-4 F6-5 F6-7

F01009 6/99

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

Index

. . . . . .

F1-1

NOTES

F1-2

Index

6/99 F01009

TRANSMISSION The Torqflow transmission (9, Figure 2-1) mounted on the 530M 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.

should be replaced at 500 hour intervals, or sooner if the warning light indicates high restriction. A washable screen is located on top of the left side of the transmission, next to the ECMV’s that should be serviced at the same time the oil is changed.

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.

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.

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 thetransmission sump and by external, replaceable elements located at the front of the fuel tank. The two transmission filter elements

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. POWER TRAIN 1. Engine 2. Driveline Adapter 3. Front Drive Shaft 4. Brake Cooling & Hoist Pump 5. Brake Cooling Pump

F02015 12/01

6. Steering & Brake Pump 7. Torque Converter Transmission Pump 8. Torque Converter 9. Transmission 10. Rear Drive Shaft

Transmission

11. Parking Brake 12. Differential Gear 13. Drive Shaft 14. Brakes 15. Planetary Gears

F2-1

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

F2-2

3. Torque Converter Control Valve 4. Torque Converter Regulator Valve

Transmission

F02015 12/01

FIGURE 2-4. TORQUE CONVERTER 1. Rear housing 2. Clutch (one-way) 3. Front housing 4. Disc 5. Plate

F02015 12/01

6. Stator 7. Coupling 8. Input shaft 9. Turbine 10. Piston

Transmission

11. Lock-Up Clutch Housing 12. Housing 13. Pump 14. Shaft

F2-3

MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE

FIGURE 2-5. 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

F2-4

7. Torque Converter Relief Valve Spring 8. Torque Converter Relief Valve 9. Piston Spring 10. Torque Converter Relief Valve Piston 11. To Transmission Sump

Transmission

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

F02015 12/01

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 2-6), 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 the 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 2-6. MAIN RELIEF VALVE 1. Main Relief Spool

2. Main Relief Valve Piston

. . . . . . . . . . . . . . . . . 44 ±1.5 kg/cm2 (626 ±21 psi)

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 2-7) 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 the 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)

F02015 12/01

FIGURE 2-7. TORQUE CONVERTER RELIEF VALVE 3. Relief Valve Piston

Transmission

4. Relief Valve Spool

F2-5

TORQUE CONVERTER REGULATOR VALVE The 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 the spring (1) and the spool (2) does not move.

FIGURE 2-9. BELOW REGULATED PRESSURE 1. Spring 2. Spool

When the hydraulic pressure at port “B” (Figure 2-10) becomes higher than the tension of spring (1), it pushes the spool (2) in the direction of the arrow, and the oil at port “A” flows to port “C”.

A: Inlet From Torque 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 2. Spool

A: Inlet From Torque Converter B: Chamber C: Outlet to Oil Cooler

LOCK-UP CLUTCH The operation of the lock-up clutch utilizes an ECMV (Electronic Control Modulation Valve) identical to those used to actuate the transmission range clutches.

FIGURE 2-8. TORQUE CONVERTER REGULATOR VALVE 1. Valve Body 2. Spring 3. Spool

F2-6

4. Pressure Tap 5. Inlet Port (From Torque Converter)

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

F02015 12/01

HYDRAULIC PUMP Torque converter and transmission

Volume: . . . . . . . . . . . . . . . . . . . . . . 491 l/min (130 gpm) @ 2100 RPM Pump Rotation . . . . . . . . L.H. (Counterclockwise)

FIGURE 2-11. HYDRAULIC PUMP 1. Washer 2. Stud 3. Nut 4. Drive Gear 5. Seal 6. Snap Ring 7. Plug

F02015 12/01

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

F2-7

TRANSMISSION The torqflow transmission (Figure 2-12) mounted on the 530M 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 washable screen is located on top of the left side of the transmission, next to the ECMV’s that should be serviced at the same time the oil is changed. 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

F2-8

3. Transmission 4. Transmission Control Valve

Transmission

5. Torque Converter Control Valve

F02015 12/01

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)

F02015 12/01

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

Transmission

25. #5 clutch (1st) 26. #4 planetary carrier 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

F2-9

LUBRICATION RELIEF VALVE

OPERATING PRESSURE Engine @ 2100 RPM Oil Temperature @ 70° - 90° (158° - 194°)

Function The Transmission Lubrication Releif Valve (3, Figure 2-14) is installed on the left side of the transmission case (1). This valve prevents abnormal pressure in the transmission lubrication circuit.

. . . . . . . . . . . . . . . . . . 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

F2-10

6. Spacer 7. Spring Guide 8. Spring 9. Plate 10. Spool 11. Gasket

Transmission

F02015 12/01

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

F02015 12/01

ECMV

SPEED RANGE

R

1st

2nd 3rd

L

M

H

R

RATIO 5.600

N F1

5.434

F2

4.063

F3

3.048

F4

2.415

F5

1.811

F6

1.333

F7

1.000 ECMV CLUTCH OPERATION TABLE

Transmission

F2-11

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 2. *Torque Converter Relief Valve: 9.5 ±1kg/cm2 (135 psi) 3. *Main Relief Valve: 44 kg/cm2 (626 psi) 4. *Regulator Valve: 5.3 ±1kg/cm2 (75 ±14 psi) 5. Oil Cooler 6. *Transmission Lubrication Relief Valve: 2.2 ±1kg/cm2 (31 psi) 7. Filter Assemblies 8. Hydraulic Pump 9. Strainer 10. Transmission Oil Pan 11. 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)

F2-12

15. Medium Clutch 16. ECMV (High Clutch): 18 ±1kg/cm2 (256 ±14 psi) 17. High Clutch 18. ECMV (Low Clutch): 35 ±1.5 kg/cm2 (498 ±21 psi) 19. Low Clutch 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

Transmission

F02015 12/01

ECMV (ELECTRONIC CONTROL MODULATION VALVE)

FIGURE 2-17. ECMV (ELECTRONIC CONTROL MODULATION VALVE) 1. Connector 2. Spring 3. Flow Sensor Valve Spool 4. Spring 5. Fill Switch

F02015 12/01

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

F2-13

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

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

Each ECMV is equipped with one proportional solenoid. 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.

F2-14

Transmission

F02015 12/01

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 of 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.

F02015 12/01

Transmission

F2-15

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). 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.

FIGURE 2-22.

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.

F2-16

Transmission

F02015 12/01

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.

F02015 12/01

Transmission

F2-17

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 the ECMV protective cover (1). Flush area under cover, taking care not to allow soil, sand, dust, paint, etc. to enter the ECMV, valve seats, etc. Filter Cleaning 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 the 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 the case (3, Figure 2-28) from the filter head (1). 4. Remove filter element assembly (2) from head (1). Remove O-rings (4, 5). 5. Wash all foreign matter from the element with light oil. Dry element using clean, dry, low pressure air. If element is damaged or cannot be completely cleaned, replace element.

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

6. Wash the head (1) and the case (3) with light oil. 7. Install O-rings (4 & 5) into head (1) and on case (3). Insert element (2) into case (3). 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.) torque. 11. Install the restriction sensor connector (4, Figure 2-27) to the harness (3) and install the protective cover (9).

F2-18

Transmission

FIGURE 2-28. FILTER ASSEMBLY 1. Filter Head 2. Filter Element 3. Filter Case

4. O-Ring 5. O-Ring

F02015 12/01

ECMV Removal 1. Remove the paint along the boundary between the fill switch assembly (16, Figure 2-29) and the valve body (1) at each ECMV to be removed. 2. Disconnect the electrical connectors for the 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 the mounting bolts (8, Figure 2-30) from the ECMV assembly (10), and separate the 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. 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.

FIGURE 2-29. ECMV ASSEMBLY 1. Valve Body 2. Plug 3. Plug 4. Pressure Control Valve 5. Piston 6. Spring 7. Shim 8. O-ring 9. Solenoid Valve 10. Bolt 11. Flow Detection Valve 12. Spring

13. Plug 14. O-ring 15. Spring 16. Fill Switch 17. O-ring 18. Bracket 19. Bolt 20. Washer 21. Cover Plate 22. O-ring 23. Bolt

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 the 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).

F02015 12/01

Transmission

F2-19

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 the valve body (1). Be certain the valve movement is smooth, by pushing the valve with fingers on both ends. 2. Install the 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.) torque. 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. 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

4. Install shims (7) and spring (6) in the pressure control valve. Install O-ring (22, Figure 2-38) in the valve body. • The standard number of shims is: • Standard shim pack thickness: • Individual shim thickness:

3 pcs. 0.6 mm 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.)

F2-20

Transmission

F02015 12/01

5. Install the 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 the 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.) torque. 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 the connectors (2, Figure 2-39) and (3) to the bracket.

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.

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.) torque.

F02015 12/01

Transmission

F2-21

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 transmission filters are located on the outside of the right frame rail, ahead of the fuel 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. 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 1. Install new element (5, Figure 2-31). Install housing (4) and tighten. 2. Replace drain plug (6), and O-ring (7). FIGURE 2-31. TRANSMISSION CIRCUIT FILTER 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.

F2-22

Transmission

1. Head Assembly 2. Indicator Switch 3. Seal 4. Bowl 5. Filter Element

6. Plug 7. O-Ring 8. Core Assembly 9. Bypass Valve

F02015 12/01

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.

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.

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.

F02015 12/01

Transmission

F2-23

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 the 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. 8. Verify all hoses and wiring have been installed. Install transmission guard structure under transmission.

Be certain all personnel are clear before lowering body to frame! 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.)

F2-24

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

10. Verify new transmission filter elements have been installed. 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. Note: Oil level must be checked again after the engine has been started and the oil is at operating temperature. 12. Refill the hydraulic tank with oil. Refer to Section “P”, Lubrication and Service.

Transmission

F02015 12/01

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.

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.

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

Procedure For Centering The Engine Assembly And Transmission Assembly

1. Engine End 2. Tool

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.

F02015 12/01

Transmission

F2-25

NOTES

F2-26

Transmission

F02015 12/01

TRANSMISSION OIL COOLER The bottom tank of the radiator contains the heat exchanger for the transmission. If a leak occurs in the heat exchanger, antifreeze/coolant may contaminate the transmission oil and/or transmission oil may contaminate the engine cooling system.

TRANSMISSION STRAINER

Transmission oil cooler repairs should be performed by a qualified repair facility. The bottom tank and gaskets are available as replacement components. Contact your Komatsu distributor.

Removal

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. If a leak has been found or suspected in the heat exchanger, the transmission oil must be examined IMMEDIATELY. Ethylene glycol (even in small amounts) will damage friction-faced 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.

1. Drain transmission oil. Be prepared to catch 120 liters (32 gal) of oil. 2. Remove capscrews (5, Figure 3-1) and cover (3). 3. Remove screen/magnets (1) and inspect.

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.

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 And Installation Refer to Section ‘‘C’’, Engine, Fuel, Cooling And Air Cleaner, for the removal and installation of the radiator.

Repair Repairs to transmission cooler and wet disc brake heat exchanger should be done by a qualified repair facility. The Wet Disc Brake heat exchanger is also mounted below the radiator tank. Refer to Section C. ‘‘Engine, Fuel, Cooling And Air Cleaner’’ for removal and repair. FIGURE 3-1. SCREEN/MAGNET REMOVAL 1. Screen/Magnet 2. O-Ring

F03008 6/98

Transmission Oil Cooler

4. Washer 5. Capscrew

F3-1

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 % 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 % of content is found in an oil sample, the cooler should be checked, replaced if necessary, and the transmission removed for rebuild. Judgement 1. When the element* is clogged with black foreign material (2, Figure 3-2), 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.

FIGURE 3-2. SCREEN/MAGNET 1. Screen Element 2. Black Foreign Matter (non-metallic)

3. Magnets 4. Iron Particles

Installation 1. Install screen/magnets (1, Figure 3-1) 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.

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.

F3-2

Transmission Oil Cooler

6/98 F03008

DRIVE SHAFTS The engine/transmission and transmission/final drive drive shafts differ in length and design. The front drive shaft is a fixed length, approximately 47 cm (18 in.). The rear drive shaft 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 drive shaft are similar. Front Drive Shaft Removal

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 drive shaft guard, if equipped. 2. Remove and tag any wiring or hoses which may interfere with removal. FIGURE 5-1. SOCKET MODIFICATION DIMENSIONS (Make Locally)

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.

Front Drive Shaft Installation 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 Drive Shaft Assembly”. 1. Position the drive shaft (1, Figure 5-2) between engine and transmission and align the cross and bearings with the drive flanges. 2. Install four capscrews (2) at each end and tighten to the following torque: Front Drive Shaft, 20 mm diameter capscrews: 44.8 ±2.2 kg.m (324 ±15.9 ft. lbs.) 3. Install drive shaft protector if equipped. 4. Install any wiring or hoses removed to gain access to drive shaft.

F05008 8/00

FIGURE 5-2. FRONT DRIVE SHAFT INSTALLATION 1. Front Drive Shaft 4. Capscrews, Drive Shaft 2. Capscrews (20 mm) (0.750 in.-16 UNF) 3. Engine Output 5. Transmission Input

Drive Shafts

F5-1

Disassembly of Drive Shaft Assembly

Rear Drive Shaft Removal

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 drive shaft guard, if equipped.

2. On the rear drive shaft 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 unserviceable, parts must be replaced with a new, balanced drive shaft.

2. Remove and tag any wiring or hoses which may interfere with removal. 3. Attach a sling hoist to the drive shaft. 4. Remove the four capscrews (2, Figure 5-3) at each cross and bearing and remove the drive shaft.

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 of Drive Shaft Assembly 1. Rear Drive Shaft Only - Lubricate the splines with multi-purpose grease, and carefully slide shafts together with alignment marks lined up. 2. Attach the cross & bearing assembly at each end. FRONT: Tighten capscrews (4, Figure 5-2) to: 44.8 ±2.2 kg.m (324 ±15.9 ft. lbs.) torque.

FIGURE 5-3. REAR DRIVE SHAFT INSTALLATION 1. Rear Drive Shaft 4. Transmission Output 2. Capscrews (18 mm) 5. Final Drive Input 3. Drive Shaft Capscrews (18 mm)

REAR: Tighten capscrews (3, Figure 5-3) to: 39 ±4 kg.m (282 ±28 ft. lbs.) torque. 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.)

Rear Drive Shaft Installation NOTE: Be certain the cross and bearing to drive shaft capscrews (3, Figure 5-3) have been properly torqued prior to installing the drive shaft. 1. Position drive shaft between the transmission and final drive and align the cross and bearings with the drive flanges. 2. Install four capscrews (2) at each end and tighten to the following torque: Rear Drive Shaft, 18 mm diameter capscrews: 39 ±4 kg.m (282 ±28 ft. lbs.) 3. Install drive shaft protector if equipped. 4. Install wiring or hoses removed to gain access to drive shaft.

F5-2

Drive Shafts

F05008 8/00

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

F06004 6/99

Miscellaneous Components

F6-1

TRANSMISSION SHIFT CONTROLLER

Snap-Shot Data

The 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 snap-shot data and the corresponding fault code. Table II. lists the data that will be recorded if one of the trigger faults should occur.

FIGURE 6-I. TRANSMISSION CONTROLLER 1. Transmission Controller 2. LED Display

3. Rotary Switch Plugs 4. Harness Connectors

EVENT MEMORY The 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).

SNAP SHOT DATA TRIGGER FAULTS FAULT No. TRIGGER FAULT CODE 1 Clutch engage double b005 2 Lock-up clutch failure b021 3 High clutch failure b022 4 5

The 3 types of stored data are:

6 7

Fault History Data

8 9

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.

10 11 12

Low clutch failure 1st clutch failure 2nd clutch failure 3rd clutch failure Reverse clutch failure Middle clutch failure T/C out pressure signal failure T/C overheating Manual trigger

b023 b024 b025 b026 b028 b029 b082 b0d2 b0FA

TABLE I.

F6-2


6/99 F06004

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

Trend Data

TRIGGER FAULT DATA RECORDED DATA Fill signal, lock-up clutch status Fill signal, low clutch status Fill signal, middle clutch status Fill signal, high clutch status Fill signal, 1st clutch status Fill signal, 2nd clutch status Fill signal, 3rd clutch status Fill signal, reverse clutch status Shift limit switch status F1 start switch status Transmission cut relay status Rear brake status Shift wait signal Transmission filter switch status Current value for lock-up clutch solenoid Current value for low clutch solenoid Current value for middle clutch solenoid Current value for high clutch solenoid Current value for 1st clutch solenoid Current value for 2nd clutch solenoid Current value for 3rd clutch solenoid Current value for reverse clutch solenoid Torque converter inlet pressure Torque converter outlet pressure Torque converter outlet temperature ECMV inlet oil temperature Transmission lube oil temperature Shift lever position Throttle pedal voltage value Throttle modification to PMC Brake command to PMC Transmission input speed Transmission intermediate speed Transmission output speed Engine speed

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’’. Information that can be recorded includes: • • • • • •

Number of lock-up clutch applications Thermal load of each clutch pack Lube oil temperatures of each clutch Rotating speed of each clutch pack Temperature of each clutch pack Number of abnormal uses

Refer to Section D, for detailed information regarding the Transmission Controller functions and system troubleshooting procedures.

TABLE II.

F06004 6/99


F6-3

TRANSMISSION RANGE SELECTOR When the operator moves the 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 the indicator (3, Figure 6-3) (with night lighting) to the left of the shift lever.

FIGURE 6-2. TRANSMISSION RANGE SELECTOR 1. Lever 2. Detent

F6-4

3. Range Indicator

The shift position is also displayed on the instrument panel. The 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

6/99 F06004

SENSORS, 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:

FIGURE 6-5. SPEED SENSOR ADJUSTMENT 1. Sensor 2. Locknut

Adjustment Procedure

3. Gear Tooth Tip a. Clearance Gap

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. 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

F06004 6/99

3. Sensor 4. Locknut


F6-5

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 the terminal (1, Figure 6-7) of the switch and turns the switch ON. The fill completed signal is then sent to the Transmission Controller.

The 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 & FILL SWITCH 1. ECMV Assembly 2. Flow Sensor Valve Spool

3. Fill Switch

FIGURE 6-7. FILL SWITCH 1. Terminal 2. Case

F6-6

3. Nut 4. Connector

FIGURE 6-8. SHIFT LIMIT SWITCH 1. Center Console 3. F1 Switch 2. Range Selector 4. Hoist Control Lever 3. Shift Limit Switch


6/99 F06004

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.

F06004 6/99


F6-7

PROBLEM

POSSIBLE CAUSES

SUGGESTED CORRECTIVE ACTION

TRUCK DOES NOT MOVE: Abnormal noise from pump or filter

Restricted strainer Pump cavitating Defective pump Low main relief valve (torque converter Truck does not move in any valve) pressure Defective ECMV transmission range Internal transmission damage Internal torque converter damage Defective speed sensor Defective ECMV Defective transmission clutch seal/groove Transmission clutch seized Truck moves normally in cerRotating clutch defective (oil sealing) tain transmission ranges Rotating clutch circuit shaft seal defective Rotating clutch shaft seal ring defective Internal transmission damage Defective speed sensor Defective pump Truck will not move when torque converter temperature Defective transmission clutch seal/groove Rotating clutch defective (oil sealing) rises Rotating clutch shaft seal ring defective Transmission set pressure too low: Restricted strainers Pump cavitating Low at every speed range Defective pump Low main relief valve Defective ECMV Defective transmission clutch seal/groove Low at certain speed ranges Rotating clutch defective (oil sealing) Rotating clutch circuit shaft seal defective Rotating clutch shaft seal ring defective Restricted strainer Gauge fluctuates violently Pump cavitating No oil flowing when pressure test port plug is removed and Defective pump drive (PTO) engine cranked Low modulating pressure Defective ECMV Low pump output pressure Low main relief valve pressure

F6-8


Remove and clean strainer Check for leaks in suction line Repair or replace pump Adjust or repair relief valve Replace ECMV Repair or replace transmission Repair or replace torque converter Adjust or replace speed sensor Replace ECMV Repair or replace transmission

Repair or replace transmission

Adjust or replace speed sensor Repair or replace pump Repair or replace transmission

Remove and clean strainers Check for leaks in suction line Repair or replace pump Adjust or repair relief valve Replace ECMV Repair or replace transmission

Remove and clean strainer Check for leaks in suction line Repair or replace torque converter Replace ECMV Adjust or repair or relief valve

6/99 F06004

PROBLEM

POSSIBLE CAUSES


Truck does not travel smoothly: Engine surging or lock-up lamp flashing

Low main relief pressure Clutch seal ring worn

Adjust pressure or repair relief valve Repair or replace transmission

Excessive shift shock during gear change: Shift shock is suddenly Defect or dirt in ECMV pressure control greater than before or exces- valve spool and flow detector valve spool sive compared to similar Defective ECMV proportional solenoid trucks

Replace ECMV

Transmission does not shift up: Does not shift up or shifts up only on downgrade

Damaged or slipping lockup clutch

Does not shift up under any conditions

Defective operation of selector valve of clutch not shifted up Repair or replace transmission Defective seal ring of clutch not shifted up Low main relief pressure Adjust pressure or repair relief valve

Repair or replace torque converter

Truck lacks power or speed when traveling, all speed ranges: NOTE: Make the following checks prior to diagnosing problems below: • Engine high idle speed • Torque converter stall speed • Truck travel speed • Transmission clutch oil pressure • Torque converter lockup oil pressure • Main relief pressure Abnormal noise from pump Restricted strainer Remove and clean strainer or filter 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 Torque converter stall speed Adjust or repair torque converter Defective torque converter relief valve is high relief valve Piping or oil cooler damage Inspect and repair as required Internal torque converter damage Repair or replace torque converter Torque converter stall speed Engine horsepower low Repair engine as required is low Defective torque converter freewheel Repair or replace torque converter Transmission set pressure is low: Restricted strainer Remove and clean strainer Low at all speed ranges, stall Pump cavitating Check for leaks in suction line speed is high 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 Gauge fluctuates excessively Pump cavitating Check for leaks in suction line Low after lockup engages (See ‘‘. . .Torque converter oil pressure is low’’)

F06004 6/99


F6-9

PROBLEM

POSSIBLE CAUSES


Truck lacks power or speed when traveling, all speed ranges (cont.): Torque converter inlet pressure low (transmission set pressure normal) Iron and aluminum particles stuck to strainer and case drain plug Pressure at pump outlet port is low Oil pressure drops as temperature rises

Piping or oil cooler damage

Adjust or repair torque converter relief valve Inspect and repair as required

Defective torque converter freewheel


Drop in set pressure of main relief valve

Adjust or repair main relief valve

Defective pump

Repair or replace pump

Defective torque converter relief valve

Torque converter oil temperature is high: Abnormal noise from pump when oil temperature is low

Restricted strainer Pump cavitating Both high and low idle speed Excessive torque converter internal oil is too low leakage Torque converter outlet oil Excessive torque converter internal oil pressure is too low leakage Torque converter inlet oil Torque converter relief valve defective pressure is too low Restricted strainer Transmission modulation Pump cavitating pressure too low Pump defective

Remove and clean strainer Check for leaks in suction line Repair or replace torque converter Repair or replace torque converter Adjust, repair or replace torque converter relief valve Remove and clean strainer Check for leaks in suction line Repair or replace pump

Torque converter oil pressure is low: Abnormal noise from pump

Restricted strainer Pump cavitating

Remove and clean strainer 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 Low torque converter inlet oil relief valve pressure Excessive torque converter internal oil leakage Transmission oil pressure and lockup oil pressure nor- Excessive torque converter internal oil mal, but torque converter in- leakage let pressure is low

F6-10


Adjust or repair torque converter relief valve Repair or replace torque converter


6/99 F06004

SECTION G DRIVE AXLE, SPINDLES AND WHEELS INDEX

TIRES AND RIMS . . . . . . . TIRES AND RIMS . . . . . General Information . FRONT TIRES AND RIMS Removal . . . . . . . Installation . . . . . . REAR TIRE AND RIM Removal . . . . . . . Installation . . . . . . TIRE MATCHING . . . . . RIM . . . . . . . . . . . . Tire Removal . . . . . Tire Installation . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 . . . . . .

. . . . . .

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. . . . . .

G2-3 G2-4 G2-5 G2-6 G2-6 G2-6

FRONT WHEEL HUB AND SPINDLE . . . . . . . . FRONT WHEEL HUB . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . Front Wheel Hub Bearing Adjustment SUSPENSION A-Frame Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . CENTER TIE ROD PIVOT . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . .

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. G3 G3-1 G3-1 G3-1 G3-3

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G3-4 G3-4 G3-5 G3-5 G3-5

FINAL DRIVE ATTACHMENTS . . . . . . REAR AXLE ATTACHMENT . . . . . . Lower Side Links and Center Link Panhard Rod (Diagonal Link) . .

. . . .

. . . .

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. G4 G4-1 G4-1 G4-3

G01015 11/97

. . . . . .

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Index

G1-1

REAR AXLE & FINAL DRIVE ASSEMBLY Differential Operation . . . . . . REAR AXLE ASSEMBLY . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . .

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. . . G5 . G5-1 . G5-2 . G5-2 . G5-2

DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . Removal (from axle) . . . . . . . . . . . . . . . Installation (in axle) . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . Differential Bearing . . . . . . . . . . . . Differential Gear Assembly . . . . . . . . Differential Assembly Installation (to case) . Input Pinion and Carrier Assembly . . . . . Adjusting Tooth Contact, Backlash . . . .

. . . . . . . . . .

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. . . . . . . . . . .

. . . . . . . . . . .

. . . . . . . . . . .

. . . G6 . G6-1 . G6-2 . G6-2 . G6-3 . G6-3 . G6-3 . G6-4 . G6-4 . G6-4 . G6-7

FINAL DRIVE PLANETARIES AND WHEEL HUBS FINAL DRIVE . . . . . . . . . . . . . . . . . . CARRIER ASSEMBLY . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . FINAL DRIVE CARRIER . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . FINAL DRIVE ASSEMBLY . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . .

G1-2

. . . . .

. . . . . . . . . . .

Index

. . . . .

. . . . . . . . . . .

. . . . . . . . . . .

G5-3 G5-3 G5-4 G5-5 G5-11 G5-11 G5-11 G5-12 G5-13 G5-16

11/97 G01015

TIRES AND RIMS General Information and Recommendations The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure. Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in a malfunction. If a tire should become deeply cut, it should 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 lock ring 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.

G02014 6/98

Tires and Rims

FIGURE 2-1. TYPICAL TIRE HANDLER

G2-1

3. Release air from tire.

FRONT TIRES AND RIMS

4. Grasp tire assembly with the tire handler.

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.

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.

FIGURE 2-3. FRONT WHEEL HUB 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.

G2-2

1. Clamp 2. Nut 3. Valve Lock Plate

Tires and Rims

4. Capscrew 5. Wheel Rim 6. Wheel Hub

6/98 G02014

Installation

REAR TIRE AND RIM

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. 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.) 3. Continue tightening nuts in increments until the following torque is obtained on each nut:

Removal 1. Stop the machine on level ground, apply parking brake, and put blocks on both sides of both front wheels. 2. Raise final drive enough for tires to clear the ground surface to be removed. Block the final drive case securely. 3. Remove air valve lock plate (2, Figure 2-4)

Threads coated with LM-P Anti friction compound: 175 ±20 kg.m (1265 ±145 ft. lbs.)

4. Remove clamp nuts (4) clamps (3).

Dry threads: 225 ±25 kg.m (1630 ±181 ft. lbs.)

6. Position tire removal apparatus as shown in Figure 2-5 and remove outside wheel assembly.

4. Check tire inflation for tire manufacturer’s recommended pressure. Raise truck and remove all blocking.

5. Remove wedge ring (7, Figure 2-6).

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 FIGURE 2-4. RIM AND CLAMPS 1. Rim 2. Air Valve Lock Plate

G02014 6/98

1. Final Drive Housing

2. Spacer

3. Clamp 4. Nut

Tires and Rims

G2-3

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

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.

10. Clamp 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).

G2-4

Tires and Rims

6/98 G02014

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 90o 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

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Tires and Rims

G2-5

RIM

2. Check inflation fittings. Replace if necessary.

Tire Removal From Rim

3. Install inner side ring (1, Figure 2-6) on rim. Coat beads of tire with tire mounting soap solution. 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.

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.

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. 7. Install lock ring(5) and tap into place with a lead hammer. Lock ring lug must fit into slot of rim.

Prying against tire bead may cause damage to tire bead which will cause air leaks.

8. Remove valve core and inflate tire to seat beads of tire and O-ring as specified by tire manufacturer.

2. Break tire loose from bead seat band (3, Figure 2-6). 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.

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.

6. Break tire bead loose from back flange side of rim. 7. Remove tire from 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.)

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).

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.

G2-6

Tires and Rims

6/98 G02014

FRONT WHEEL HUB AND SPINDLE Disassembly Of Front Wheel Hub

FRONT WHEEL HUB Removal (Wheel Hub Only; Brake Assy. Remains In Place) 1. Block rear wheels on both the front and rear sides. 2. Refer to Front Tire and Rim Removal, this Section, and remove front tire and rim assembly. 3. Thoroughly clean hub, brake assembly, and mounting capscrews. Drain oil from wheel assembly by removing plug (16, Figure 3-1). 4. Disconnect and cap brake apply and cooling oil lines at inner side of brakes.

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 1: 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 2: 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. Check the number and thickness of the shims behind retainer and 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). 11. Remove outer bearing (15) and pin (2), then remove wheel hub assembly (20).

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 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 Of Front Wheel Hub 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 and 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.

12. Remove inner bearing (21) and pin (2). 13. Transport wheel hub and associated parts to a clean work area for disassembly and inspection.

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Front Wheel Hub and Spindle

G3-1

FIGURE 3-1. Front Wheel & Spindle Assembly 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

Front Wheel Hub Bearing Adjustment 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 20-30 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 and Service, Section ‘‘P’’, Lubrication Chart, Lube key ‘‘C’’ for correct oil.

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G3-3

7. Connect brake apply lines and brake cooling lines to brake assembly. 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. 3. Refer to Section ‘‘H’’, ‘‘Front Suspension Installation’’ and install the front suspension.

Bleed brakes before placing truck in production. Refer to Brake Bleeding, Section ‘‘J’’.

4. Refer to Section ‘‘G’’, ‘‘Front Tire and Rim Installation’’ and install the front tires.

9. After engine start-up, check oil level in hydraulic tank, and fill as required.

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 A-Frame. Remove retaining capscrew and pin (7, Figure 3-3) and spacers (3). 4. Remove A-Frame from frame.

FIGURE 3-3. A-FRAME ARM PIN

Inspection of Parts 1. Inspect bushings (1, Figure 3-3). If damaged, remove old bushings and install new parts.

1. Bushing 2. Frame 3. Spacer 4. Snap Ring\Seal

5. O-Ring 6. Bearing 7. Pin

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. 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.

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6/98 G03014

CENTER TIE ROD PIVOT Removal 1. Remove capscrews and washers (9, Figure 3-4) and the grease lines connected to pins (3 and 10). 2. Slide tie rod (13) away from pivot link (7). 3. Remove snap ring (2), washer (1) and pivot pin (3). 4. Remove pivot link. 5. Remove seals (12), snap rings (14) and push out ball joint assembly (16).

Installation 1. Press in bushings (4, 6, and 11, Figure 3-4). 2. Place pivot link in frame with O-Rings (5) and install pin (3). Install washer (1) and snap ring (2). 3. Install ball joint assembly (16), O-Rings (15), and snap ring (14) in pivot link. 4. Install seals (12). 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

G03014 6/98

5. O-Ring 6. Bushing 7. Pivot Link 8. Spacer

9. Capscrew and washer 10. Tie Rod Pin 11. Bushing 12. Seal


13. Tie Rod 14. Snap Ring 15. O-Ring 16. Ball Joint

G3-5

NOTES

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6/98 G03014

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.

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.)

Lower Side Links and Center Link 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. FIGURE 4-2. LINK PIN Be sure jack is secure to lower mount so it will not slide off as jack is extended.

G04012 11/97

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 and Washer

G4-1

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 bearinigs are worn or damaged, replacement will be necesssary. 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

G4-2


2. Snap Ring

11/97 G04012

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. 3. Support panhard rod (1, Figure 4-4). 4. Remove capscrews & washers (8, Figure 4-2) and retainer plate (7) and remove link pin (1) from each end of the panhard rod. 7. Remove spacers (3, Figure 4-2). Remove panhard rod from between frame and final drive case.

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). 4. Install pin (1) 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 and verify grease is present in the bearings.

8. If spherical bearings are to be replaced, remove snap rings (4) and bearings (6). 9. 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.

FIGURE 4-4. PANHARD ROD (DIAGONAL LINK) 1. Rear Suspension 2. Frame Mount

2. Repeat step 1 for other end of link as required.

3. Rear Axle Mount 4. Panhard Rod (Diagonal Link)

Refer to Figure 4-2 for view A - A.

G04012 11/97


G4-3

NOTES

G4-4


11/97 G04012

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 straight-away 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.

Refer to Figure 5-2 for View A - A.

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 FIGURE 5-1. REAR AXLE ASSEMBLY Tire size: 33.00 - 51, 50 PR Rim size: 24.00 - 51

G05016 12/98

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 G5-1

13. Refer to Final Drive Attachment, in this Section, for the Lower Link, Center Link, and Panhard Rod ‘‘Removal’’. Remove these components.

REAR AXLE ASSEMBLY Removal

14. Remove blocks from behind rear wheels. 15. Roll final drive assembly out from under frame. 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 assembly 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. 10. Remove rock ejectors from both sides of body. 11. Completely vent all nitrogen gas (N2) from both rear suspensions. Refer to Section ‘‘H’’, Oiling and Charging Procedures for safe discharging of Nitrogen gas (N2). 12. Refer to Section ‘‘H’’, Rear Suspension Removal. Remove both suspensions.

G5-2

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. 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.) torque. 7. Install all hydraulic lines to park brake assembly and both rear oil-cooled disc brake assemblies.

Before placing truck in production, brakes must be bled. Refer to Section ‘‘J’’ for the Brake Bleeding procedure.

Rear Axle and Final Drive Assembly

G05016 12/98

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. 11. Charge all suspensions. Refer to Section ‘‘H’’, Suspension Oiling and Charging Procedure. 12. Refer to ‘‘Planetary Final Drive" and fill each final drive with approved oil.

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. b. Clean breather as necessary, or at least every 250 hours of truck operation, to insure proper venting. c. Differential and Final Drive oil should be changed every 2000 hours of truck operation.

To Check Differential Oil Level 1. Truck should be parked on a level surface.

DIFFERENTIAL ASSEMBLY

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. 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. FIGURE 5-2. AXLE HOUSING, VIEW A - A, Fig. 5-1 1. Axle Housing 4. Pin 2. Fill/Level Plug 5. Drain Plug 3. Latch Assembly 6. Axle Housing Breather

G05016 12/98

3. Refer to ‘‘Parking Brake Removal’’, Section ‘‘J’’, and disconnect all three parking brake spring cylinders and hoses.


G5-3

4. Refer to Final Drive Attachment, in this Section, for removal of the Center Link, and Panhard Rod. Remove these components. 5. Refer to Transmission, Section ‘‘F’’, ‘‘Driveline Removal’’, and remove the rear driveline.

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).

Installation

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.) torque. 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.) torque. 4. Refer to Final Drive Attachment, in this Section, for installation of the Center Link, and Panhard Rod. Install these components.

Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).

5. Refer to ‘‘Planetary Final Drive", in this Section, for instructions to install both drive axles. 6. 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). 7. Refer to ‘‘Parking Brake Installation’’, Section ‘‘J’’, and connect all three parking brake spring cylinders and hoses. 8. 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. FIGURE 5-3. DIFFERENTIAL ASSEMBLY 1. Lift Chain

G5-4

2. Differential Assembly


G05016 12/98

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 an exact replica of the particular part(s). Some parts, such as the Park Brake Support, (the 530M has mounting surfaces for three brake calipers) may actually appear different, but their fit and function, as depicted in the illustrations, are similar.

3. Caliper assembly a. Refer to ‘‘Parking Brake Removal’’, Section ‘‘J’’, and remove all three parking brake assemblies. b. Remove brake disc (1, Figure 5-5). 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 2. Coupling 3. Capscrew

FIGURE 5-4. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 3. Connecting Pin 2. Tool 4. Lever NOTE: The 530M has three brake caliper assemblies.

4. Holder 5. Support 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). 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.

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.

FIGURE 5-6. PINION AND CARRIER 1. Lifting Device

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2. Carrier Assembly

G5-5

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

G5-6

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 27. Bearing Carrier Cage 20. Cross Shaft 28. Shim Assembly 21. Differential Case 29. Park Brake Support 22. Retainer 30. Bearing 23. Capscrew & Washer 31. Coupling 24. Bearing 32. Retainer 25. Dowel Pin 33. Capscrew & Washer 26. Ring 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).

Differential Gear Unit 1. Remove locks (1, Figure 5-10).

FIGURE 5-10. DIFFERENTIAL FIGURE 5-8. PINION BEARING 1. Pinion Gear 2. Carrier

3. Inner Bearing 4. Inner Bearing 5. Spacer

1. Locks 2. Wrench (790-425-1660)

3. Capscrews

2. Remove spacer (5), then remove inner bearing (4).

2. Using wrench (2), loosen left and right side bearing adjustment nuts (3) until they can be turned by hand.

3. Remove holder (4, Figure 5-9), then remove center bearing inner race (5) from pinion gear (6).

3. Remove capscrews (2, Figure 5-11). Remove plates (5) and caps (1).

4. Remove bearing outer races (2) and (1) from carrier (3).

4. Lift off differential gear assembly (4).

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

5. Remove left and right side bearing adjustment nuts (3).

FIGURE 5-11. DIFFERENTIAL MOUNTING 1. Cap 2. Capscrews


3. Adjustment Nuts 4. Gear Assembly 5. Plate

G5-7

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).

G5-8

FIGURE 5-16. PINION GEAR ASSEMBLY 2. Cross Shaft 1. Gear Assembly


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6. Hold pinion gear assembly (3, Figure 5-17) with press, and using wrench (1), remove ring nut (2).

9. Remove bearing outer races (1 & 2, Figure 5-19) 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

FIGURE 5-19. GEAR BEARINGS 1. Outer Race

7. Push out shaft (4, Figure 5-18) with press, then remove pinion gear (1), bearing (2), and collar (3).

2. Outer Race

10. Remove side gear (1, Figure 5-20).

8. Remove bearing from shaft.

FIGURE 5-20. FIGURE 5-18. GEAR AND SHAFT 1. Pinion Gear 2. Bearing

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1. Side Gear

2. Bevel Gear

3. Collar 4. Shaft


G5-9

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 1. Bearing 2. Snap Ring

12. Remove bevel gear (3, Figure 5-22) from case (2). 13. Remove bearing (1) from case.

3. Differential 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

G5-10

3. Bevel Gear 4. Capscrews and Washers


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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 5-23) 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.) torque. 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.

FIGURE 5-24. BEARING INSTALLATION

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

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 −0.000

in) lower than the

surface of the washer. 4. Install side gear (1, Figure 5-20). 5. Differential Pinion Side Gear.

2. Shaft

1. Bearing

+0.2 −0.0

mm (0.020

+0.008 −0.000

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.

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. 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 5-16) to cross shaft (2), then raise and install in case.

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FIGURE 5-25. BEARING INSTALLATION 1. Side Bearing


2. Case

G5-11

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.) torque. 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.) torque. 3. Adjusting preload of bearing: a. Install measurement adapters (2, Figure 5-27) to both ends of cap. b. Measure dimension between adapters with depth micrometer (1).

3. Measuring Posts 4. Spring Balance 5. Plates

d. Fit spring balance (4, Figure 5-27) to 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 soft-faced 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 check that there is no gap.

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.

G5-12

FIGURE 5-28. BEARING ADJUSTMENT


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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 2. Outer Race

3. Carrier

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.) torque. 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 10. O-Ring 1. Capscrew & Washer 11. Capscrew & Washer 2. Park Brake Disc 12. Holder 3. Coupling 13. Bearing Race 4. Capscrew & Washer 14. Pinion Gear (15 T) 5. Holder 15. Bearing Carrier 6. O-Ring 16. Shim Assembly 7. Park Brake Support 17. Capscrew & Washer 8. Oil Seal 18. Bearing Assembly 9. O-Ring

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FIGURE 5-31. 1. Holder 2. Bearing Inner Race


3. Pinion Gear

G5-13

FIGURE 5-32. 1. Bearing Inner Race

2. Spacer FIGURE 5-34. 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. *NOTE: Use the same amount of shims that were removed at time of pinion disassembly.

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) torque.

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. FIGURE 5-33. 1. Bearing 2. Carrier

G5-14

3. Pinion Gear

1. Park Brake Support 2. O-Ring


3. Oil Seal

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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.

FIGURE 5-36. 1. Park Brake Support 3. Bolt 2. O-Ring and Holder 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: 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.

Method #2: b. Measure the axial bearing end play for: 0.0 - 0.118 mm (0.0 - 0.0046 in.) Measuring method: 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.

FIGURE 5-39.

FIGURE 5-37. 1. Spring Scale

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G5-15

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

G5-16

2. Adjustment Nut


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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.

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Adjust the tooth contact as shown in the following illustrations and procedure.


G5-17

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.) torque.

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.) torque.

FIGURE 5-44. PARK BRAKE SPRING CYLINDER 1. Spring Cylinder 2. Tool

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 5-44), 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

G5-18

3. Caliper


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FINAL DRIVE PLANETARIES AND WHEEL HUBS To Check Oil Level:

FINAL DRIVE 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

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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

Final Drive Planetaries and Wheel Hubs

SPECIFICATIONS: Splash-type Lubrication Ratio: 7.235 Oil: 120 L (31.7 gal) Each Side

G6-1

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 (50t) 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). FIGURE 6-3. DRIVE SHAFT

6. Remove sun gear (5).

1. Carrier Assembly 2. Spacer 3. Drive Shaft

7. Remove spacer (2).

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

G6-2


2. Rim

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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). 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.

FIGURE 6-6. BEARINGS 1. Bearings

2. Spacer

FINAL DRIVE CARRIER

3. Pull out gear assembly (5), and remove two bearings (1) and spacer (2). (See Figures 6-5 and 6-6)

Disassembly

4. Remove outer race (1, Figure 6-7) and spacer (2).

1. Remove four capscrews (6, Figure 6-5) and six capscrews (7), then remove plate (3).

NOTE: The bearing is an adjustment-free bearing, so keep together as a set in a safe place. 5. Remove snap ring (3).

2. Using a press, remove shaft (4).

6. Remove spacer (8, Figure 6-5) from carrier.

FIGURE 6-5. CARRIER 1. Bearings 2. Spacer 3. Plate 4. Shaft

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5. Gear Assembly 6. Capscrews 7. Capscrews 8. Spacer

FIGURE 6-7. OUTER BEARING RACES 1. Outer Race 2. Spacer


3. Snap Ring

G6-3

Assembly

FINAL DRIVE 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).

1. Remove rear wheel assembly. Refer to “Rear Wheel Removal”, this section.

4. Set spacer (2, Figure 6-5) and bearing (1) in position, then raise planetary gear and assemble, and install bearing (1) from top.

2. Remove carrier assembly as previously described.

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.) torque. After rotating pinion gear 5 - 6 turns, tighten nine capscrews (4) and six capscrews (3) to specified torque again.

3. Shim and retainer removal; a. Using three evenly spaced tools 562-99-3A110 (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 6-9). b. Remove mounting capscrews (2, Figure 6-10), then remove retainer (1) and shims. NOTE : Check the number and thickness of the shims, and keep together in a safe place.

FIGURE 6-9. BRAKE GEAR TOOL INSTALLATION

FIGURE 6-8. PLANETARY SHAFT RETAINER 1. Cover 2. Retainer Plate

G6-4

3. Capscrew & Washer 4. Capscrew & Washer

1. Tool (562-99-3A110) (3 required, Equally Spaced) 2. Capscrew 3. Outer Gear


4. Inner Gear 5. Capscrew (Temporary) 6. Wheel Hub

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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 6-12), 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 6-13. REAR WHEEL HUB 1. Hub Assembly

FIGURE 6-11. RING GEAR 1. Ring Gear Assembly

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2. Housing

2. Hub


G6-5

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 6-15. HUB AND BEARING 1. Bearing

G6-6

2. Hub Assembly

FIGURE 6-16. HUB AND BEARING 1. Hub Assembly 2. Outer Race

3. 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 1. Bearing 2. Axle


3. Pin

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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.) torque. 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).

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.) torque. 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.) torque. 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 holder (2), and apply Three Bond #1374 thread tightener to mounting capscrews (6) and tighten to 11.5 kg.m (83.2 ft. lbs). d. 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.) torque.

If the capscrews are tightened without rotating the wheel hub, the bearing will not seat properly and the correct preload cannot be obtained.

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FIGURE 6-18. SHIM ADJUSTMENT 1. Micrometer


2. Retainer 3. Capscrew

G6-7

NOTES

G6-8


G06009 03/01

SECTION H SUSPENSIONS INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . . Suspension Operation (Standard Equipment) . . . . . . . 3-Mode Supension (Optional Equipment) . . . . . . . . . 3-Mode Suspension System Components . . . . . . Automatic Suspension Controller (ASC) . . . . . Manifold Valve . . . . . . . . . . . . . . . . . . . Actuator . . . . . . . . . . . . . . . . . . . . . . Steering Sensor . . . . . . . . . . . . . . . . . . Suspension Removal . . . . . . . . . . . . . . . . . . Suspension Installation . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . Inspection . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . Damping Valve Repair . . . . . . . . . . . . . . . . . Damping Valve (Fixed Rate) . . . . . . . . . . . . Damping Valve/Actuator (3-Mode Damping Rate)

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. H2 H2-2 H2-2 H2-3 H2-4 H2-4 H2-4 H2-5 H2-5 H2-6 H2-7 H2-8 H2-8 H2-8 H2-10 H2-10 H2-11

REAR SUSPENSION . . . . . . OPERATION . . . . . . . . . Removal . . . . . . . . . Installation . . . . . . . Disassembly . . . . Assembly . . . . . . Spherical Bearing Repair

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. H3 H3-2 H3-3 H3-3 H3-4 H3-5 H3-6

OILING AND CHARGING PROCEDURES . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . EQUIPMENT LIST . . . . . . . . . . . . . . . . . FRONT SUSPENSION . . . . . . . . . . . . . . . Front Suspension Oiling . . . . . . . . . . . . Front Suspension Nitrogen Charging . . . . . REAR SUSPENSION . . . . . . . . . . . . . . . . Rear Suspension Oiling . . . . . . . . . . . . Rear Suspension Nitrogen Charging . . . . . Adjusting Length of Front and Rear Cylinders

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. H4 H4-1 H4-1 H4-1 H4-3 H4-4 H4-5 H4-5 H4-6 H4-7

H01011 6/98

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Index

H1-1

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.

H02012 6/98

Front Suspensions

FIGURE 2-1. FRONT SUSPENSION

H2-1

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 9. Tube 2. Retainer 10. Valve Assembly 3. Flange 11. Leaf Springs 4. Cylinder (with axle) 12. Orifice Plate 5. Rod 6. Wear Ring A. Gas Chamber 7. Discharge Plug B. Oil Chamber 8. Air Bleed Plug C. Oil Chamber

H2-2

Front Suspensions

6/98 H02012

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, vartiable 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. 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. The shaft (6, Figure 2-4) is connected to the 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.

FIGURE 2-3. 3-MODE SUSPENSION ASSEMBLY (Left Suspension Shown) 1. Front Suspension Assembly 2. Protective Cover

H02012 6/98

3. Actuator 4. Valve Body

Front Suspensions

H2-3

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 through the S-NET (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 Aquisition Device ‘‘DAD’’. (Refer to ‘‘PMC System’’ at the end of this manual.)

H2-4

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 The 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 the 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.

Front Suspensions

6/98 H02012

FIGURE 2-6. ACTUATOR 1. Output Shaft A: To Manifold Port ‘‘A’’ B: To Manifold Port ‘‘B’’ C: To Manifold Port ‘‘C’’

Actuator 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.

FIGURE 2-7. STEERING SENSOR 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.

H02012 6/98

Front Suspensions

H2-5

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.

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 face mask or goggles, discharge nitrogen pressure from 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.) torque.

FIGURE 2-9. STEERING LINKAGE REMOVAL 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’’, 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

H2-6

3. Charging Valve

Front Suspensions

6/98 H02012

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).

FIGURE 2-10. STEERING KNUCKLE 1. A-Arm 2. Capscrews

7. Connect brake hoses.

3. Lockwashers

8. Install front hub, wheel and tire. Refer to Section ‘‘G’’ for installation procedures. 9. After installation of suspension, it will be necessary to check oil level and charge with nitrogen gas. Refer to ‘‘Suspension Oiling and Charging’’ procedure, 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

H02012 6/98

Front Suspensions

2. Cylinder Pin

H2-7

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 3-mode or standard system damping controls. If available, the suspension should be mounted in a roll-over stand to retain the assembly and allow repositioning during disassembly and reassembly procedures. 1. Remove top suspension cover.

If scratches or scores are found in housing or on suspension tube, contact the Komatsu Distributor for additional information regarding repair services or factory recommended repair procedures. Assembly Clean all components thoroughly. Lightly coat all Orings, backup rings, seals and wiper with petroleum jelly or suspension oil. 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, be careful not to deform the bushings during installation.

3. Remove flange mounting bolts (2) and air bleed plug (5).

2. Press fit 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 fit 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 Section ‘‘L’’, Lubrication and Service for oil specifications. (Final oil level is determined after suspension is installed on the truck.) 7. Lift cylinder rod assembly and install into 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.) torque.

FIGURE 2-12. LIQUID GASKET SEAL AREA 1. Retainer 2. Flange

H2-8

A - Sealant Area B - No sealer - this area

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.) torque. 11. Install cover on top of suspension.

Front Suspensions

6/98 H02012

FIGURE 2-13. FRONT SUSPENSION ASSEMBLY

1. Retainer 2. Capscrew 3. Charging Valve 4. Discharge Valve 5. Air Bleed Plug 6. Plate 7. Flange 8. Rod Assembly 9. Wear Ring 10. Bushing 11. Dust Seal 12. Seal 13. Bushing

H02012 6/98

Front Suspensions

H2-9

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 procedure.) Use a jack under truck frame to prevent 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 the four capscrews attaching the valve body to the suspension. Remove valve body (2). 3. The 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 (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). 3. Install orifice plate assembly (3) to valve body (2). Tighten capscrews to 6.75 kg.m (49 ft. lbs.) torque. 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) torque. 5. Using new O-rings, install tube (1). Tighten capscrews to 11.25 kg.m (81 ft. lbs.) torque.

H2-10

FIGURE 2-14. DAMPING VALVE 1. Tube 2. Valve Body 3. Orifice Plate Assembly 4. Capscrew 5. Stopper Plate

6. Plate 7. Oblong Leaf Spring 8. Circular Leaf Spring 9. Orifice Plate 10. Pin

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.

Front Suspensions

6/98 H02012

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). 3. Remove actuator (with key) from flange (11). Be certain key (14) does not drop out of shaft slot during removal. 4. Remove tube (1, Figure 2-14). 5. Remove capscrews (2, Figure 2-15) and flange (11) from valve body.

FIGURE 2-15. VALVE BODY/ACTUATOR 1. Actuator 2. Capscrew 3. Capscrew 4. Plug 5. Orifice Plate 6. O-Ring 7. Shaft

8. Bearing 9. O-Ring 10. Backup Ring 11. Flange 12. Packing 13. Bushing 14. Key


6. Remove shaft (7) and bearing (8).

1. Clean parts thorougly and inspect for excessive wear or damage.

7. Remove packing (12). If bushing is worn and requires replacement, use a tool of the proper size to press bushing out of housing.

2. Discard packing (12, Figure 2-15), O-Ring (9), and backup ring (10).

8. Remove O-ring (9) and backup ring (10).

3. Check bearing (8) for smooth operation. Replace if galling, pitting etc. is evident.

9. Remove capscrews (3) and remove valve body from suspension.

4. Check circular (6) and oblong (4) leaf springs for wear, cracking etc.

10. The orifice plate assembly (5) should be taken out as a complete unit. 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).

Assembly

12. Remove pins (10) from 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).

1. Install pins (10, Figure 2-14) to orifice plate (9).

2. Assemble circular leaf springs (8), oblong leaf springs (7) along with plates (9), (6), and (5). Secure together with capscrew (4). 3. Install orifice plate assembly (5, Figure 2-15) to valve body. Tighten capscrews to 6.75 kg.m (49 ft. lbs.) torque.

H02012 6/98

Front Suspensions

H2-11

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.) torque. 11. Pack end of shaft area with Lithium grease No. 2 (G2-LI) as shown in Figure 2-16. Coat actuator-toflange 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.) torque. 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.) torque. 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.) torque. 15. Install cover over actuator assembly. 16. Refill suspension with oil and charge with nitrogen. Refer to ‘‘Oiling and Charging Procedures’’, Section H4.

H2-12

Front Suspensions

6/98 H02012

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.

H03010 11/97

FIGURE 3-1. REAR SUSPENSION ASSEMBLY 1. Charging Valve 2. Cylinder 3. Flange 4. Retainer

Rear Suspensions

5. Rod 6. Ball 7. Discharge Plug

H3-1

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 shock-absorbing 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

H3-2

Rear Suspensions

6. Oil Area 7. Cylinder Rod 8. Check Ball 9. Discharge Plug

11/97 H03010

Removal

Installation

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

H03010 11/97

3. Suspension Cylinder

Rear Suspensions

H3-3

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

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4. Flange 5. Cylinder

1. Discharge Plug 2. Cylinder 3. Wear Ring 4. Flange 5. Clamp 6. Cover 7. Packing 8. Bushing 9. Capscrew

Rear Suspensions

10. Washer 11. Plate 12. Rod 13. Seal 14. Retainer 15. O-Ring 16. Backup Ring 17. Bushing 18. Charging Valve 19. Spherical Bushing

11/97 H03010

FIGURE 3-8. ROD AND WEAR RING 1. Cylinder Rod

7. Install temporary plugs in charging valve and discharge plug ports.

FIGURE 3-6. FLANGE COMPONENTS 1. Flange 2. Bushing

2. Wear Ring

3. U-Packing

8. With cylinder positioned vertically, fill inside of cylinder housing with oil. Refer to Section L, ‘‘Lubrication and Service’’, for oil specifications. 9. Lift cylinder rod assembly and install into cylinder housing.

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).

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’’.

3. Install seal (2, Figure 3-7) in retainer (1). 4. Install backup ring (16, Figure 3-5) and O-ring (15) in groove in flange. 5. Install flange (4) over rod (12). 6. Install Retainer (14) over rod.

FIGURE 3-7. RETAINER AND SEAL 1. Retainer

H03010 11/97

FIGURE 3-9. LIQUID GASKET SEAL AREA

2. Dust Seal

1. Retainer 2. Flange

Rear Suspensions

A - Sealant Area B - No sealer - this area

H3-5

11. Secure flange, retainer, and plate to cylinder with capscrews (9, Figure 3-5) and washers (10). Tighten to standard torque.

REAR SUSPENSION SPHERICAL BEARING REPAIR

NOTE: The charging valve and discharge plug can be installed in either port.

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

12. Install charging valve (18, Figure 3-5) and discharge plug (1). Tighten to 4.5 ± 0.5 kg.m (33 ± 4 ft.lbs) torque.

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.

H3-6

Rear Suspensions

11/97 H03010

OILING AND CHARGING PROCEDURES GENERAL

NITROGEN GAS SPECIFICATIONS

These procedures cover oiling and charging of suspensions on Komatsu 530M/HD1500-5 trucks. Suspensions which have been properly charged will provide improved handling and a better ride while improving the service life of the truck main frame and suspensions. NOTE: Inflation pressures and exposed piston lengths are calculated for a normal truck gross vehicle weight (GVW). Any accumulation of dirt/mud/debris on the truck or in the body should be removed before starting these procedures. Additions to truck weight (tailgates, water tanks, etc.) should 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 that three (3) basic conditions be established in the following order:

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.

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.

FRONT SUSPENSION

1. Oil level must be correct.

1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake.

2. Suspension piston rod extension for nitrogen charging must be correct and this dimension be maintained during nitrogen charging.

2. Check that the bottom of the cylinder cover is within the range marked by arrows (Figure 4-1) for correct nitrogen charge.

3. Nitrogen charge pressure must be correct.

3. If the suspension is within the area indicated by arrows, no service is necessary for the front suspensions. See “NOTE” below. If suspension is not within the area indicated by the arrows, the front suspensions will have to be serviced.

For best results, suspensions should 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 truck has been operated, these dimensions may vary.

NOTE: The oil level should be checked: • Before charging or adding nitrogen. • When there are signs of oil leakage. • After rebuild/repair and the suspension is installed on the truck.

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; 63.5mm (2.5 in.) 4. Oil (MIL-L-2104C, SAE 10W) 5. Dry Nitrogen (See Nitrogen Specifications Chart)

FIGURE 4-1. FRONT SUSPENSION HEIGHT

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Oiling and Charging Procedures

H4-1

FRONT SUSPENSION OILING

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. 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 an on-board load weighing system or variable rate suspension and takes the place of the discharge plug. If equipped with a pressure sensor, disconnect sensor wiring harness before continuing.

FIGURE 4-2. VALVE AND SENSOR LOCATION 1. Air Bleed Valve 2. Discharge Plug

3. Charging Valve

1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Remove outside covers and thoroughly clean area around charging valves (3, Figure 4-2) on the suspensions. 3. Set hydraulic jack (1, Figure 4-3) under the main frame and raise jack to contact the frame. 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, so remove the gas by loosening the discharge plug (2) or sensor valve assembly (2, Figure 4-4).

FIGURE 4-3. OIL HEIGHT Turning the discharge plug more than three turns may result in the discharge plug being forced out of the suspension by the gas pressure inside.

1. Jack (50 ton Minimum) 2. Frame

A: 97 ±3 mm (3.8 ± 0.12 in)

When loosening the pressure sensor valve assembly, loosen only valve assembly (2, Figure 4-4). Do not loosen the 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.

FIGURE 4-4. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly

H4-2


3. Sensor

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4. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening the discharge plug (2, Figure 4-2) one turn. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-4) one turn. (DO NOT loosen more than one turn). 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 the discharge plug (6, Figure 4-5) (or sensor valve assembly if equipped).

10. When no bubbles come out with the oil, tighten air bleed valve (7) to 4.5 ±0.5 kg.m (33 ±3 ft.lbs.) torque. 11. Remove discharge plug (6) (or sensor valve assembly if equipped), then operate oil pump until no bubbles come out with the oil from the discharge plug hole. 12. When no more bubbles come out with the oil, install and tighten the discharge plug to 4.5 ±0.5 kg.m (33 ±3 ft.lbs.) torque.

7. Remove charging valve (5), and install fitting (4).

13. After filling with oil, remove the oil pump and fittings, then install charging valve (5) and tighten valve to 4.5 ±0.5 kg.m (33 ±3 ft.lbs.) torque.

8. Install adapter (3) to fitting (4), then connect hose and oil pump.

FRONT SUSPENSION NITROGEN CHARGING

NOTE: The discharge plug (6) must be installed and the air bleed valve (7) loose to insure there are no air pockets inside the suspension. 9. Loosen air bleed valve (7), then pump oil into cylinder until no bubbles come out with the oil from air bleed valve hole (8).

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. 1. Remove 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. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1). NOTE: Internal pressure of gas cylinder should be somewhat higher than Suspension Charging Pressure (see chart, Figure 4-7). 3. Install Nitrogen Charging Kit to suspensions as shown in Figure 4-6.

FIGURE 4-5. OIL CHARGING KIT (EC6027) 1. Hose 2. Connector 3. Adapter 4. Fitting 5. Charging Valve

H04011 04/01

6. Discharge Plug 7. Air Bleed Valve 8. Air Bleed Hole 9. Oil Pump Lever 10. Oil Pump

4. Turn handle of regulator (11) slowly clockwise, set the pressure reading of gauge (2) to the required pressure (see chart, Figure 4-7), then operate valves (3 & 4) to fill the suspension cylinders with nitrogen gas. 5. Fill the left and right cylinders at the same time. Verify required charging pressure on gauge (10) by closing valve (4).


H4-3

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 handle of regulator (11) counterclockwise to close.

7. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove charging equipment, remove jack, and install covers removed in step 2. NOTE: Do not lose the charging valve O-rings. 8. Install caps with O-rings on charging valves (3, Figure 4-2).

FIGURE 4-7. FRONT SUSPENSION CHARGING CHARGING HEIGHT PRESSURE 287 ±10 mm 28.1 kg/cm2 FRONT “A” (400 psi) (11.3 ±0.4 in.) 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. DIMENSION

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 Specifications, Page H4-1) NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N.

H4-4


H04011 04/01

REAR SUSPENSION

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. Check whether dimension “A” (refer to Figure 4-8 and 4-11) of the suspension cylinder is within the specified value. If it is within the value “A”, no service is necessary for the rear suspensions. See NOTE below. NOTE: The oil level should be checked; • Before charging or adding nitrogen. • When there are signs of oil leakage. • After rebuilds and the suspension is installed on the truck. 2. If suspension is not within the specified value “A”, the rear suspensions will have to be serviced. REAR SUSPENSION OILING 1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Remove outside covers and thoroughly clean area around charging valves on the suspensions. 3. Set oiling spacer (1, Figure 4-8) between the stopper and axle housing so that Dimension “A”, Figure 4-8 is 154 ±3 mm (6.06 ±0.12 in).

FIGURE 4-8. REAR SUSPENSION BLOCK 1. Spacer, 63.5mm (2.5 in.) 2. Cylinder Approximately 3. Dust Cover

H04011 04/01

FIGURE 4-9. OIL CHARGING KIT (EC6027) 1. Hose 2. Connector 3. Adapter 4. Fitting 5. Charging Valve

6. Discharge Plug 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, so remove the gas by loosening discharge plug (6) or pressure sensor valve assembly (if equipped).

FIGURE 4-10. PRESSURE SENSOR 1. Schrader Valve 2. Valve Assembly


3. Adapter

H4-5

REAR SUSPENSION NITROGEN CHARGING

Turning the discharge plug more than three turns may result in the discharge plug being forced out of the suspension by the gas pressure inside. When loosening the valve assembly (2, Figure 4-10), loosen only the valve assembly (2). Do not loosen the 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.

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. 1. Remove 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.)

Make certain all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or goggles when venting nitrogen. 5. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (6, Figure 4-9) one turn. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-10) one turn. (DO NOT loosen more than one turn). 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 hose and oil pump. 9. Operate pump until no more bubbles come out with the oil from the discharge plug hole. 10. When no more bubbles come out with the oil, install the discharge plug (or sensor valve assembly). 11. Tighten the discharge plug to 4.5 ±0.5 kg.m (33 ±3 ft.lbs.) torque. 12. After completion of supplying the oil, remove the oil pump, then install and tighten charging valve (3) to 4.5 ±0.5 kg.m (33 ±3 ft.lbs.) torque.

H4-6

2. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1). NOTE: Internal pressure of gas cylinder should be somewhat higher than Suspension Charging Pressure (see chart below Figure 4-11). 3. Turn handle of regulator (11) slowly clockwise, set the pressure reading of gauge (2) to the required pressure (see chart below Figure 4-11), then operate 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 on 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, close valves (3 & 4, Figure 4-6) to stop the flow of nitrogen gas. Turn handle of regulator (11) counterclockwise to close. 7. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove charging equipment. NOTE: Be careful not to lose the O-rings off the charging valves 8. Install caps with O-rings on charging valves.


H04011 04/01

ADJUSTING LENGTH OF 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 suspension height periodically and adjust to keep the length within the specified range shown in Figures 4-7 and 4-11. 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. 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 slightly to release the nitrogen gas. When doing this, release only a small amount of gas; do not make the cylinder move.

FIGURE 4-11. REAR SUSPENSION FINAL (OPERATING CHARGING TEMPERATURE) PRESSURE HEIGHT 200 ±10 mm 234 ±10 mm 19.2 Kg/cm2 (273 psi) (7.87±0.40 in) (9.2 ±0.4 in) Dimension A = Distance from retainer to bottom of rod as shown above. DO NOT measure capscrews. INITIAL (COLD) HEIGHT

NOTE: Specifications listed in the chart above are for the standard truck. These dimensions must be maintained during oiling and charging procedures. Observe the initial (cold) charge height for cylinders that are at ambient temperatures. After the truck has reached operating temperatures, measure the suspension height. The height must be within the final (operating temperature) height. DO NOT exceed this height. Damage to the powertrain may result.

H04011 04/01

NOTE: Do not press the tip of the valve core. If the tip of the valve core is pressed, the valve core may be damaged.

3. If too much nitrogen gas is released and the cylinder moves, the installed length may be below the specified length. 4. After releasing nitrogen gas and adjusting the length, repeat Step 1 to check the installed length again. 5. Repeat the above Steps 1-4 to adjust the cylinder to the specified length. 6. Finally, check that there is no leakage of gas from the valve core, discharge plug, and piston rod gland. 7. Use soapy water to check for leakage of gas. If there is any leakage of gas from the valve core, replace the valve core.


H4-7

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. The suspension dust covers, (9, Figure 4-9) must be installed and maintained in good condition to provide protection for the suspension rod. Visually inspect covers for cracks or breaks. Replace if necessary.

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H04011 04/01

SECTION J BRAKE SYSTEM INDEX BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . SERVICE BRAKE CIRCUIT OPERATION . . . Secondary Braking and Automatic Apply Parking Brake Circuit . . . . . . . . . . . Brake Lock Circuit . . . . . . . . . . . . Auxiliary Circuit . . . . . . . . . . . . . . Retarding Circuit . . . . . . . . . . . . . Warning Circuit . . . . . . . . . . . . . . Brake System Electrical Components . .

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. J2 J2-1 J2-3 J2-3 J2-4 J2-4 J2-4 J2-4 J2-5

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . Brake Valve . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . Differential Pressure Switch . . . . . . . . . . . Valve Bench Test and Adjustment . . . . . . . . Differential Pressure Switch Adjustment . . Proximity Switch Installation and Adjustment Relay Valve . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . Valve Test and Adjustment . . . . . . . . . . . . Hydraulic Brake Accumulators . . . . . . . . . . . . Brake Accumulator Bleeddown Procedure . . . Brake Accumulator Charging Procedure . . . . Brake Accumulator Rebuild . . . . . . . . . . . Brake Cooling Valve (BCV) . . . . . . . . . . . .

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. J3 J3-1 J3-2 J3-2 J3-3 J3-4 J3-6 J3-9 J3-10 J3-12 J3-13 J3-15 J3-16 J3-17 J3-17 J3-19 J3-20 J3-20 J3-21 J3-22 J3-24

BRAKE CIRCUIT CHECKOUT PROCEDURE System Modifications . . . . . . . . Equipment Required . . . . . . . . Preparation . . . . . . . . . . . . . Brake System Checkout . . . . . . . . Failure Modes Checkout . . . . . . . .

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BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-13 HYDRAULIC BRAKE SYSTEM CHECKOUT PROCEDURE DATA SHEET . . . . . . . . . . . . J4-17

J01028 6/01

Index

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FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disc Brake Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . Wear Indicator Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . DISC BRAKE REBUILD PROCEDURE (Refer to Rear Wet Disc Brake Assembly)

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. J5 J5-1 J5-2 J5-3 J5-3 J5-3 J5-4 J5-5

REAR WET DISC BRAKES . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . DISC BRAKE MAINTENANCE . . . . . . . . . . . . Brake Disc Wear Indicator . . . . . . . . . . . Wear Indicator Sensor . . . . . . . . . . . . . . DISC BRAKE REBUILD PROCEDURE . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . BRAKE ASSEMBLY REBUILD (Front and Rear) Disassembly . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . Floating Ring Seal Assembly/Installation . . . .

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. J6 J6-1 J6-2 J6-2 J6-2 J6-3 J6-3 J6-4 J6-4 J6-4 J6-5 J6-6 J6-7

PARKING BRAKE . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . Parking Brake Spring Cylinder Replacement Parking Brake Checkout Procedure . . . . .

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. J7 J7-1 J7-2 J7-2 J7-4 J7-4

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6/01 J01028

BRAKE CIRCUIT The Model 530M truck is equipped with an all-hydraulic 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. • Provide secondary brake circuits such that any single brake system malfunction ensures the truck has sufficient stopping power. • Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease. • 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.

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 Control Module with lever assembly. The dual circuit treadle valve, Retard Control Module 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: • Service brake pedal • Retarder lever • Brake lock switch • Auxiliary brake

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.

J02020 6/98

Brake Circuit

J2-1

FIGURE 2-1. HYDRAULIC COMPONENTS CABINET (Brake System Components Only, Cabinet Removed) 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Relay Valve (Front) 5. Emergency/Auto Apply Pressure Switch

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6. Shuttle Valve (Front Relay Valve) 7. Front Brake Cutout Valve 8. Pressure Reducing Valve (PR) 9. Shuttle Valve (Rear Relay Valve) 10. Park Brake Pressure Switch 11. Low Brake Pressure Switch 12. Brake Lock Solenoid (SV1)

Brake Circuit

13. Park Brake Solenoid (SV2) 14. Brake Manifold 15. Emergency Apply Solenoid 16. Pressure Sensor 17. Relay Valve (Rear) 18. Proportional Press. Control (Left) 19. Proportional Press. Control (Right)

6/98 J02020

As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers fluid from its respective accumulator to the relay (4, Figure 2-1) for the front brakes and to the dual relay valve (16) 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 Retard Control Module. This signal actuates the stop and service brake indicator lights.

NOTE: Whenever the park brake solenoid is de-energized, a spring in the solenoid valve will shift the spool, diverting oil pressure from the parking brakes to direct the oil back to the hydraulic tank.

SECONDARY BRAKING AND AUTOMATIC APPLY

Normal Operation (key switch ON, engine running)

The parking brakes are spring applied and hydraulically released.

Parking brake switch ‘‘ON’’ The parking brake solenoid (13, Figure 2-1) is de-energized. 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.

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 116 kg/cm2 (1650 psi), 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.

J02020 6/98

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

J2-3

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 (10, 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 (12, Figure 2-1) and pressure reducing valve (8) will apply unmodulated pressure oil at 140 kg/cm2 (2000 psi) to fully actuate the rear brakes. A shuttle valve (9) 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 Retard Control Module, and to the Auxiliary Apply Solenoid mounted on the brake manifold in the hydraulic component cabinet. When the Auxiliary Apply Solenoid (15, Figure 2-1) 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 cut-off valve (7). 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.

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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) (18 & 19, Figure 2-1) located in the hydraulic cabinet just above the rear brake dual relay valve (17). 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. Both front and rear brakes are applied in the retarding mode.

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 precharge or broken wire. ‘‘MOM’’ will also display a course of action for the operator to follow. • Low Steering Pressure Sensor Switch The low steering pressure sensor switch is located in the bottom of the rear steering accumulator. When the system supply pressure drops below 130 kg/cm2 (1850 psi), 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.

Brake Circuit

6/98 J02020

• Low Brake Pressure Sensor Switch The low brake pressure sensor switch (11, Figure 2-1) is located on the brake manifold. When the accumulator with the lowest pressure falls below 130 kg/cm2 (1850 psi), 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 Retarder Control Module (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.

BRAKE SYSTEM ELECTRICAL COMPONENTS • Parking Brake Pressure Switch The parking brake pressure switch (10, Figure 2-1) is a normally closed pressure switch that will open with pressure exceeding 88 kg/cm2 (1250 psi). 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.

J02020 6/98

• Parking Brake 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.) • Parking Brake Solenoid (SV2) The park brake solenoid (13, 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. • Low Brake Pressure Switch The low brake pressure switch (11, Figure 2-1) is a normally closed switch. If the brake circuit pressure is above 130 kg/cm2 (1850 psi) 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 Retard Control and Monitor (RCM). This signal is also directed from the RCM to the Powertrain Maintenance 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.

Brake Circuit

J2-5

• Emergency Apply Solenoid (SV3) 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 (5, 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 703 kg/cm2 (1000 psi) 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. • 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.

J2-6

• Accumulator Precharge Switches 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 98.4 kg/cm2 (1400 psi). If that pressure falls below 59.8 kg/cm2 (850 psi), 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. • Brake Lock Solenoid (SV1) The brake lock solenoid (12, 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 to flow to the PX port of the brake valve. This pilot pressure is used to apply the rear brakes of the truck.

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

6/98 J02020

• 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 by the brake lock pressure regulator valve located on the brake manifold in the hydraulic component cabinet. • 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 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. • 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 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.

J02020 6/98

• Differential Pressure Switch 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 21 ±2 kg/cm2 (300 ±30 psi), 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 it upper most 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) (18 & 19, Figure 2-1), in direct relationship to the position of the lever. As voltage increases, hydraulic pressure to the brakes increases. This action will apply both front and rear brakes. • Front Brake Cut-Out Relay 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. • Slippery Road Switch The optional slippery road switch is located on the instrument panel and is used to prevent application of the front brakes, preventing front wheel lockup on slippery haul road surfaces. The slippery road switch activates the front brake cut-out relay as described above.

Brake Circuit

J2-7

NOTES

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Brake Circuit

6/98 J02020

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. • 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 193.3 kg/cm2 (2750 psi) system pressure. • Failure of the pedal to return to full release position. • Valve holds pressure when in the neutral position. • Varying output pressure with pedal fully depressed.

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.

FIGURE 3-1. BRAKE ACCUMULATOR BLEED DOWN 1. Rear Brake Accumulator 2. Front Brake Accumulator 3. Accumulator Bleed Down Valve (Rear) 4. Accumulator Bleed Down Valve (Front) 5. Brake Manifold

J03020 10/01

Brake Circuit Component Service

J3-1

Removal If the Brake Valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly. NOTE: Minor repairs and service adjustment may not require the removal of the brake valve. 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 proximty 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.

Installation 1. Place the brake valve assembly into position and secure in place with capscrews and lockwashers. Tighten capscrews to standard torque. 2. Remove plugs from brake valve assembly and hydraulic lines. Install fittings and connect lines to brake valve assembly and tighten. Connect differential pressure switch 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 98 kg/cm2 (1400 psi). 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.

J3-2


J03020 10/01

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 3-2) 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

J03020 10/01

8. Bolt 9. Lock Nut 10. Foot Pad 11. Pedal Actuator 12. Pivot Stop 13. Spring 14. Pivot Stop

FIGURE 3-3. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate


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. 20. Turn the valve on its side on the work bench and remove the regulator sleeves (19) from the valve body. NOTE: Throughout the following steps, it is important to keep the circuits and circuit components identified as to which side of the unit they came from. For a given circuit, all the components have a tolerance stack which could vary. Keep the “B1” and “B2” parts separate.

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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. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper regulated pressure, replace all regulator springs. 5. Inspect the threaded inserts (7, Figure 3-3) in the actuator base. If any of the threads are damaged, the inserts must be replaced. 6. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected from contamination.


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FIGURE 3-4. BRAKE VALVE 1. Adjustment Collar 2. Nut 3. Actuator Plunger 4. Stud 5. Packing 6. Staging Seat 7. Glyde Ring Assembly 8. Regulator Spring 9. Regulator Spring 10. Plunger Return Spring

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11. Spring Seat 12. Regulator Spool 13. Back-up Ring 14. O-Ring 15. Back-up Ring 16. O-Ring 17. Back-up Ring 18. O-Ring 19. Regulator Sleeve 20. Spool Return Spring

21. Reaction Plunger (B1) 22. Reaction Plunger (B2) 23. Wiper Seal 24. Back-up Ring 25. Poly-Pak Seal 26. Valve Body 27. Seal 28. Seal 29. Set Screw Orifice Plug


30. O-Ring 31. Retaining Plug 32. Base Plate 33. Washer 34. Capscrew 35. Differential Pressure Switch 36. Capscrew

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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. 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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4. Install the wiper seal (5) in the top counterbore. Position the seal in the groove so that the register lip is facing up toward the actuator. 5. Repeat Steps 1- 4 for the second bore. Regulator Sleeve O-Ring Installation 1. Install an O-ring (2, Figure 3-6) onto the smallest groove (on the top) of the regulator sleeve (3). Install O-ring (5) onto the middle groove on the regulator sleeve. Install O-ring (6) onto the largest groove (on the bottom) on the regulator sleeve. 2. Install a split nylon back-up ring (4) onto each side of the O-ring (5) located in the middle of the regulator sleeve. 3. Install one split nylon back-up ring behind the O-ring (2) located at the top end of the sleeve. This O-ring is the smallest of the three O-rings. Position the back-up ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. 4. Repeat Steps 1-3 for the second regulator sleeve.

FIGURE 3-5. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal


4. Back-Up Ring 5. Wiper Seal 6. Actuator Base

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FIGURE 3-7. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body

FIGURE 3-6. SLEEVE SEAL PLACEMENT 1. Back-Up Ring 2. O-Ring 3. Regulator Sleeve

4. Back-Up Ring 5. O-Ring 6. O-Ring

Actuator Plunger O-ring Installation 1. Install an O-ring (7, Figure 3-4) into the O-ring groove located at the large diameter end of the actuation plunger (3). 2. Install a split Glyde ring over the O-ring. (Twist and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the Oring). 3. Repeat Steps 1 & 2 for the second plunger.

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).

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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). 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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11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push sleeve into bore until sleeve retaining flange at the base of sleeve contacts the valve body. 12. Install the spool return spring (20) into spool (12). 13. Insert reaction plunger (21 or 22) into regulator spool. 14. Install regulator spool (12) into regulator sleeve (19). 15. Repeat Steps 6 through 14 for the second circuit. 16. Lightly lubricate the large retainer plate O-ring (30) and install into the counter bore in the bottom end of the valve. 17. Install the retainer plug (31) into the counter bore on the bottom of the valve. Make sure steps on the retainer plug are facing the counter bore or toward the top of the valve.

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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 1.61 - 1.72 kg.m (140 - 150 in. lbs.) torque. 19. Using new seals (27 & 28, Figure 3-4), install pressure differential pressure switch assembly (35) on valve body. Install socket head capscrews (36). Tighten capscrews to 1.61 - 1.72 kg.m (140 - 150 in. lbs.) torque. 20. Install the actuator base (6, Figure 3-3) on top of the valve. Make sure to position properly for correct port direction. Tighten the two socket head capscrews (5) and tighten to 2.1 - 2.2 kg.m (180 - 190 in. lbs.) torque. 21. Screw the adjustment collars (1, Figure 3-4) onto the top of the actuation plungers. Screw all the way down until they bottom on the threads.


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DIFFERENTIAL PRESSURE SWITCH The differential pressure switch (1, Figure 3-8) 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 shown in Table I, “Differential Pressure Switch Test”, 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). 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.

NOTE : In the following assembly, make a note of the color (red or green) of spring (8). The spring color will determine final adjustment of the switch. Refer to Table I, "Differential Pressure Switch Adjustment". In addition, for future service reference, the outside of the valve should be marked to indicate the color (red or green) of spring (8). 5. Turn valve over and install piston (9), spring (8) and screw plug (7). Plug should be inserted approximately 0.5 in. (13 mm) below edge of body. Temporarily install plug (6) in screw plug port. NOTE: Screw plug (7) adjustment controls switch actuation point. Refer to “Valve Bench Test and Adjustment, Differential Pressure Switch Adjustment ” for calibration procedure.

Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect spool assembly (10, Figure 3-8) for scoring and other evidence of damage. Inspect spool bore in body (4). If seals are damaged, entire differential switch assembly should be replaced. 3. Lightly lubricate spool assembly and carefully insert in bore. Spool must slide freely and smoothly in bore. If there is binding, the entire differential pressure switch assembly must be replaced. 4. Lubricate piston (9) and insert in its bore. Piston must move freely with no binding. 5. Inspect spring (8) for cracks, distortion, etc. 6. Attach an ohmmeter to switch assembly (3) center terminal and switch body. Actuate the switch plunger to verify contacts close when plunger is depressed and contacts open when released. Plunger must operate freely in switch body. Assembly 1. Install plug (11, Figure 3-8). Tighten plug to 2.2 2.4 kg.m (190 - 210 in. lbs.) torque. 2. Lightly lubricate Glyde rings on spool assembly (10) and carefully insert in body (4) until it bottoms on plug (11). 3. Install plug (5). Tighten plug to 2.2 - 2.4 kg.m (190 - 210 in. lbs.) torque. 4. Using new O-ring (12), install switch assembly (3). Tighten to .63 - .69 kg.m (55 - 60 in. lbs) . torque.

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FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH 1. Differential Pressure 7. Screw Plug Switch Assembly 8. Spring 2. Valve Body 9. Piston 3. Switch Assembly 10. Spool Assembly 4. Body 11. Plug 5. Plug 12. O-Ring 6. Plug


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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), 0-350 kg/cm2 (0-5000 psi). • Hydraulic pressure supply, regulated to 193 kg/cm2 (2750 psi). • Hydraulic test stand, Refer to Figure 3-9.

• Hose fittings for valve ports: Port PX:................................... 7/16 in., # 4 SAE Ports P1, P2, B1 and B2: .......... 3/4 in. , #8 SAE Port T: ................................. 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures.

FIGURE 3-9. TEST BENCH SET UP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve

5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shut Off Valves

9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve

NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking. NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.

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TEST 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 O-ring ports on the rear of the valve labeled “P1” and “P2”. 4. Attach the tank return line to the O-ring port labeled “T” on the rear of the valve. 5. Attach the regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 211 kg/cm2 (3000 psi) minimum. Connect all ports. The connections should be according to the diagram shown in Figure 3-9. All ports must be used and connected.

All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a 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 193 kg/cm2 (2750 psi) at pressure gauge (3). Pressure gauges (7 & 10) should read zero. 7. Pilot supply circuit pressure must also be 193 kg/cm2 (2750 psi). 8. Return line pressure during this test is not to exceed .35 kg/cm2 (5 psi). 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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Brake Valve Output Pressure Adjustment (Pedal Only) 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. 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. 4. “B1” Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port “B1” is 148 ±5.3 kg/cm2 (2100 ±75 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments. 5. “B2” Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port “B2” is 148 ±5.3 kg/cm2 (2100 ±75 psi) 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 .28 - .35 kg.m (25 - 30 in. lbs.) torque. The entire plunger may have to be rotated to get to the capscrews. 7. Check pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust. 8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5) and opening needle valve (4). Read pressure on gauges (7 & 10). Close valve (4) and open valve (5). The pressure gauges (7 & 10) should read 0 psi. 9. Recheck pressures after cycling. If they have changed, re-adjust pressures. Differential Pressure Switch Adjustment 10. Attach an ohmmeter or continuity tester lead to connector on differential pressure switch wire. Attach other lead to valve body. Verify switch contacts are open.


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11. Remove plug (6, Figure 3-8) for access to adjustment screw plug (7).

Table I - Differential Press. Switch Adjustment Spring Color

Pressure – Switch Contacts Closing “B1” Valve Spool

“B2” Valve Spool

Red

21 ±2.1 kg/cm2 (300 ±30 psi)

21 ±2.1 kg/cm2 (300 ±30 psi)

Green

42.2 ±3.5 kg/cm2 (600 ±50 psi)

42.2 ±3.5 kg/cm2 (600 ±50 psi)

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 pressure shown in Table I on the “B1” pressure gauge: Adjust screw plug in bottom port of differential pressure switch counterclockwise until switch contacts just close. 14. Release plunger and depress again while observing “B1” gauge and ohmmeter to verify switch contacts close at pressure shown in Table I. If not, repeat step 13. 15. Insert pry bar under pivot pin to actuate the “B2” section of valve. 16. Slowly depress plunger while observing ohmmeter; switch contacts should close at the pressure 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 1.0 - 1.2 kg.m (90 100 in. lbs.) 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.

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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. Final Test and Adjustment The brake pedal actuator must be installed on the brake valve body prior to final test and adjustment. Refer to “Installation of Brake Pedal Actuator to Brake Valve”. NOTE: The “Final Test and Adjustment” procedure can also be performed with the brake valve installed in the truck. To perform final test with brake valve mounted in the truck, install valve per instructions in “Installation”. Install 0-350 kg/cm2 (0-5000 psi) gauges at the “B1” and “B2” diagnostic test connectors in the brake cabinet. Follow steps 21. - 33. below for final test. 21. Reinstall brake valve (with actuator pedal attached) on the test stand following steps 2 through 9. under “Test Setup Procedure”. 22. With test stand pump adjusted for 193 kg/cm2 (2750 psi) or with engine running and brake system supply pressure at or above 193 kg/cm2 (2750 psi), 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”: 148 ±5.3 kg/cm2 (2100 ±75 psi) Front Brake - “B2” : 148 ±5.3 kg/cm2 (2100 ±75 psi) 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.


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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 0.254 mm (0.010 in.) 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. 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 Adustment 34. Install the proximity switch (3, Figure 3-10) in the actuator base until the switch is approximately 6.35 mm (0.25 in.) below the boss on the actuator base. 35. Lock switch in position with the two jam nuts (4).

FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS 1. Square Head Bolt 2. Nut

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3. Proximity Switch 4. Jam Nuts

36. Connect an ohmmeter to the switch harness to check continuity.


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37. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch.

5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as shown.

38. Readjust the switch if necessary to trip when the pressure reaches 5.3 kg/cm2 (75 psi). 39. Secure switch with jam nuts after adjustment is complete. 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. Installation Of Brake Pedal Actuator Assembly to Brake Valve

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.

1. Install jam nut (9, Figure 3-10) and square head bolt (8) to brake pedal actuator (11). 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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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.

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 relieve hydraulic pressure from both brake system accumulators.

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. 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. 2. Remove hose and fitting caps and plugs and attach hoses to the proper valve ports. 3. Start engine and check for leaks and proper brake operation. Shut down engine.

Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.

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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

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13. Lower Spring Seat 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 1. Clean all metal parts with solvent and air dry. 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. 3. Apply a light film of oil to regulator spools (12) and slide into bore of sleeves (9). Spools must slide smoothly and freely in sleeve bores. If parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and spool. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. If the valve was not reaching proper regulated pressure, replace the regulator springs. 5. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected from contamination. 6. All seals (packing, O-rings, backup rings) should be removed and replaced with new parts when the valve is assembled.

Assembly 1. Install sleeves (17, Figure 3-11) in bores in top of valve body (2). 2. Install plungers (16) in sleeves as shown in Figure 3-11. 3. Apply film of oil to O-rings (18) and position in grooves on top of valve body. 4. Position manifold body (1) on valve body, aligning marks made during disassembly. 5. Secure manifold to valve body with two socket head capscrews (20). Only finger tighten capscrews. 6. Insert springs (3) in bores. Preassemble upper spring seat (15), spring (14) and lower spring seat (13). Insert assembly into bore from bottom of valve. Be certain upper spring seat is positioned against plunger (16). Repeat for other bore. 7. Install sleeve packing seal (10). Refer to Detail “A” and “B”, Figure 3-11 and install O-rings (22 & 24) and backup rings (21 & 23) in the sleeve (9) grooves. 8. Apply a light film of oil to sleeve seals. Carefully push sleeves (9) into their respective bores in the valve body until flange at base of sleeves contact valve body.

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9. Preassemble regulator spool (12) as follows: a. Insert spool springs (11) into spool bore. b. Insert reaction plungers (8) into spool bores and springs. 10. Install regulator spool assemblies into their respective sleeve bores. The spherical end must be inserted toward the spring seat. Push into bore until contact is made with lower spring seat. 11. Install sleeve retainer plug packing (4) in valve body. 12. Check to be certain spring seats (13 & 15) are properly positioned into the regulator springs (14) and the reaction plunger (8) slides smoothly in its bore. Install retaining plug (5) in valve body counterbore. 13. Position sleeve retainer (6) on valve body. Install the four capscrews and washers (7), tightening capscrews evenly to properly seat plug (5) in counterbore. Tighten capscrews to 1.61 - 1.72 kg.m (140 - 150 in. lbs.) final torque. 14. Tighten the two capscrews (20) holding the manifold body (1) to the valve body (2) to 2.07 - 2.19 kg.m (180 - 190 in. lbs.) torque. 15. Install shuttle valves (19 - dual relay valve only) 16. Install plugs as required in manifold body ports. Tighten the larger (#8 SAE) plugs to 3.17 - 3.46 kg.m (275 - 300 in. lbs.) torque. Tighten the smaller (#4 SAE) plugs installed in the “TC1” and “TC2” ports to 1.04 - 1.15 kg.m (90 - 100 in. lbs.) torque. .


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VALVE TEST AND ADJUSTMENT The following parts and test equipment will be required to completely bench test the dual relay valve. The differential pressure switch can be calibrated and its operation tested. • Pressure gauges (4), 0-to-350 kg/cm2 (0-to5000 psi). • Hydraulic pressure supply, regulated to 193 kg/cm2 (2750 psi). • 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. LH Brake Apply Pressure Gauge 10. RH Brake Apply Pressure Gauge


11. Needle Valve 12. Needle Valve 13. Shut-off Valves 14. Simulated Brake Volume 15. Relief Valve

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Test Set Up Procedure 1. Setup valve on test stand as shown in Figure 3-12. 2. Attach the pilot input supply line to the port labeled “PX” on the side of the valve. 3. Attach the main supply input pressure line to the port on the front of the valve labeled “P”. 4. Attach the tank return line to the port labeled “T”. 5. Attach the regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 211 kg/cm2 (3,000 psi) minimum. Connect all ports. The connections should be according to the diagram shown in Figure 3-12. All ports must be used and connected.

All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a 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 193 kg/cm2 (2750 psi) at pressure gauge (3). Pressure gauges (9 & 10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 2100 psi (16,545 kPa) on gauge (7). 8. Return line pressure during this test is not to exceed 0 psi (0 kPa). 9. Test the valve with ISO 32 grade oil or hydraulic oil meeting specifications listed in Section “P” at 120° ±10° F (49° ±3° C).

Brake Valve Output Pressure Adjustment 1. With pump operating and supply and pilot pressure adjusted as described in setup instructions, inspect valve for leakage.

2. With 147.6 kg/cm2 (2100 psi) pilot pressure applied, verify the following regulated output pressures: “B1” port gauge (10) reads: 147.6 ±5.3 kg/cm2 (2100 ±75 psi) “B2” port gauge (9) reads: 147.6 ±5.3 kg/cm2 (2100 ±75 psi) 3. Close the pilot supply needle valve (5) and open the pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) should drop to 0 psi (0 kPa). Regulated output pressure lines “B1” and “B2” should drop to 0 psi (0 kPa) on gauges (10) and (9) respectively. 4. Repeat steps 2 and 3 approximately 50 times to cycle valve from minimum to maximum apply pressure. 5. Verify output pressure remains within specification. If not, the valve must be rebuilt. 6. While observing pilot pressure gauge (7) and regulated output pressure gauges (9 & 10), apply pilot pressure slowly and steadily until 147.6 kg/cm2 (2100 psi) (maximum) pilot pressure is obtained. Pilot pressure and regulated output pressure must track within 3.5 kg/cm2 (50 psi) after the pilot pressure reaches 7.0 kg/cm2 (100 psi). 7. Reduce pilot pressure to 0 psi (0 kPa). Apply 147.6 kg/cm2 (2100 psi) pilot pressure as quickly as possible. Regulated output pressure must increase to 147.6 ±5.3 kg/cm2 (2100 ±75 psi) within 1.0 second after pressure is applied to pilot line. 8. Check internal valve leakage from port “T” with full supply pressure (port “P”) applied: With pilot pressure released, leakage must not exceed 100 cc/minute. With 147.6 ±5.3 kg/cm2 (2100 ±75 psi) pilot pressure applied, leakage must not exceed 150 cc/minute.

Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve. 9. Remove hoses from valve and remove valve from test stand.

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HYDRAULIC BRAKE ACCUMULATORS Two, identical accumulators are located above the brake manifold in the hydraullic 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 3-13) 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 5. Mounting Strap 2. Pressure Switch 6. Capscrews, Washers & 3. Charging Valve Nuts 4. Front Brake Accumulator 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).

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.

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 98.6 kg/cm2 (1400 psi). 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 0.55 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 1.45 kg.m (10.5 ft.lbs.) torque. b. Loosen swivel nut. c. Retighten swivel nut to 1.45 kg.m (10.5 ft.lbs.) torque. d. Again, loosen swivel nut.

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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e. Finally, tighten swivel nut to 0.55 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. 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 nitrogn 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 capscrews, washers, and nuts (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), capscrews, lockwashers and nuts. 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 152 mm (5.999 in.). 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 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 76 kg.m (550 ft. lbs.) torque using tool as shown in Figure 3-15. 5. Install charging valve (2) 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. (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


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 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 8 liters (9 quarts) 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. 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.

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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 0.5 liters (1 pint) of rust preventive oil in the nitrogen side of the accumulator. Add 0.3 liters (0.5 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).

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.


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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 the power loss when traveling. This is accomplished through activation of the main spool valve (4) by switching the solenoid valve (3) "ON" or "OFF". The 530M 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 9.0 ±0.5 kg/cm2 (128 ±7 psi). One full turn of the adjusting screw will change the pressure 2.36 kg/cm2 (34 psi). This pilot relief valve will actuate the main relief valve, acting as an unloader valve. Specifications: SAE 10W oil . . . . . . @ 50°C ±10°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122° F ±50° F) Solenoid Valve Off: Cracking Pressure: . . 9.0 ±0.5 kg/cm2 @ 1 - 2 l/min. . . . . . . . . . . . . . . . . . . . (128 ±7.1 psi @ .3 - .5 gpm) Reseat Pressure (Min.) . . . . 8.0 kg/cm2 @ 1 - 2 l/min . . . . . . . . . . . . . . . . . . . . . . . (114 psi @ .3 - .5 gpm) Oil Leakage (Max.) . . . . . . 800 cc/min @ 6 kg/cm2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (85 psi)

FIGURE 3-18. BRAKE COOLING VALVE (BCV)

FIGURE 3-17 BCV SCHEMATIC 1. Main Spool Valve 2. Pilot Relief Valve 3. Solenoid Valve

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1. Pilot Relief Valve 2. Valve Body 3. Solenoid Valve 4. Main Valve Spool 5. Restrictor Plate

A: Pilot Port B: Pilot Port C: Main Return to Tank D: Pilot Port E: From Pump F: To Tank


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 occaionally 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). 2. Disconnect harness connecter (5) from lever assembly (4).

Lever Assembly Installation 1. Connect harness connecter (5, Figure 3-19) to lever assembly (4). Install lever assembly to steering column (3). 2. Install capscrews (1) and lockwashers (2). Tighten socket head capscrews to 36 in. lbs. (4.1 N.m) torque.

FIGURE 3-19. COLUMN-MOUNTED RETARDER CONTROL LEVER 1. Capscrew, Socket Hd. 6. Capscrew, Socket Hd. 2. Lockwasher 7. Lockwasher 3. Steering Column Assy. 8. Potentiometer (Switch Assy.) 4. Retarder Control Assy. 9. Locknut 5. Harness Connector 10. Washer, Tanged

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11. Spring, Disc 12. Washer, Internal Tang 13. Bracket 14. Shaft *, Handle


15. Set Screw, Sckt. Hd. 16. Shaft *, Internal 17. Lever 18. Handle * See IMPORTANT note next page.

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Disassembly and Adjustment 1. Remove the capscrews (6, Figure 3-19) and lockwashers (7) from lever assembly. 2. Remove potentiometer (8). 3. Bend tangs on washer (10) away from slots in locknut (9). a. If the 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).

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) torque. 6. Install lever assembly to steering column.

Potentiometer Check The 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: 1. Rotate the "pot" clockwise to full "ON" and release. Be sure that the spring returns the "pot" to the "OFF" position. 2. Using a reliable volt-ohm meter, 0 ohms should be read in the "OFF" position. 3. Rotate the "pot" clockwise to full "ON" and hold. 2500 ±500 ohms should be recorded. Replace the potentiometer if it does not meet these specifications.

Shafts 14 & 16, Figure 3-19, are loctited together at factory assembly when timed to potentiometer (8). If potentiometer (8) requires replacement, the complete retarder lever assembly should be replaced.

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J3-27

NOTES

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BRAKE CIRCUIT CHECKOUT PROCEDURE The brake circuit hydraulic pressure is supplied from the steering circuit at the bleed down manifold. Some brake system problems, such as spongy brakes, slow brake release, or abnormal operation of the “Low Brake Pressure” warning light can sometimes be traced to internal leakage of brake components. If internal leakage is suspected, refer to Brake Circuit Component Leakage Test.

See page 3 regarding modification kits released to update early model trucks. NOTE: If internal leakage within the steering circuit is excessive, this also may contribute to problems within the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake circuit. For Steering Circuit Test Procedure, refer to Section “L”, Hydraulic System.

FIGURE 4-1. HYDRAULIC COMPONENTS CABINET (Brake System Components Only) 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Relay Valve (Front) 5. Emergency/Auto Apply Press. Sw. 6. Shuttle Valve (Front Relay Valve) 7. Front Brake Cutout Valve 8. Pressure Reducing Valve (PR) 9. Shuttle Valve (Rear Relay Valve)

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10. Park Brake Press. Switch 11. Low Brake Pressure Switch 12. Front Brake Press. Test Port 13. “PK2” Press. Test Port 14. Brake Manifold 15. “LAP1” Pressure Test Port 16. RR Brake Press. Test Port

Brake Circuit Checkout

17. LR Brake Pressure Test Port 18. Rear Brake Press. Sensors 19. Relay Valve (Rear) 20. LR PPC Outlet Test Port 21. RR PPC Outlet Test Port 22. PPC Valve Assembly 23. PPC Supply Press. Test Port 24. PPC ON/OFF Solenoid

J4-1

The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bleeddown manifold. Plug the brake supply line and cap the port in the bleeddown manifold. (see WARNING below)

Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators. Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received immediately.

The steering accumulator will bleed 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 both bleed down valves on brake manifold to bleed down both brake accumulators.

Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway.

FIGURE 4-2. BRAKE MANIFOLD

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6/01 J04021

System Modifications

BRAKE CIRCUIT ABBREVIATIONS

Komatsu Engineering has released several modification kits to upgrade the service brake and retarder system to conform to the latest system design. The following checkout procedure and component location descriptions assume the kits and RCM listed below have been installed on the truck. Orifice Kit, P/N MK4115: This modifications requires installation of an orifice (0.023 in. diameter) in the “PP3” port of the brake manifold. The orifice prevents variations in pressures, which can cause nuisance error codes to occur in the electronic monitoring system. PPC Solenoid & Diagnostic Coupler Kit: • P/N MK4101: *Without RCM Controller

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

• P/N MK4125: With EJ0329 RCM Controller for trucks equipped with ASR. • P/N MK4127: With EJ0333 RCM Controller for trucks without ASR.

LAP1

Pressure Test Port, Low Accumulator Pressure

LAP2

Low Brake Pressure Switch N.C., 1850 ±75 psi (12.76 MPa)

NV1

Front Accumulator Manual Drain Valve

This modification requires installation of a solenoid valve in the supply line to the PPC valves. When used with a new brake controller (RCM) the solenoid will be energized to cut the supply of oil to the PPC valves when no retard is requested by the operator. In addition the solenoid is energized to cut the oil supply to the PPC valves when there is no command for ASR (traction aid) controlled braking if the truck is equipped with the optional ASR system.

NV2

Rear Accumulator Manual Drain Valve

PK1

Park Brake Release Pressure

PK2

Park Brake Pressure Test Port

PK3

Park Brake Pressure Switch N.C., 1250 psi (8.62 MPa)

PP3

Brake Lock Apply Pressure

PPC

Proportional Pressure Control Valve

This modification ensures the PPC output pressure to the relay valve will be as low as possible to prevent the brakes from dragging. This kit also contains the required piping to install diagnostic couplers in the PPC supply line, and left and right PPC output lines for troubleshooting convenience. *NOTE: If kit MK4101 (without the RCM Controller) is installed, the original Controller must be reprogrammed to be compatible with the new components. If the required equipment for reprogramming is not available, refer to the local Komatsu Distributor for information concerning factory exchange units with the proper software installed.

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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 ON/OFF Solenoid and 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 to Tank From PPC Valves


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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.

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.

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.

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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3. Park Brake Switch 4. Brake Lock Switch

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FIGURE 4-4. BRAKE ACCUMULATORS 1. Rear Brake Accumulator 3. Front Brake Accumulator 2. Charging Valve

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: • Front brake test port (2).

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 8. Right Rear Brake Pressure Test Port

• 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 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 46) is off. 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 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. 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. 6. Move the Slippery Road switch to the ON (slippery road) position.

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. 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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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. * 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.


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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). * 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. * Record on data sheet. 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.

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 8. Right Rear Brake Pressure Test Port

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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) 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

29. Very slowly depress the brake pedal until the brake pressure differential switch activates the Central Warning lamp and buzzer. 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.

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.

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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) • Right rear brake pressure test port (4) on the PPC valve outlet line. • Left rear brake pressure test port (5) on the PPC valve outlet line. 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: 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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FIGURE 4-10. PRESSURE TEST PORTS 1. PPC Valves 2. PPC Electrical Harness Connectors 3. PPC On/Off Solenoid Valve 4. PPC Outlet Port (Right Rear Brake) 5. PPC Outlet Port (Left Rear Brake) 6. Rear Brake Pressure Sensors 7. Right Rear Brake Pressure Test Port 8. Left Rear Brake Pressure Test port 9. Brake Accumulator Bleeddown Valves. 10. PPC Supply Pressure Test Port.


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Preparation

RCM Calibration Procedure RCM calibration must be performed after any of the following components are repaired or replaced: • PPC Manifold Assembly • Rear Brake Relay Valve • Retard Control Lever Potentiometer • Brake Pressure Transducer • RCM Controller (also after re-programming)

Install calibrated 3000 psi (21 MPa) pressure gauges at each of the following locations: • Left rear brake pressure test port (8, Figure 410) • Right rear brake pressure test port (7, Figure 4-10) • Right rear brake PPC outlet pressure test port (4, Figure 4-11) • Left rear brake PPC outlet pressure port (3, Figure 4-11)

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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3. Left Brake PPC Port 4. Right Brake PPC Port

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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

FIGURE 4-12. KEY SWITCH & AUXILIARY BRAKE SWITCH 1. Key Switch

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.

2. Auxiliary Brake Switch

3. Put the Brake Lock switch located on the center console in the applied (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. 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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FIGURE 4-14. BRAKE LIGHT 1. Indicator Lamp Panel

2. Brake Indicator Lamp

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 - Real-Time 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.


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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”. 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.

13. Move the retard lever to apply the “% Retard” values specified in the table in Figure 4-19 “After Calibration” and record the pressure values observed on the MOM display. 14. After all data is collected, plot the values on the RCM Calibration graph, Figure 4-2. 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.

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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BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING POSSIBLE CAUSES


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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POSSIBLE CAUSES


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.



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).



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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POSSIBLE CAUSES


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.


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POSSIBLE CAUSES


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.

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KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET UNIT NUMBER SERIAL NUMBER MACHINE MODEL 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 STEP 2

Park brake pressure; brake lock applied, park brake off. 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

STEP 9

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Left rear brake pressure Right rear brake pressure Front brake pressure Left rear brake pressure (brake lock applied) Right rear brake pressure (brake lock applied) Front brake pressure (brake lock applied)


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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.

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FIGURE 4-15. PRIOR TO CALIBRATION

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FIGURE 4-16. PPC PERFORMANCE (Plot both left and right brake circuit pressures recorded in Figure 4-15)

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FIGURE 4-17. RELAY VALVE PERFORMANCE (Plot both left and right brake circuit pressures recorded in Figure 4-15.)

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FIGURE 4-18. TRANSDUCER PERFORMANCE (Plot both left and right brake circuit pressures recorded in Figure 4-15)

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FIGURE 4-19. AFTER CALIBRATION

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FIGURE 4-20. RETARD LEVER PERFORMANCE (Record retard lever output at OFF and ON position.)

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FIGURE 4-21. AFTER RCM CALIBRATION (Plot both left “F and right “G” MOM display pressures from Table in Figure 4-19 for each retard lever input value.)

Name of Mechanic or Inspector Performing Check-Out

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NOTES

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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): • • • • • • • •

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.

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) Floating ring oil seal assembly (7)

The 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. 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

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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

Front Wet Disc Brakes

6. Front Wheel Hub 7. Floating Seal Assembly 8. Ring Gear 9. Cylinder

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FIGURE 5-2. FRONT WHEEL BRAKE ASSEMBLY 1. Front Wheel Spindle 2. Capscrews and Flatwashers 3. Disc Brake Assembly

FRONT DISC BRAKE ASSEMBLY

4. Floating Seal Retainer Tool 5. Seal Drain Hose Assembly 6. O-Ring 3. Attach a lifting device to support the brake assembly (3) when mounting capscrews are removed.

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 5-2) (Part Number 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!

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.

2. Remove seal drain hose (5, Figure 5-2).

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Installation

Be certain Floating Seal Retainer Tools (4, Figure 5-2) (Part Number 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.) torque. 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). 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, this Section for rebuild instructions for both front and rear brakes.

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Brake disc wear should be checked every 1000 hours. using the wear indicator tool (Part Number 562-9831301). 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.

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.


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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 (Part Number 562-98-31301) 1. Handle 2. Rod 3. Marker (Front Brakes)

4. Marker (Rear Brakes) 5. Face of the Case

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 steps 1. through 8.

FIGURE 5-4. TOOL INSTALLATION LOCATION 1. Front Brake Assembly 2. Cooling Oil Ports

J5-4

3. Bleeder Plugs 4. Wear Gauge Plug

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 hydraulic tank as required. 11. If brake repairs are necessary, refer to “Brake Rebuild”, this section.


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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

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. A cover (1) protects the sensor switch from damage due to mud and dirt accumulation during truck operation.

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. 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.

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.

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NOTES

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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.

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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

J6-1

MAINTENANCE

Checking Disc Wear

Brake disc wear should be checked every 1000 hours. using the wear indicator tool (Part Number 562-9831300). 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 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.

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 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.

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.

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 (Part Number 562-98-31301) 1. Handle 2. Rod 3. Marker (Front Brakes)

J6-2

4. Marker (Rear Brakes) 5. Face of the Case

FIGURE 6-3. TOOL INSTALLATION LOCATION 1. Rear Brake Assembly 2. Cooling Oil Ports


3. Bleeder Ports 4. Wear Gauge Plug

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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. 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.

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.

8. Remove the brake disc wear indicator tool and reinstall wear gauge plug. 9. To check the remaining brake assemblies, repeat steps 1. through 8. 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.

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J6-3

DISC BRAKE REBUILD PROCEDURE 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. 5. Remove capscrews and washers (17, Figure 6-5). Carefully move brake assembly outward until clear of rear axle.

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!

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 3. Floating Seal Retaining Tool 562-99-3A110 (3 Required) 2. Lifting Device

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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 6-5) 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) torque. 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

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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


3. Inner Gear

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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 6-7). 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

J6-6


8. Separator Plate 9. Friction Disc 10. Damper 11. Capscrew & Washer 13. O-Ring 12. Piston 14. Cylinder 15. O-Ring

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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)

101.4 mm (3.992 in)

93.4 mm (3.667 in)

ASSEMBLED THICKNESS OF DISCS AND PLATES

TABLE I. 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 I and II for wear limits.

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)

80.70 mm (3.177 in)

75.2 mm (32.961 in)

ASSEMBLED THICKNESS OF DISCS AND PLATES

TABLE II. REAR BRAKE WEAR LIMITS

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J6-7

Assembly Clean all parts, and check for dirt or damage. Coat the sliding surfaces of all parts with hydraulic oil before installing. NOTE: When assembling the floating seals, use alcohol to remove all the white powder from the O-ring 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).

4. 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. 5. 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. 6. 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) torque. NOTE: Coat the sliding surfaces of the floating seals thinly with engine oil. Assemble slowly and be careful not to damage the floating seals.

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. Using new O-rings, install ring gear (7) on cylinder. Install capscrews and flatwashers (11). Tighten capscrews to 405 ±43 ft. lbs. (56 ±6 kg.m) torque.

J6-8

7. Attach a lifting device to the inner gear (1) and carefully lower over assembly, mating gear teeth with disc teeth. 8. Install seal assembly retainer tools (3, Figure 6-4) 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. Tool part numbers required are: Front Wheel Brake: 562-99-3A110 Rear Wheel Brake: 562-99-3A120


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Floating Ring Seal Assembly/Installation Failures are usually caused by combinations of factors rather than one single cause, but many failures have one common denominator: ASSEMBLY ERROR! Floating ring seals should ALWAYS be installed in MATCHED pairs: that is, two new rings OR two rings that have previously run together. NEVER assemble one new ring and one used ring; or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!! 1. Inspect seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone smooth and clean, if required. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use 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 6-10. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp 5. Seal Ring Housing

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6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip 9. Installation Tool


J6-9

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).

J6-10

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.


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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.)

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. 10. Be certain both housings are in correct alignment and are square and concentric. Move the parts slowly and carefully toward each other.

NOTE: Do not slam, bump or drop seals together. High impact can damage the seal face and cause leakage.

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J6-11

J6-12


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Parking Brake

DESCRIPTION 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. 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. 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.

J07011

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.

Parking Brake

J7-1

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.) NOTE: Repeat steps 10 through 13 for each of the three brake assemblies. 10. Remove brackets (24) with springs (11 and 12 ). 11. Remove capscrews (21) and flat washers (22). Remove plates (19) from dowel pins (23).

Installation 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 . 10. Attach the other end of the hoses to the spring cans. 11. Install the hose clamps (8) onto the case with capscrews (6) and lock washers (7). Tighten to standard torque.

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.

J7-2

Parking Brake

J07011

Automatic Slack Adjuster

PARKING BRAKE SPRING CYLINDER REPLACEMENT

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). 6. Disconnect the spring can from the brake head (10).

Installation Procedure 1. Install the spring can (9, Figure 7-2) securely to the brake head (10) with flat washers (8) and nuts (7). 2. Install locking nut (5) on the stud (2). 3. Install the stud (5) into the threaded rod of the spring can. 4. Place the locking nut (6) on the free end of the stud. Install the clevis (4) onto the stud. 5. Attach the clevis to the slack adjuster (1) with pin (2) and cotter pin (3). 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.

Adjustment Procedure (Refer to Figure 7-2): 1.With the slack adjuster assembled and positioned on the brake, use a wrench to turn the hexagon adjusting nut clockwise, moving the slack adjuster toward the clevis. 2. When the pin hole in the clevis is aligned with the hole in the slack adjuster, install the clevis pin. 3. Attach the control strap to the stud on the slack adjuster. Secure in position with a locking nut. 4. Next, position the control arm in the fully released position by forcing it away from the spring can until it comes to a complete stop and can not be moved any further. Secure the arm strap to the chamber. 5. Final check of the assembly will ensure that the control arm is in the fully released position. To perform the final check, remove the clevis pin and push the slack adjuster toward the spring can. If the holes in the slack adjuster and the clevis remain in alignment, the control is properly adjusted. If the alignment moves, repeat the preceding steps. 6. Apply the brakes using full pressure several times. With each brake application the adjusting nut will rotate. When the nut rotation stops, the brake is adjusted correctly.

PARKING BRAKE CHECK-OUT 1. Install a hydraulic pressure gauge 350 kg/cm2 (5000 psi) at the parking brake test port (PK2) on the brake manifold in the bottom of the hydraulic component cabinet. 2. Apply brake lock. 3. Using the park brake switch, release the parking brake. 4.Verify that the park brake indicator light is "OFF". 5. Verify pressure indicated on gauge; 193.3 ±3.5 kg/cm2 (2750 ±50 psi).

NOTE: The minimum pressure required to fully hold off the actuator is 117 kg/cm2 (1670 psi). Anything less than this pressure and the actuator will start to apply the parking brake.

J7-4

Parking Brake

J07011

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

6. The indicator light will illuminate at 87.9 kg/cm2 (1250 psi) decreasing pressure. 7. Measure the pad to disc clearance when the parking brake is in the released position. The distance should be 1.0 to 1.5 mm (0.040 to 0.060 in.).

J07011

8. Cycle the park brake switch several times to confirm proper application and release of pressure and indicator lamp operation. 9. Apply parking brake and release brake lock. Shut down the engine. 10. Remove pressure gauge.

Parking Brake

J7-5

NOTES

J7-6

Parking Brake

J07011

SECTION L HYDRAULIC SYSTEM INDEX HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2 HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1 HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . HYDRAULIC TANK . . . . . . . . . . . . . . . . . . Filling Instructions . . . . . . . . . . . . . . . . Hydraulic Tank Service . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . Strainers and Diffusers . . . . . . . . . . . . . . Hydraulic Tank Breather . . . . . . . . . . . . . HYDRAULIC SYSTEM FLUSHING PROCEDURE . . HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . Pump Rebuild (Hoist and Brake Cooling Pumps) TROUBLESHOOTING GUIDE . . . . . . . . . . . .

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. L3 L3-1 L3-1 L3-1 L3-2 L3-2 L3-3 L3-4 L3-5 L3-6 L3-6 L3-6 L3-7 L3-15

STEERING CIRCUIT . . . . . . . . . . STEERING CIRCUIT OPERATION COMPONENT DESCRIPTION . . Steering Control Valve . . . . Bleed Down Manifold Valve . Bleeddown Solenoid . . . . . Accumulators . . . . . . . . . High Pressure Filter . . . . . Warning Devices . . . . . . . Flow Amplifier . . . . . . . . . Operation . . . . . . . . . Steering/Brake Pump . . . . .

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. L4 L4-1 L4-1 L4-1 L4-2 L4-2 L4-4 L4-4 L4-2 L4-4 L4-4 L4-12

STEERING CONTROL VALVE . . . Removal . . . . . . . . Installation . . . . . . . REBUILD PROCEDURE . . . . Disassembly . . . . . . Cleaning and Inspection Assembly . . . . . . . .

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. L5 L5-1 L5-1 L5-2 L5-2 L5-3 L5-5

L01022 4/00

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Index

L1-1

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . FLOW AMPLIFIER VALVE . . . . . . . . . . . . . . . . STEERING ACCUMULATORS . . . . . . . . . . . . . . STEERING ACCUMULATOR CHARGING PROCEDURE STEERING CYLINDERS . . . . . . . . . . . . . . . . . STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . PUMP REBUILD . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . TROUBLESHOOTING CHART . . . . . . . . . . . . . .

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L6 L6-1 . L6-3 L6-7 L6-10 L6-11 L6-14 L6-14 L6-15 L6-16 L6-16 L6-21 L6-24

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2 HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE . . . . . . . . . . . HOIST PILOT VALVE . . . . . . . . HOIST CYLINDERS . . . . . . . .

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. . L8 . L8-1 . L8-8 . L8-11

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 HIGH PRESSURE FILTER (Steering Circuit) . . . . . . . . . . . . . . . . . . . . . . . . . L9-1 LOW PRESSURE FILTERS (Brake, Hoist & Transmission) . . . . . . . . . . . . . . . . . . L9-2 HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE Steering Components Leakage Test . . . . . . . . . . . . . . . . CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . Hoist Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . Power Down Relief Valve Adjustment . . . . . . . . . . . . . . . .

L1-2

Index

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. L10 L10-1 L10-4 L10-5 L10-5 L10-6

4/00 L01022

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 aproximately 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 4. Transmission Cooling 2. Hoist Pump Pump 3. Steering/Brake 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.

FIGURE 2-1. HYDRAULIC TANK 1. Tank Front Section 5. Breather Valve 2. Tank Rear Section 6. Pressure Release 3. Drain 7. Filter 4. Hoist Valve

L02021

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. 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

L2-1

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 2-4) through a defuser (5) mounted in the bottom of the tank .

Hoist Valve The 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.

FIGURE 2-4. HOIST VALVE 1. Hydraulic Tank 2. Hoist Valve

3. Hoist Pilot Valve Supply 4. To Hoist Pilot Valve 5. Diffusers (Inside Tank)

FIGURE 2-3. STEERING CIRCUIT COMPONENTS

1. High Pressure Filter 2. Bleeddown Manifold 3. Accumulators 4. Flow Amplifier Valve 5. Manifold 6. Steering Cylinders

L2-2

Hydraulic System

L02021

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. An internal, adjustable relief valve protects the hoist circuit from pressures in excess of 193 kg/cm2 (2750 psi).

High Pressure Filter 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.

L02021

Hydraulic System

L2-3

NOTES

L2-4

Hydraulic System

L02021

HYDRAULIC COMPONENT REPAIR HYDRAULIC TANK 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 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 the oil filler cap (4) slowly counterclockwise to release any possible residual tank pressure. 3. Using a filtered (3 micron) filling apparatus, fill tank with recommended oil, until oil is visible in the top sight glass (5). Refer to ‘‘Lubrication Chart’’, Section P, for oil recommendations. NOTE: If Hydraulic tank has been completely drained, refill capacity is: 576 Liters (152 gal.) 4. Replace fill cap.

FIGURE 3-1. HYDRAULIC TANK 1. Hydraulic Tank 5. Oil Level Upper Sight Glass 2. Pressure Relief Valve 6. Oil Level Lower Sight Glass 3. Breather 7. Oil Drain 4. Filler Cap HYDRAULIC TANK SERVICE

5. Start the engine, and raise and lower dump body 2-3 times to circulate oil and fill lines/components. 6. Lower the dump body, shut down the engine, and turn the keyswitch ‘‘Off’’. If oil level falls below lower sight glass (6), repeat steps 2. through 4.

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 3-2) 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. 2. Whenever oil is drained from tank, clean diffusers (7 & 11) and strainers (8, 9, & 10).

L03019

Hydraulic Component Repair

L3-1

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 the hydraulic tank (1, Figure 3-2) 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. 5. Attach a lifting device to the hydraulic tank. 6. Remove the capscrews and lockwashers securing the hydraulic tank to the frame. 7. Move hydraulic tank to a clean work area for disassembly or repair.

FIGURE 3-2. HYDRAULIC TANK (TOP VIEW) 1. Hydraulic Tank 2. Pressure Relief Valve 3. Breather 4. Filler Cap 5. Sight Glass Guard 6. Access Cover

7. Diffusers 8. Strainers 9. Wire Mesh Strainer 10. Strainer 11. Diffuser

Installation 1. Install hydraulic tank and secure with capscrews and lockwashers. Tighten to standard torque. 2. Uncap hydraulic lines and attach to the proper connections. 3. Fill the tank with hydraulic oil. 4. Bleed all air from hydraulic pump suction lines before starting engine.

L3-2


L03019

HYDRAULIC TANK Strainers and Diffusers Removal 1. Shut engine down, turn key switch ‘‘Off’’, and wait at least 90 seconds for 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 (16, Figure 3-3) 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 (7, 10, and 15). Remove covers (8, 9, and 14) and gaskets. 5. Remove capscrews (2 and 4). Pull strainers (11 & 13) and diffusers (6) from hydraulic tank. Inspect and Clean 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.

FIGURE 3-3. STRAINER/DIFFUSER SERVICE 1. Hydraulic Tank 9. Cover 2. Pressure Relief Valve 10. Capscrews 3. Breather 11. Strainers 4. Filler Cap 12. Wire Mesh Strainer 5. Access Cover 13. Strainer 6. Diffusers 14. Cover 7. Capscrews 15. Capscrews 8. Cover 16. Oil Drain 17. Diffuser Installation

3. Clean the diffusers with cleaning solvent from the outside in.

1. Install strainers (11 &13, Figure 3-3) and diffusers (6).

4. Inspect the diffusers for cracks or damage. Replace, if necessary.

2. Using new gaskets, install covers (8, 9 & 14). Install capscrews (7, 10 & 15). Tighten to standard torque.

5. Clean any sediment from bottom of hydraulic tank.

3. Uncap and connect inlet and outlet lines. 4. Fill hydraulic tank with clean hydraulic oil. 5. 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. 6. Refer to Filling Instructions.

L03019


L3-3

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 down 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 3-4), cover (2), and filter element (3). 5. Clean the breather in solvent and dry thoroughly.

FIGURE 3-4. HYDRAULIC TANK BREATHER 1. Snap Ring 3. Element 2. Cover

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.

L3-4


L03019

HYDRAULIC SYSTEM FLUSHING PROCEDURE The following instructions outline the procedure for flushing the hydraulic system. NOTE: If a system component fails, an oil analysis should be made before replacing any component. If foreign particles are evident, the system should be flushed. All flexible hoses should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside the hose. 1. Shut down engine and turn key switch ‘‘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. 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 run 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 down engine and turn key switch ‘‘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 accomplishing Step 11. If not, repeat Step 9 to increase oil temperature to the proper operating range.

L03019

9. Start engine and run at 1000 RPM while performing the following: a. Steer truck full left then full right - repeat four times. b. Steer full left (keeping pressure against the steering wheel) and hold for 10 seconds. c. Steer full right (keeping pressure against the steering wheel) and hold for 10 seconds. 10. Increase engine speed to full throttle and steer full left and full right. 11. Return all controls to ‘‘Neutral’’. 12. Reduce engine speed to 1000 RPM and perform the following: a. Extend hoist cylinders fully and ‘‘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. Hoist control lever must be held in the power up position. c. Lower hoist cylinders and hold lever in power down position for 10 seconds after cylinders are fully retracted.

Do not continue to hold in power down - 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 down engine and turn key switch ‘‘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.


L3-5

HYDRAULIC PUMPS The hoist circuit pump (2, Figure 3-5) 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.

FIGURE 3-5. PUMP REMOVAL AND INSTALLATION 1. Suction Hoses 4. Brake Control Valve (BCV) 2. Hoist Pump 5. Hoist Valve 3. Outlet Hoses 6. PTO 7. Brake Cooling Pump

4. Disconnect pump outlet lines. Cap or cover lines to prevent contamination of the hydraulic system. Installation

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.

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.

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FIGURE 3-6. 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

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 the Model 530M truck. Slight design variations may be noted. Refer to the Parts Manual for actual parts installed and for seal service kits available.

1. Clean the outside of the pump thoroughly. 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 3-6) 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.

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FIGURE 3-7. ISOLATION PLATE REMOVAL 1. Isolation Plate 3. Backup Ring 2. O-Ring 4. Ring Retainer

FIGURE 3-8. DRIVE GEAR REMOVAL 1. Drive Gear 2. Pressure Plate

5. Remove ring retainer (4, Figure 3-7), O-ring (2), back-up ring (3), and isolation plate (1). 6. Grasp the drive gear shaft extension (1, Figure 3-8) 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. 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.

When removing the rolled up metal, do not attempt to remove gear track-in grooves.

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 3-9): • 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.

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FIGURE 3-9. GEAR BORE INSPECTION 1. Body 2. Gear Track-in Grooves


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9. To remove bottom pressure plate (2, Figure 3-10), 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. 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 3-6) 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.

FIGURE 3-10. PRESSURE PLATE REMOVAL 1. Bearing Puller 2. Pressure Plate

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.

17. Inspect all parts to determine which if any, should be replaced.

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Assembly 1. Refer to ‘‘Seal Replacement’’ for flange plate seal installation instructions. 2. Place rear pump body (11, Figure 3-6) 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 3-11. 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 3-12), 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 3-13) 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 3-12. ISOLATION PLATE ASSEMBLY 1. Pump Body 5. Isolation Plate 2. Ring Retainer 6. O-Ring 3. Stud 7. Back-up Ring 4. Dowel Pin 8. Drive Gear 7. Coat rear drive gear (10, Figure 3-6) 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 3-11. ISOLATION PLATE INSTALLATION 1. Isolation Plate (Rounded Edge)

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FIGURE 3-13. PRESSURE PLATE INSTALLATION 1. Outlet Side (Body) 3. Trap Slots 2. Pressure Plate 4. Inlet Side(Body)


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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. 17. Install stud O-rings (19). 18. Install O-ring (7) and dowels (18) in the bearing plate.

FIGURE 3-14. REAR DRIVE GEAR POSITIONING 1. Rear Drive Gear

2. Body Dowel Pin

9. Install dowels (18, Figure 3-6) 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. 20. Install dowels (16) in body (3). 21. To assemble the parts in the front pump section repeat steps 3 through 6, as applicable.

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 3-14: a. Rotate the gears until the point of a tooth on the drive gear (1, Figure 3-14) is in line with the center of the dowel (2) in the body that is nearest to the drive gear (See arrows). b. This set of qears 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. 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 3-6). Use clean heavy grease to hold the O-ring in the groove.

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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 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.) torque.

FIGURE 3-15. 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 3-15) 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 3-15) between two gear teeth is lined up with the center of the dowel nearest to the gear. 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

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.) of torque. 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.) torque in an alternating, progressive pattern.

23. Install idler gear (22, Figure 3-6) 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.

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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 3-16. 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 3-16. 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 3-17).

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).

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FIGURE 3-17. SHAFT SEAL REMOVAL 1. Flange 3. Bearings 2. Punch


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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 3-18. 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 3-18. SEAL INSTALLATION USING A VISE 1. Flange Plate 3. Bearing Projection. 2. Wooden Blocks

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.

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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 rounded

Abrasive wear caused by fine particles - dirt (fine contaminants, not visible to the eye).

Were correct filter elements used?

4. Dull area on shaft at root of tooth

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

Abrasive wear caused by metal particles - (coarse contaminants, visible to the eye).

Contaminants generated elsewhere in hydraulic system?

3. Scored gear bore

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 rear pressure plate only

Incorrect pump installation

Did shaft bottom in mating part?

1. Eroded pump housing 2. Eroded pressure plates

Tank oil level correct? 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

Lack of oil

Tank strainers restricted? Metal object left in system during initial assembly or previous repair?

1. Housing heavily scored 2. Inlet peened and battered

Was oil level correct?

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

Excessive heat

3. Gear and journals black

Metal object left in system during initial assembly or previous repair? Was relief valve setting too low? Oil viscosity correct? Oil level correct?

1. Broken shaft 2. Broken housing or flange

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Overpressure


Relief valve setting correct? Relief valve functional?

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NOTES

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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 pre-charged 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 3. Accumulators 4. Flow Amplifier Valve 5. Manifold 6. Steering Cylinder

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Steering Circuit

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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 de-energize to close the return port to tank. By this time all the oil in the accumulators should be 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 pressure 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 decreases to 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).

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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

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FIGURE 4-2. FLOW AMPLIFIER

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Steering Circuit

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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

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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

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FIGURE 4-3. FLOW AMPLIFIER (No Steer)

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Steering Circuit

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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.

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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

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FIGURE 4-4. FLOW AMPLIFIER (Steering Left)

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Steering Circuit

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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.

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Steering Circuit

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FIGURE 4-5. FLOW AMPLIFIER (Steering Right)

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Steering Circuit

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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.

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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

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FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)

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Steering Circuit

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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 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).

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.

L4-12

A ball bearing (2) supports the driven end of the driveshaft. A bushing, (part of the valve plate assembly) supports the other end.

Steering Circuit

10/97 L04025

1. Drive Shaft 2. Driveshaft Bearing 3. Shaft Seal 4. Roll Pin 5. Housing 6. Gasket 7. Socket Head Screw 8. O-Ring Seal 9. Rear Shaft Cover 10. Roll Pin 11. Socket Head Screw 12. Spline Cover 13. Capscrew

L04025 10/97

FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section) 14. Plug 27. Swashblock 15. O-Ring 28. Retainer Ring 16. Plug 29. Piston/Shoe Assembly 17. O-ring 30. Cylinder Barrel 18. Roll Pin 31. Valve Plate 19. O-Ring 32. Shoe Retainer Spring 20. Seal Retainer 33. Fulcrum Ball 21. Bearing Retainer Ring 34. Shoe Retainer 22. Shaft Bearing Retainer Ring 35. Cylinder Bearing 23. Roll Pin 36. Saddle Bearing 24. Roll Pin 37. Roll Pin 25. Guide Plate 26. Flat Head Screw

Steering Circuit

L4-13

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 one-half 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

L4-14

Steering Circuit

10/97 L04025

STEERING CONTROL VALVE Removal NOTE: Clean steering control valve and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened. 1. Shut down engine and bleed down steering circuit. NOTE: To insure the hydraulic oil has completely drained from the accumulators, turn the steering wheel. If the wheels do not turn, all the hydraulic pressure has been drained from accumulators. 2. Disconnect hydraulic lines. Plug lines securely to prevent spillage and possible contamination to the system. Tag each line as removed for proper identification during installation.

Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 3. Remove capscrews (3, Figure 5-1) from steering valve mounting bracket and remove control valve. Installation 1. Align steering control valve assembly with drive coupling (6, Figure 5-1) and holes in mounting bracket (2).

FIGURE 5-1. STEERING CONTROL VALVE INSTALLATION 1. Steering Column 4. Lockwasher 2. Mounting Bracket 5. Steering Control Valve 3. Capscrew 6. Coupling 7. Grease Fitting

2. Install capscrews (3) and lockwashers (4). Tighten capscrews to standard torque. 3. Turn steering wheel to several different positioins and release to assure that springs in control valve FREELY return the steering wheel to neutral. If wheel is tight, loosen control valve mounting capscrews and realin valve. 4. Grease drive coupling through grease fitting (7) with a molybdenum disulphide or multi-purpose NLGI grease. 5. Remove plugs from four hydraulic lines. Be certain that the previously tagged hydraulic lines are connected to their respective ports according to the markings on the steering control valve assembly.

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Serious personal injury to the Operator or to anyone positioned near the front wheels may occur if a truck is operated with the hydraulic steering lines improperly installed. Improperly installed lines can result in uncontrolled steering and/or SUDDEN AND RAPID rotation of the steering wheel as soon as the steering wheel is moved. It will turn rapidly and cannot be stopped manually. After servicing the steering control assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine.

Steering Control Valve

L5-1

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 5-3). 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.

Disassembly 1. Clamp unit in vise, meter end up. Clamp lightly on edges of mounting area (See Figure 5-4).

Use protective material on vise jaws and DO NOT overtighten jaws. 2. Match mark gear wheel set and end cover to insure proper relocation during assembly. Refer to Figure 5-5. 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.

NOTE: This tool is extremely helpful during centering spring installation.

FIGURE 5-5. 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 5-5). Mark location of capscrew with rolled pin to facilitate reassembly. 4. Remove end cover (1, Figure 5-6) and O-ring (2). Remove gear wheel set (3). 5. Remove Cardan Shaft (11, Figure 5-8) distribution plate (15) and O-ring (14).

FIGURE 5-7. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal

3. Housing

6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove O-ring (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 the dust seal (2, Figure 5-7) using a screwdriver. Take care not to scratch or damage the dust seal bore.

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.

FIGURE 5-6. END COVER REMOVAL 1. End Cover 2. O-ring

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3. Gear Wheel Set 4. Housing


L5-3

FIGURE 5-8. STEERING CONTROL VALVE 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring

L5-4

7. Bearing Assembly 8. Ring 9. Pin 10. Neutral Position Springs 11. Cardan Shaft 12. Spacer

13. Tube 14. O- ring 15. Distribution Plate 16. Gear Wheel Set 17. O-ring 18. O-ring


19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Bore 23. Capscrews

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FIGURE 5-9. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole

3. Spool 4. Sleeve

Assembly

1. Spring Installation Tool

2. Centering Springs

NOTE: If spring installation tool is not available, follow steps a. through d. under Alternate Method.

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 5-9. 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 5-10) through spring slots of both parts.

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FIGURE 5-10. INSTALLING CENTERING SPRINGS

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 spring installation tool (Figure 5-10). 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 5-11. 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.


L5-5

FIGURE 5-11. NEUTRAL POSITION SPRING INSTALLATION 8. Install ring (1, Figure 5-12) 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 5-13.

11. Install the check ball in the hole shown in Figure 5-14. 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 5-8), 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 5-12. BEARING INSTALLATION 1. Ring 2. Rear Bearing Race 3. Bearing

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4. Front Bearing Race 5. Spool 6. Sleeve

FIGURE 5-13. SPOOL AND SLEEVE INSTALLATION 1. Housing


2. Spool & Sleeve

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FIGURE 5-14. CHECK BALL INSTALLATION 1. Housing 2. Check Ball

3. Check Ball Hole 4. O-ring

NOTE: Position the cardan shaft as shown in Figure 5-15, 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 5-16.

FIGURE 5-16. GEARWHEEL ROTOR INSTALLATION NOTE: Rotor and cross pin must now be in the position shown in relation to each other. Refer to Figure 5-17. 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 ± .5 N.m) torque.

FIGURE 5-17. GEARWHEEL SET INSTALLATION FIGURE 5-15. CARDAN SHAFT INSTALLATION

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1. Gearwheel Set 2. Cross Pin (Outline)


3. Rotor 4. Cardan Shaft

L5-7

NOTES

L5-8


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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 1. Brake Circuit Supply 2. Bleeddown Manifold 3. Return to Tank 4. Pressure Relief Valve 5. Supply From Steering Pump

6. Test Port 7. From Accumulator 8. To Flow Amplifier 9. From Flow Amplifier 10. Accumulator Bleeddown 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).

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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

L6-1

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.

L6-2

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


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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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L6-3

L6-4


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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. 12. Remove retaining ring (7, Figure 6-5), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8). 13. Unthread check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Make any replacements necessary.


L6-5

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).

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.

9. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install spring (55). 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.

L6-6


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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 antirotation 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


3. Charging Valve Guard 4. Charging Valve

L6-7

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 6. Piston Seal Lube Oil

L6-8

7. Piston 8. Bearing 9. T Ring Seal 10. Housing 11. Plug 12. Plug

FIGURE 6-9. GLAND REMOVAL TOOL (Fabricate Locally)


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b. Verify housing I.D. does not exceed 8.002 in. (203.25 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.

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.

TESTING 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.

Assembly

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 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).


L6-9

STEERING ACCUMULATOR CHARGING PROCEDURE

Do not loosen or disconnect any hydraulic line or component until engine is stopped and key switch has been “Off” for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the steering accumulators. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulators. When charging or discharging the nitrogen gas in the accumulators, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. 1. With engine shut down and key switch in the “Off” position, allow at least 90 seconds for accumulators to bleed down. Turn 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 recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before charging procedure. 6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 98.6 kg/cm2 (1400 psi). NOTE: If a loss in nitrogen pressure occurred during operation, oil may still be present in the accumulator

L6-10

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

below the piston. This oil can be bled off during the nitrogen charging procedure by turning the steering wheel back and forth or by actuating the bleed down solenoid by turning the key switch “On” and then “Off”. NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulators to the hydraulic tank. 7. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 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, tighen 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.


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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).

FIGURE 6-11. STEERING CYLINDER PIPING

5. Remove rod pin (1). 6. Remove steering cylinder assembly.

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 2. Pin 1. Rubber Boot

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L6-11

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. 4. Slide gland off rod. Remove O-ring (6) and backup ring (7) from gland. 5. Remove rod wiper (11) and rod seal (12). Remove bearing (13).

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. Inspect bushing (16) in rod eye and housing for excessive wear or damage. Replace if necessary. Always replace O-rings (15). During assembly, coat sliding sufaces with hydraulic oil.

FIGURE 6-13. STEERING CYLINDER ASSEMBLY 1. Housing 2. Locknut 3. Piston 4. Bearing

L6-12

5. Seal Assembly 6. O-Ring 7. Backup Ring 8. Gland

9. Capscrew 10. Rod 11. Wiper 12. Seal


13. Bearing 14. Retaining Ring 15. O-Ring 16. Bushing

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Assembly Piston Seal and Bearing Iinstallation:

Cylinder Assembly:

1. Install new piston seal (5, Figure 6-13) on piston (3) as follows:

1. Install new bearing (13, Figure 6-13), rod seal (12), rod wiper (11), backup ring (7) and O-ring (6) in gland (8).

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 postion 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.

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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L6-13

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 hyraulic 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.

The steering pump weighs approximately 50 kg (110 lbs.). Use a suitable lifting device capable of handling the load safely.

L6-14

7. Move the steering pump to a clean work area for disassembly.


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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.

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. 5. Remove plugs from suction (3) and outlet (6) hoses and install to steering pump using new O-rings. 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.

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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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. 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.

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. 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.


L6-15

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.

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.

√ 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.

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.

L6-16


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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).

6. Remove plugs (12 & 21) and orifice (30). 7. Remove plug (28), spring (27), orifices (25 & 26) and 4-way valve spool (24).

2. Lift control housing (1) off pump housing.

8. Remove relief valve bonnet (14), Spring (15), shim (16), and poppet (17).

3. Remove gasket (8), O-Ring (9), plug (11) and piston control pin (10).

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


25. Orifice 26. Orfice 27. Spring 28. End Plug 29. O-Ring 30. Orifice 31. Gasket

L6-17

Valve Plate Group

Rotating 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

L6-18

8. Guide Plate 9. Roll Pin 10. O-Ring 11. Roll Pin 12. Roll Pin 13. Saddle Bearing 14. Swashblock


15. Cylinder/Piston Assembly 16. Gasket 17. Plate 18. Capscrew 19. Plug 20. O-Ring 21. Plug 22. O-Ring

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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 6-16). 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. 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.

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).

16. Piston/shoe assemblies (4, Figure 6-17) can be removed individually or as a group by pulling upward on the shoe retainer (5). 17. Remove the fulcrum ball (3) and shoe retainer spring (2).

FIGURE 6-18. ROTATING GROUP 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball 4. Shoe Retainer 5. Piston & Shoe Assembly 6. Retainer Ring 7. Cylinder Bearing 8. Roll Pin

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L6-19

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.

Inspection

Always wear safety goggles when using solvents or compressed air. Failure to wear safety goggles could result in serious personal injury. 1. Clean all parts thoroughly. 2. Replace all seals and O-rings with new parts. 3. Check all locating pins for damage and all springs for cracking or signs of fatigue.

Control 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. 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.

11. Inspect the cylinder bearing (7) for damage and replace if necessary. 12. Check all piston and shoe assemblies (5) to be sure they ride properly on the swashblock. 13. Check all pump piston assemblies for smooth action in their bores. 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.

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.

FIGURE 6-19. PISTON/SHOE INSPECTION 1. Piston 2. Shoe

L6-20


3. Shoe Contact Face

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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. 12. Tap bearing into place if necessary using extreme care not to damage the bearing.

Assembly The procedure for assembling the pump is basically the reverse order of disassembly procedure. During assembly, install new gaskets, seals, and O-rings. 1. Apply a thin film of CLEAN grease or hydraulic fluid to sealing components to ease assembly. If a new rotating group is used, lubricate thoroughly with CLEAN hydraulic fluid. Apply fluid generously to all wear surfaces. Swashblock Group

13. Insert the retaining ring (6) to hold bearing in place.

Driveshaft Group 14. Place the housing on its side with the axis horizontal and then install seal retainer (4, Figure 6-16). 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.

L06016 10/01

17. Insert the driveshaft and bearing assembly into the housing and lock in place with the driveshaft bearing retainer ring (1).


L6-21

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.

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. 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.

The assembled rotating group weighs approximately 15 lbs (7 kgs). 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.

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. 24. Push cylinder barrel forward until the cylinder spline reaches the driveshaft spline and rotate the cylinder slightly to engage shaft splines. FIGURE 6-20. ROTATING GROUP ASSEMBLY 1. Cylinder Barrel 2. Spring 3. Fulcrum Ball 4. Shoe Retainer 5. Piston & Shoe Assembly 6. Retainer Ring 7. Cylinder Bearing 8. Roll Pin

L6-22


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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. Orfice 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. 32. Install relief poppet (17), shim (16) and spring (15). 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).

37. Install new O-rings (4), gasket (31), and position end cap assembly (23) on housing. 38. Install capscrews (3) and tighten evenly. 39. Install plugs (11 & 12). 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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L6-23

TROUBLESHOOTING CHART POSSIBLE CAUSES


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

L6-24


L06016 10/01

TROUBLESHOOTING CHART POSSIBLE CAUSES


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 No flow to steering unit can be caused by: 1. Low oil level 2. Ruptured hose 3. Broken gerotor drive pin

Repair or replace steering column

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 retime 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


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NOTES

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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 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.

1. Hydraulic Tank (Rear Section) 2. Heat Exchanger 3. Low Pressure Filters 4. Hydraulic Pump 5. Rear Disc Brakes

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Hydraulic oil from the pump is directed to the hoist valve (12) mounted outboard of the left hand frame rail, behind the hydraulic tank. 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 6. Manifold 7. Brake Control Valve (BCV) 8. Hoist Pilot Valve 9. Power Down Hoist Limit Solenoid 10. Power Up Hoist Limit Solenoid

Hoist Circuit

11. Pilot Operated Check Valve 12. Hoist Valve 13. Snubber Valve 14. Hoist Cylinders

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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 gearcase. 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 4. Hoist Pilot Valve Solenoid 5. Control Cable 2. Piloted Check Valve 3. Power Down Spool Limit Solenoid 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). 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.

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Hoist Circuit

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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.

HOIST PILOT VALVE FIGURE 7-3. HOIST VALVE 1. Inlet Section 3. Inlet Section 2. Top Spool Section Cover 4. Spool Section 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 • Check poppets

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).

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. 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

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Hoist Circuit

L7-3

POWER UP SPOOL 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 The 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 solenod 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.

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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

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Hoist Circuit

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POWER UP OPERATION (Figure 7-5)

FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION

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.

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

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 check-poppet in the bottom of Spool 7 to build pressure under the spool which moves the spool upward compressing the top spring. This movement allows the returning cylinder oil to flow into the Low Pressure Passage 20 to the 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.

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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.

Hoist Circuit

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Hoist Circuit

L7-7

HOLD OPERATION (Figure 7-6)

FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION

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.

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Hoist Circuit

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Hoist Circuit

L7-9

POWER DOWN OPERATION (Figure 7-7)

FIGURE 7-7. HOIST CIRCUIT, POWER DOWN

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.

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Hoist Circuit

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Hoist Circuit

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FLOAT OPERATION (Figure 7-8)

FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION

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.

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Hoist Circuit

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Hoist Circuit

L7-13

NOTES

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Hoist Circuit

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HOIST CIRCUIT COMPONENT REPAIR Removal

HOIST VALVE

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. 3. Connect pilot supply lines, tighten fittings securely. FIGURE 8-1. HOIST VALVE REMOVAL 1. Supply From Pump 5. To Hoist Cylinders 2. Return To Manifold/BCV 6. Return To Tank 3. Capscrews, Washers & Nuts 7. To Hoist Cylinders 4. To Hydraulic Cabinet 8. Snubber Valve

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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

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FIGURE 8-3. TIE ROD INSTALLATION 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. 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 1. Inlet Section 7. Outlet Port 2. Spool Section Cover 8. Inlet Port 3. Spool Section 9. Tie Rods 4. Spacer 10. Nuts and Washers 5. Inlet Section 11. Inlet Section Cover 6. Relief Valve Cover O-Ring Replacement NOTE: It is not necessary to remove the individual valve sections to accomplish repair, unless emergency field repair is required to replace the O-rings between sections to prevent leakage. Untorqueing and retorqueing of the main valve tie rod nut could cause distortion resulting in binding or severely sticking plungers, poppet and spools.

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. c. Torque nuts evenly to 22.1 kg.m (160 ft. lbs.m) torque in order 1, 4, 2, 3.

The following procedure is for replacing the O-rings between the valve sections.

FIGURE 8-4. TORQUE SEQUENCE

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1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Main Relief Valve

FIGURE 8-5. INLET SECTION DISASSEMBLY 5. Spring 8. O-Rings 6. Sleeve 9. Inlet Valve Body 7. Low Pressure Relief 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 8-5), 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.

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FIGURE 8-6. RESTRICTOR POPPET REMOVAL 1. Inlet Cover 6. Backup Ring 2. Restrictor Poppet 7. O-ring 3. Backup Ring 8. Backup Ring 4. O-Ring 9. Sleeve 5. Backup Ring


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SPOOL SECTION

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.

Disassembly NOTE: It is not necessary to remove the inlet sections (1 & 5, Figure 8-2) to accomplish spool section (3) disassembly.

3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear.

1. Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly.

4. Inspect poppets in their respective bore for fit. Poppets should move freely, without binding, through a complete revolution.

2. Remove capscrews and remove spool section cover (2, Figure 8-2).

5. Inspect fit and movement between sleeve and low pressure relief valve.

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.

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.) torque. 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.) torque. Connect external tube, tighten nuts to 3.5 kg.m (25 ft. lbs.) torque.

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 3. O-Ring 2. Steel Ball

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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 3. Spool 2. Spool Assembly

Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks. 3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear. 4. Inspect all poppets in their respective bore for fit. Poppets should move freely without binding through a complete revolution.

FIGURE 8-8. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 4. Seal Ring 2. O-ring * 5. O-Ring 3. Backup Ring * * NOTE: Items 2 and 3 not used on all valves.

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1. Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Ball 8. O-Ring

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FIGURE 8-10. SPOOL SECTION ASSEMBLY 9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Green) 13. Spool Housing 14. Spool Assembly 15. Spool End


16. Spring (Blue) 17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly 21. Restrictor Poppet (Red) 22. Restrictor Poppet (White)

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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.) torque. 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.) torque. NOTE: Poppets 12, 21 and 22 may be color coded and must be installed in their original location. 3. Repeat step 2 for the opposite end of spool (20). 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.) torque.

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.) torque. 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.) torque.

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Installation

HOIST PILOT VALVE 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. 4. Remove cotter pin and pin. 5. Remove the hoist pilot valve mounting capscrews. Remove hoist pilot valve. Refer to hoist pilot valve disassembly for repair instructions.

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. Align control cable eye with valve spool hole and install pin (9). Secure pin in place with cotter key (8). 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 1. Power Up Spool Limit Solenoid 5. Control Cable 2. Piloted Check Valve 6. Flange 3. Power Down Spool Limit Solenoid 7. Capscrew 4. Hoist Pilot Valve 8. Cotter Pin

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9. Pin 10. Sleeve 11. Jam Nut

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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 O-ring (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 15. Machine Screw 2. Ball (4) 16. Seal Plate 3. Detent Pin 17. Spool Housing 4. Spring 18. Inlet Housing 5. Spacer 19. Spring Seat 6. Capscrew 20. Spring 7. Outlet Housing 21. Ball (1) 8. Nut 22. Detent Sleeve 9. Tie Rod 23. Spacer 10. Nut 24. Cap 11. O-Ring 25. Seal Retainer 12. O-Ring 26. Wiper 13. Wiper 27. O-Ring 14. Spool

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FIGURE 8-13. RELIEF VALVE 1. Valve Housing 2. Relief Valve


L8-9

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. Reassembly 1. Thoroughly coat all parts including housing bores with clean hydraulic oil. 2. If the inlet and outlet housings were removed follow steps 3 through 5 for reassembly. 3. Install check poppet (2, Figure 8-14) and spring (3) in spool housing (1). 4. Install new O-ring (4) in spool housing. Place inlet and outlet housings onto spool housing.

FIGURE 8-15. TIE ROD NUT TORQUE 1. Nut 4. Tie Rod 2. Tie Rod 5. Outlet Housing 3. Nut 5. Install tie rods. Install tie rod nuts. Tighten tie rod nuts to the torques shown in Figure 8-15. 6. Install a new O-ring (27, Figure 8-12) and wiper (26). Install seal retainer (25). 7. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Slight pressure will be required to compress the detent spring. Tighten detent pin to 84-96 in. lbs. (9-11 N.m) torque. Install spring (20). Carefully install spool into spool housing. 8. Apply grease to the cross holes of the detent pin (3) to hold balls (21) and (2). 9. Slide detent sleeve (22) into cap (24) and place over a punch. Using this punch, depress ball (21) and insert balls (2) in detent pin cross holes. 10. While holding down on ball (21), slide detent sleeve (22) and cap (24) as an assembly over the detent pin (3). Continue to insert detent sleeve (22) until it contacts spring seat (19). 11. Secure cap (24) in place with capscrews (6). Tighten capscrews (6) to .69 kg.m (5 ft. lbs.) torque. Install spacer (23) and snap ring (1).

FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY 1. Spool Housing 4. O-ring 2. Check Poppet 5. Outlet Housing 3. Spring

L8-10

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.


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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.

HOIST CYLINDERS 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.

FIGURE 8-16. HOIST CYLINDER UPPER MOUNT 1. Retainer 4. Retainer Ring 2. Capscrews & Washers 5. Bearing 3. Pin 6. Hoist Cylinder

L08018

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 8-17. HOIST CYLINDER LOWER MOUNT 1. Hoist Cylinder 4. Lock Plate 2. Retainer 5. Retainer Ring 3. Capcsrew 6. Bearing


L8-11

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. Installation

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 180o. 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).

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. 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. 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. 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. 5. Install new O-rings in grooves on hose flange connections and lubricate with clean hydraulic oil. Position flanges over hoist cylinder ports and install flange clamps. Secure clamps with capscrews and lockwashers. Tighten capscrews to standard torque. 6. Reconnect lubrication lines for the upper and lower hoist cylinder bearings. 7. Start engine, raise and lower body several times to bleed air from cylinder. Check for proper operation and inspect for leaks. 8. Service hydraulic tank if necessary.

Disassembly

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). 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). NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted. 7. Rotate the cylinder assembly 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. NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks. 8. Rotate the cylinder housing 180o. Remove the retainer installed in step 6. 9. Fabricate a round disc 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. 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. 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.

L8-12


L08018

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

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L8-13

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.

FIGURE 8-19. QUILL INSTALLATION TOOL 1. Cover 2. Quill Assembly

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.

L8-14

NOTE: The SS1143 tightening tool can be fabricated locally. Request the following drawings from the HAULPAK® 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.


L08018

ASSEMBLY OF QUILL AND CYLINDER NOTE: Use only new seals, bearings and O-rings during reassembly. Thoroughly lubricate all parts and seals with hydraulic oil to aid in assembly and to provide lubrication during initial operation. Quill Installation 1. The plugs (3, Figure 8-20) 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.) torque. Allow parts to cure for 2* hours before exposing threaded areas to oil. * Note: If ‘‘LOCQUIC®’’ primer ‘‘T’’ (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 6. Tack weld quill in 2 places as shown in Figure 8-20. 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.) torque after the tack welds are ground off. FIGURE 8-20. PLUG AND CHECK BALL INSTALLATION 1. Cover Assembly 2. Quill Assembly

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3. Plug 4. Check Ball

L8-15

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).

1. Make certain threads in quill tube and on plugs are clean and dry (free of oil and solvent).

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.

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.

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.

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.) torque. Allow parts to cure for 2* hours before exposing threaded areas to oil. * Note: If ‘‘LOCQUIC®’’ primer ‘‘T’’ (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 5. Stake plug threads in two places (between holes) as shown in Figure 8-20 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

L8-16


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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. 4. Install lifting tool used during disassembly in the second and first stage cylinder assembly. 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: 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. 13. Install capscrews (7) with hardened washers (5) and tighten capscrews to 34.6 kg.m (500 ft. lbs.) torque. 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. 14. Install snap ring (9).

6. Install retainer used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate housing 180o to position the lower mounting eye at the top.

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.

7. Install bearings and buffer seal, rod seal and rod wiper in the second stage cylinder (2).

16. Install hoist cylinder eye bearing (6, Figure 8-17) and retainer rings (5) if removed.

8. Attach a lifting device to the rod eye (1) and align it over the housing (4). Lower the rod into the housing. Lubricate the rod with hydraulic oil. 9. Rotate housing 180° to position the cover end at the top. Remove retainer installed in Step 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.

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L8-17

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

L8-18


4. Hoist Pilot Valve 5. Control Cable

L08018

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. Installation

FIGURE 9-1. STEERING CIRCUIT FILTER

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.

L09006

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

L9-1

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.

L9-2

FIGURE 9-2. LOW PRESSURE FILTER ASSEMBLY 1. Head Assembly 6. Plug 2. Indicator Switch 7. O-Ring 3. Seal 8. Core Assembly 4. Bowl 9. Bypass Valve 5. Filter Element


L09006

FILTER ELEMENT REPLACEMENT

2. Remove bowl (4) and element (5). 3. Replace seal (3) in filter head.

Installation 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. Remove plug (6, Figure 9-2) and drain oil from the housing into a suitable container.

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.

Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination!

L09006


L9-3

NOTES

L9-4


L09006

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. Bleed down brake system accumulators prior to removing any hoses supplying oil to the brake system.

L10008 6/98

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.

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.

Hydraulic Check-out Procedure

L10-1

Equipment Requirements The following equipment will be necessary to properly check-out the hydraulic steering circuit • Hydraulic schematic, refer to Section ‘‘R’’. • 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.

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.

FIGURE 10-2. BLEEDDOWN MANIFOLD 1. Brake Circuit Supply 6. Test Port 2. Bleeddown Manifold 7. From Accumulator 3. Return to Tank 8. To Flow Amplifier 4. Pressure Relief Valve 9. From Flow Amplifier 5. Supply From Steering 10. Accumulator Bleeddown Pump 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 3. Case Drain Line 2. Compensator Adjustment 4. Hoist Pump

L10-2


6/98 L10008

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. The bleeddown manifold relief valve cannot be adjusted. Replace if necessary. 10. Shut down the engine and allow the accumulators to bleed down completely. 11. Raise the flow amplifier steering relief valve pressure as follows: a. Remove external plug (2, Figure 10-3) on flow amplifier valve, using an 8 mm allen wrench. b. Insert a 5 mm allen wrench into opening and gently bottom out adjustment (4) by turning clockwise.

FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE 1. Flow Amplifier Valve 3. O-Ring 2. Plug 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. 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. Steer full left or right and maintain a slight pressure against the steering wheel. b. Adjust steering relief valve, using the 5 mm allen wrench to obtain 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.

12. Start the engine and allow steering system to build pressure.

L10008 6/98


L10-3

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)). 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. 20. Shut down engine and allow accumulators to bleed down completely. Steer the truck to verify.

6. Start the engine and allow the system to stabilize at 193.3 kg/cm2 (2750 psi). 7. Measure leakage obtained in graduated container: 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. 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.

Steering Components Leakage Test Do not steer truck while measuring leakage rates during the following tests.

10. If leakage in step 9 is excessive, the flow amplifier must be repaired or replaced. 11. Disconnect tank return line (3, Figure 10-2) at the bleeddown manifold. Install a plug in end of hose removed.

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: Maximum allowable leakage is 984 ml (60 in3) per minute. 4. Shut down the engine. 5. If leakage in step 3 exceeds maximum allowed, measure leakage from steering unit as follows: 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.

L10-4

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. 15. After leakage tests are complete and leakage rates are acceptable, be certain all hoses are reinstalled and and tightened properly. 16. Check hydraulic tank oil level and refill if necessary.


6/98 L10008

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.

FIGURE 10-4. HOIST RELIEF VALVE

Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately. 1. 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.

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 counterclockwise 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.

7. Relieve all hydraulic pressure from the hoist system.

L10008 6/98


L10-5

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. 5. Check the hydraulic tank for proper level. Add oil if necessary.

L10-6

FIGURE 10-5. POWER DOWN RELIEF VALVE 1. Hoist Pilot Valve


2. Relief Valve

6/98 L10008

SECTION M OPTIONS AND SPECIAL TOOLS INDEX ANSUL FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . CHECKFIRE ELECTRIC DETECTION & ACTUATION SYSTEM (M02003) FIRE CONTROL SYSTEM, MANUAL (M02004) . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . .

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. . . . . .

. . . . . .

. . M2 M2.3-1 . M2-1 . M2-1 . M2-1 . M2-2

WIGGINS QUICK FILL FUEL SYSTEM (M05002) Fuel Receiver . . . . . . . . . . . . . . . . . Tank Breather Valve . . . . . . . . . . . . . . Left Side Fill . . . . . . . . . . . . . . . . . .

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. . . .

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. . . .

M5-1 M5-1 M5-2 M5-3

FAN DRIVE CLUTCH - HYDRAULIC ACTUATED (M06001) General Description . . . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . . . . . . . . . . . . Field Check Diagnosis . . . . . . . . . . . . . . . . . Thermal Sensor and Solenoid Valve . . . . . . . . Troubleshooting Chart . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . Reassembly . . . . . . . . . . . . . . . . . . . . . . . Inspection of Parts . . . . . . . . . . . . . . . . . . .

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. . . . . . . . . .

. . . . . .

M6-1 M6-1 M6-4 M6-6 M6-7 M6-8 M6-11 M6-15 M6-22 M6-33

Rebuild Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-37

SPECIAL TOOL GROUP (M08013) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

HEATER/AIR CONDITIONING SYSTEM -134a REFRIGERANT (M09010) Envir0nmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . Operator Cab Conditioning . . . . . . . . . . . . . . . . . . . . . . . Principles of Refrigeration . . . . . . . . . . . . . . . . . . . . . . . Major System Components . . . . . . . . . . . . . . . . . . . . . . . System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . Evacuating the System . . . . . . . . . . . . . . . . . . . . . . . . . System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . .

M01035 10/00

Index

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M9-1 M9-1 M9-2 M9-2 M9-4 M9-7 M9-18 M9-19

M1-1

PAYLOAD METER II — ON - BOARD WEIGHING SYSTEM (M20007) . . . . . . . . . . . . . M20-1 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1 CAB RADIO(M27001) To Operate Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M27-1 To Operate The Tape Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M27-2

M1-2

Index

M01035 10/00

CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2.3- 1) uses linear detection wire. This is a two conductor heat rated thermo cable. When the detection cable is subjected to 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 2.3-1.

Control Module (Figure 2.3-2): Provides the electrical connections necessary between the power lead and the linear detection wire to the power lead supplying electrical power, via the squib, to the actuator. Also provides a visual check of power availability - pressing the switch button will illuminate the green indicator light if electrical power is available in the system.

FIGURE 2.3-2. CONTROL MODULE

FIGURE 2.3-1. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYS. 1. Control Module 3. Linear Detection Wire 5. (Not Shown) Test Kit 2. Manual/Automatic Actuator 4. Power Wire

M02003

Ansul "Checkfire" Electric Detection and Actuation System

M2.3-1

Actuator (Figure 2.3-3): Provides automatic and manual means of fire suppression system actuation. By pulling the ring pin under the knob and then depressing the red knob, the puncture pin will rupture the diaphragm in the actuator and apply the system. Automatically, the squib is fixed to rupture the cartridge disc when the linear detection wire is exposed to temperatures in excess of its rated range.

FIGURE 2.3-5. POWER WIRE

FIGURE 2.3-3. MANUAL/AUTOMATIC ACTUATOR Linear Detection Wire (Figure 2.3-4): Consists of a two conductor heat rated thermo cable. The temperature rating of the cable is 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.

FIGURE 2.3-6. TEST KIT 1. Indicator Light Assembly 2. End-of-Line Detection Wire Jumper Assembly Test Kit (Figure 2.3-6): Provides for checking of electrical continuity and consists of an indicator light assembly and an End-of-Line linear detection wire jumper assembly.

FIGURE 2.3-7. SQUIB FIGURE 2.3-4. LINEAR DETECTION WIRE Power Wire (Figure 2.3-5): Consists of a battery connector and conductor lead wires to connect the actuation system to the truck electrical system (battery circuit). The battery connector is equipped with a 5 ampere in line fuse (replaceable).

M2.3-2

Squib (Figure 2.3-7): Is an electrically detonated component containing a small exact charge of powder. When the actuation circuit is closed by the linear detection wire melting, an internal wiring bridge in the squib heats up causing the power charge to detonate, forcing the puncture pin to rupture the cartridge disc to release the nitrogen gas charge.


M02003

Securing the Detection Wire After the linear detection wire has been loosely installed, secure it to the equipment being protected as follows: 1. Begin at the control module with the first section of detection wire. If this section is sufficient to cover the total hazard area, no additional lengths are required. If additional lengths are required, remove blank plugged connector from the end of first length and add lengths until the total hazard area(s) is covered.

1. The Power Wire a. Depress the button on top of the control module and note green indicator light (Figure 2.3-9). With button, depressed, light should be on. This indicates the power wire is installed correctly to the control module. If light does not appear, check all connections to insure they are snapped together. Retest by depressing button. If light is not "On" refer to "Troubleshooting Section" covered in this section. b. If battery power is correct, proceed to checking total system power.

NOTE: Remember to leave closed blank plug connection on the last length of detection wire. When making connection, push plug into receptacle until a "click" is heard (Figure 2.3-8). Plugs and receptacles are keyed to allow insertion only in one direction. After "click" is noted, apply a small amount of back pull to confirm connection has been made.

FIGURE 2.3-9. POWER CHECK

Do Not install squib to power lead at this time (Figure 2.3-10). FIGURE 2.3-8. LINEAR DETECTION WIRE CONNECTOR 2. Secure the wire every 12-18 in. (30-45 cm) throughout the hazard area(s) using the black nylon cable ties provided. Secure more often if desired, or to keep the wire out of the way. Secure the wire to mounting surfaces, decks, struts, hydraulic hoses in the area, or any secure, non-moving part of the protected equipment. Always keep the previously mentioned guidelines in mind when installing the wire. Preliminary Test Before Final Hook-Up All necesssary linear detection and power wire installation is now completed . Before arming the actuator with the squib, it is necessary to check to insure all connections are made properly.

M02003

FIGURE 2.3-10. DO NOT CONNECT SQUIB


M2.3-3

c. Proceed to the end of the last length of detection wire and remove the jumper assembly (Figure 2.3-12). Finally, put original plugged blank connector onto detection wire. The test module light should immediately go out. If light does not go out refer to "Troubleshooting". d. Remove the test kit from the system by, first, disconnecting the squib connector from the test module (Figure 2.3-14). NOTE: Retain these components for possible later use.

! CAUTION ! Remove jumper assembly. Otherwise, fire suppression system will discharge when squib is installed in Electric Detection And Actuation System. FIGURE 2.3-11. INSTALL JUMPER 2. The Linear Detection Wire a. Using the furnished text kit, proceed to the end of the last length of detection wire. Remove the plugged blank connector (Figure 2.3.11) and install the jumper assembly. NOTE: Retain plugged connector to be reinstalled after testing is completed. b. With jumper in place, screw squib connector into receptacle on test module (Figure 2.3-12). Test module light should immediately illuminate. This test confirms that the wire is properly installed and will function as designed. If test module light does not illuminate on test module, refer to the "Troubleshooting" section.

FIGURE 2.3-12. INSTALL TEST MODULE ASSEMBLY

M2.3-4

FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY

FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSY


M02003

Installation Procedure for Squib After all testing has been completed and all test kit components removed, proceed to arm the system.

Using wrench, insert squib into upper right inlet hole on actuator body and firmly tighten (Figure 2.3-15). After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge (Figure 2.3-16).

Always install squib into actuator body first, before installing connector onto threaded body of squib. Possible injury could result if squib was actuated outside of actuator body. Install squib connector onto threaded stud of squib (Figure 2.3-17). Handtighten as firmly as possible. Placing the Electric Detection & Actuation System Into Service To place the Electric Detection and Actuation System into service, proceed as follows:

FIGURE 2.3-15.

1. Check all fasteners for tightness. Insure jam nut on actuator body is securely tightened. 2. Before installing actuator cartridge, push manual puncture lever several times to insure smooth operation. 3. Insert ring pin in hole and attach lead wire seal (See Figure 2.3-18).

FIGURE 2.3-16.

FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE 4. Insert LT-5-R cartridge (PB0674) into lower actuator body and handtighten firmly. FIGURE 2.3-17. INSTALL SQUIB

M02003

5. Record date that system was placed in service.


M2.3-5

INSPECTION AND MAINTENANCE SCHEDULES FOR ELECTRIC DETECTION AND ACTUATION SYSTEM

Proper inspection and maintenance procedures must be performed at the specified intervals to be sure that the Electric Detection and Actuation System will operate as intended.

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. Remove jumper, clean actuator, install new squib and reinstall cartridge. System is now back in service.

FIGURE 2.3-19. REMOVE CARTRIDGE AND DISCONNECT SQUIB

Do Not reinstall cartridge at this time.

1. Check all mounting bolts for tightness.

5. Test system power by depressing button on control module. Note illumination of light while button is depressed.

2. Check all wiring connectors for tightness and possible evidence of corrosion.

6. Remove squib connector before proceeding with next series of checks (Figure 2.3-19).

3. Inspect detection and power wire as follows:

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).

Record date of installation of new squib.

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.

M2.3-6

8. With jumper in place, screw the squib connector into receptacle on test module (Figure 2.3-20). Light on the test module should immediately illuminate. This test confirms that the detection wire is properly installed and will function as intended.


M02003

10. Remove the test kit from the system by disconnecting the squib connector from the test module (Figure 2.3-21).

Failure to remove jumper assembly will cause system discharge when squib is installed into Electric Detection and Actuation System. 11. Remove squib from actuator body and check that it has not been fired. Reinstall squib and wrench tighten firmly. 12. Reinstall squib connector to squib and firmly tighten by hand. 13. Pull ring pin on Electric Detection and Actuation System actuator and push pin several times to insure smooth movement. Reinstall ring pin and attach lead wire seal. FIGURE 2.3-20. ATTACH INDICATOR LIGHT ASSY. (Test Module) If test module light does not illuminate, refer to "Troubleshooting" covered in this section. 9. Proceed to the end of the last length of detection wire and remove the jumper assembly. Put original plugged blank connector back on detection wire. Test module light should immediately go out. If light does not go out, refer to "Troubleshooting" covered in this section.

14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.

IN CASE OF FIRE Procedure to follow during and after a fire. In the event of a fire, the following steps should be taken: 1. Turn the machine "Off". 2. Manually activate fire suppression system, if possible. 3. Move away from the machine taking a hand portable extinguisher along if you can. 4. Stand-by with a portable fire extinguisher to put out any possible re- ignition of the fire after the fire suppression system is expended. Explanation of the above steps. 1. If you leave the machine running, it may add fuel to the fire or restart the fire with sparks. 2. May help put fire down more quickly. 3. By leaving the immediate fire area, you protect yourself from windblown flames, explosions or other dangers created by the fire.

FIGURE 2.3-21. REMOVE TEST MODULE

M02003

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.


M2.3-7

What to Expect When a fire suppression system discharges, there is some noise, accompanied by clouds of dry chemical. While breathing foreign particles is not pleasant, the agent is non-toxic. What to Do After the Fire is Out The machinery should not be restarted until it has been serviced and cleaned (water spray or steam may be used to remove the dry chemical). If the Electric Detection and Actuation System cannot be recharged immediately, at least recharge the remainder of the fire suppression system so that manually actuated protection is available. Recharging the Electric Detection and Actuation System The recharge of the Electric Detection and Actuation System is similar to the original procedure for installing and placing the automatic detection system into service. Follow these procedures as outlined previously in this manual, omitting the section which deals with mounting the bracket and power wire. Replace the entire length(s) of detection wire involved in the fire area. Before the system is put back into service, it is important that the inside chamber of the actuator be cleaned thoroughly. Failure to do so may cause excessive carbon build-up on the internal O-ring and piston chamber. This buildup will also stop the puncture pin from returning to its upmost position. To clean actuator (See Figure 2.3-22): 1. Remove squib. 2. Remove actuator from bracket and loosen upper portion of body. 3. Apply pressure to the bottom of the puncture pin. This will force out the puncture pin and spring.

FIGURE 2.3-22. 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 buttom manually several times to insure free movement of puncture pin. NOTE: When puncture pin is fully reset, cutting point of pin will be located approximately 0.06 in. (1.6 mm) below thread on lower actuator body (Figure 2.3-22).

M2.3-8


M02003

TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed. POSSIBLE CAUSES


Blown fuse in battery connector assembly

Look for possible short in external power wiring and change fuse

Battery connection loose

Clean and tighten

Connector between power wiring unsnapped or wire broken

Reconnect/install new length

Dead battery

Charge battery or install new one

Bulb burned out

Loosen green lens, install new bulb

TROUBLE: Test Module Light Will Not Illuminate. POSSIBLE CAUSES


Jumper assembly not in place on end of detection zone wiring

Install jumper assembly

Connector apart on either power or detection zone wiring

Reconnect

Bulb burned out

Loosen green lens, install new bulb

Blown fuse in battery connector assembly

Look for possible short in external power wiring and change fuse

Wire broken

Install new length

Dead battery

Charge battery or install new one

Battery connection loose

Clean and tighten

TROUBLE: Test Module Light Will Not Go Out POSSIBLE CAUSES


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


Check for previous fire condition

Replace length(s) of detection zone wire. Replace squib and recharge

Detection wire too close to heat source

Check for broken points of securement, move away from heat source and recharge

Test jumper assembly left in place after testing

Remove jumper, reinstall plugged end of line connector and recharge

M02003


M2.3-9

NOTES

M2.3-10


M02003

FIRE CONTROL SYSTEM (MANUAL) The fire control system aids in protecting the machine in the event of a fire. The system consists of: • Actuators

fluidized chemical to flow to the nozzles. The nozzles will direct the agent at the fire and extinguish the flames.

Operation

• Pneumatic Actuator/Cartridge Receivers

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.

• Pressure Relief Valve • Check Valves • Dry Chemical Tanks • Hoses And Nozzles. When either actuator is depressed, a nitrogen cartridge will pressurize the dry chemical tank. Once the dry chemical tank has pressurized to a sufficient pressure, a bursting disc in the tank outlet will break, allowing the

NOTE: Operating either actuator will activate fire control system.

Inspection and Maintenance It is imperative that the fire control system is inspected at least every six months. To insure that it will operate effectively: 1. Check the system for general appearance, mechanical damage and corrosion. 2. Inspect each chemical tank fill cap gasket for damage and replace if necessary. Examine cap for nicks, burrs, cross threading or rough edges. 3. Check the level of dry chemical. The level should not be less than three inches (76 mm) from bottom of fill opening. Dry chemical must be free flowing, with no caking. 4. Insure that the vent in the fill opening threads is not obstructed. 5. Remove the cartridge from the extinguisher and examine the disc-seal. Replace seal if necessary. Install cartridge hand tight.

91461

FIGURE 2-1. FIRE CONTROL SYSTEM 1. Cab Actuator 2. Remote Actuator 3. Safety Relief Valve 4. Check Valves

M02004

5. Actuator Receiver 6. Cartridge 7. Bursting Disc Union 8. Dry Chemical Tank

91462

FIGURE 2-2. NOZZLE AND BLOW-OFF CAP

Fire Control System

M2-1

3. Remove each extinguisher from its bracket. 4. Disassemble bursting disc union and replace the ruptured bursting disc with flat side toward extinguisher. 5. Fill tank with dry chemical to not more than three inches (76 mm) from the bottom of the fill opening. 6. Inspect fill opening threads and gasket. If necessary clean threads. 91463

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.

8. Remove the cartridge guard from the dry chemical tank and remove the cartridge. 9. Insure that the cartridge puncture pin is fully retracted. 10. Weigh the new cartridge. The weight must be within 0.25 ounce (7.0 grams) of the weight stamped on the cartridge. 11. Screw the new cartridge onto the actuator assembly, hand tight. 12. Replace the cartridge guard and install the dry chemical tank into its bracket. 13. Connect line at the bursting union, and line at the tank actuator. 14. Remove the cartridge guard from the remote actuators and replace the cartridges. 15. Replace the cartridge guards, and install ring pins on the push buttons.

Recharging Procedures After actuating the fire control system, the system should be recharged. Follow the procedure below for each dry chemical tank and actuator installed: 1. Relieve the pressure from the lines by pulling the ring on the safety relief valve. 2. Disconnect line from tank actuator and remove line from the bursting disc union.

M2-2

7. Install the fill cap and tighten the cap hand tight.

16. Inspect hose, fittings and nozzles for mechanical damage. Replace all hose that has been exposed to fire areas. 17. Clean the nozzles and repack the openings with silicone grease or install blow-off caps. Use caps for new designed nozzles shown in Figure 2.1-2.

Fire Control System

M02004

WIGGINS QUICK FILL FUEL SYSTEM FUEL RECEIVER The fuel receiver (3, Figure 5-1) is normally mounted on the fuel tank (1). Optional locations are the left hand frame rail (Figure 5-3) or at the Service Center in front.

Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.

FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION 1. Fuel Tank 3. Fuel Receiver 2. Breather Valve 4. Fuel Level Gauge NOTE: This Illustration Represents a Typical Installation. Fuel tank may vary in size, shape and location depending on truck model.

M05002 10/96

Wiggins Quick Fill Fuel System

M5-1

TANK BREATHER VALVE Removal Unscrew breather valve (2, Figure 5-1) from tank (1). Installation Screw breather valve into tank. Disassembly 1. Remove spring clamp (4, Figure 5-2) from outlet. 2. Pull off rubber cover and screen (3). 3. Unscrew nut (5) from top of breather valve. Remove cover (6), spring (7), and steel ball (8). 4. Slide valve assembly (9) from housing. 5. Disengage tapered spring (1) containing three balls (2) from valve stem. Assembly 1. Clean and inspect all parts. If valve, body, or springs are damaged, replace complete breather valve. 2. Install in order; tapered spring, one steel ball, one cork ball and one hollow aluminum ball. 3. Engage three coils of spring on small end of valve stem with hollow aluminum ball. 4. Install valve into housing. 5. Place steel ball (8) on top of valve. Install spring (7). 6. Place cover (6) over spring. Screw on large nut (5). 7. Install screen and rubber cover (3) over outlet. 8. Install spring clamp (4).

FIGURE 5-2. BREATHER VALVE 1. Tapered Spring 2. Float Balls 3. Cover and Screen 4. Spring Clamp 5. Nut

M5-2


6. Cover 7. Spring 8. Steel Ball 9. Valve Assembly

M05002 10/96

LEFT SIDE FILL This location permits fueling the truck from the left side.

1. Hydraulic Tank 2. Filler Hose

FIGURE 5-3. LEFT SIDE FILL 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.

M05002 10/96

3. Frame Rails 4. Fuel Tank

Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.


M5-3

NOTES

M5-4


M05002 10/96

FAN DRIVE CLUTCH GENERAL DESCRIPTION The Fan Drive Clutch is an oil pressure actuated, oil cooled and lubricated, multiplate clutch designed for continuous, infinite fan-to-engine pulley speed ratios assuring prescribed engine coolant temperatures and minimum engine horsepower losses. Engine (sump) lubricating oil is piped to the fan clutch to provide a supply of filtered and cooled oil. Engine cooling temperature demands are automatically transmitted to the clutch through a thermal sensor and solenoid valve. The fan clutch automatically adjusts the fan to the precise minimum speed necessary to maintain specified coolant temperature. Modulated control by the thermal sensor and solenoid valve cause the fan speed to be increased or decreased smoothly without shock loads. Oil cooled plates permit continuous clutch slip to give variable fan speeds.

The fan clutch shaft is a permanent, integral part of the shaft and bracket assembly, and acts as a bearing surface for the moving parts. Internal ports and orifices distribute lubricating/cooling oil, and oil control pressure which controls fan speed and modulates the engagement and disengagement of the fan clutch.

COMPONENTS Input (Refer to Figure 6-2): The input for the clutch is through the pulley (1) and bearing retainers (2,3) which are bolted together forming the pulley cavity. The pulley cavity is sealed at the shaft (5) and fan mounting hub (4) by rotating seals and is supported by heavy duty ball bearings (6). The slotted cup section of the front bearing retainer drives the externally tanged steel clutch plates (7) and the clutch piston (8).

91102

FIGURE 6-2. INPUT COMPONENTS

91101

1. Pulley 2. Front Bearing Retainer 3. Rear Bearing Retainer 4. Front Oil Seal

5. Rear Oil Seal 6. Ball Bearings 7. Steel Clutch Plates 8. Clutch Piston

FIGURE 6-1. FAN CLUTCH ASSEMBLY

M06001

Fan Drive Clutch

M6-1

Output (Refer to Figure 6-3): The output for the clutch is through the clutch facing plates (1) which are splined to and drive the clutch hub (2). The inside diameter of the hub is splined to and drives the fan mounting hub (3). The fan is bolted to the fan mounting hub. A fan spacer (4) is used on the fan mounting hub to position the fan relative to the radiator.

91104

FIGURE 6-4. STATIONARY COMPONENTS 1. Shaft/ Bracket Assembly (Typical)

91103

FIGURE 6-3. OUTPUT COMPONENTS 1. Facing Plates 2. Clutch Hub

3. Fan Mounting Hub 4. Fan Spacer

Stationary Components (Refer to Figure 6-4): The shaft & bracket assembly (1) is bolted to the engine and supports the fan clutch components. Pitot tubes (2) secured to the shaft pump oil from the clutch, directing it back to the oil reservoir (engine oil pan).

OPERATION MODES (Refer to Figure 6-5): With no control pressure in the pressure cavity, the fan clutch is always disengaged. The thermal sensor (2) senses engine coolant temperature through its thermal tip. The sensor is calibrated to respond within a specific coolant temperature range by sending an electrical signal to drive the solenoid (1). The operating range of the thermal sensor can be

M6-2

2. Pitot Tubes

determined by the tag attached to the body. Some applications require multiple thermal sensors. (Refer to Section "C", Cooling System.) Engine lubrication oil enters the solenoid through the inlet (NO) port. The pressure out (COM) opening of the solenoid valve is connected by a line to the "control pressure" port of the fan clutch bracket. The solenoid valve controls the speed of the vehicle cooling fan by regulating the amount of oil pressure supplied to engage, modulate, and allow release of the fan clutch. Oil exiting the solenoid valve (and fan clutch) is directed to sump through the "oil out" (NC) port in the solenoid valve. Fully Engaged When engine coolant temperature at the thermal tip reaches the top of the designed temperature range of the thermal sensor, full oil pressure is directed by the solenoid valve into the pressure cavity of the fan clutch. The control pressure forces the piston against the clutch plates, clamping the disc stack against the front bearing retainer. When the clutch plates are fully clamped, the input and output are fully connected constituting a 1:1 drive through the clutch. The fan is thus driven at pulley speed.

Fan Drive Clutch

M06001

91105

FIGURE 6-5. THERMAL SENSOR AND SOLENOID VALVE 1. Solenoid Valve

2. Thermal Sensor # 1

Modulated Variable Speed

Remember:

As the engine coolant temperature decreases within the designed operating range of the controls, the thermal sensor responds, causing the solenoid valve to gradually diminish the amount of oil pressure being directed into the fan clutch pressure cavity. Oil slowly exhausts from the clutch, through the (NC) port of the solenoid valve to sump. The pressure drop inside the pressure cavity reduces the clamping force of the clutch piston. The clutch plates begin to slip, reducing fan speed. If engine coolant temperature begins to increase, the above action is reversed, and the fan increases in speed. When engine water temperature stabilizes, fan speed stabilizes. The infinite slip ratios of (input) pulley speed to (output) fan speed in the fan clutch are controlled by the thermal sensor’s sensitivity to engine coolant temperatures, and the solenoid valve’s ability to respond to the sensor’s signal by modulating the oil pressure being used to control the (modulated) engagement of the fan clutch. Fully Released When engine coolant temperature is at or below the lower limit of the designed temperature range of the thermal sensor, no oil pressure is directed into the pressure cavity. Existing pressure in the cavity vents to sump through the solenoid valve. NO clamping force is applied to the clutch plates, and the drive to the fan is disconnected. At this time, the fan merely idles (at less than 300 rpm) due to viscous oil drag of the cooling oil passing between the facing plates and external clutch plates.

M06001

3. Thermal Sensor # 2 (Optional)

1. When the upper limit of the designed temperature limit of the thermal sensor is reached, full oil pressure is passed through the solenoid valve, and the clutch fully locks up for a 1:1 pulley-to-fan drive. 2. Modulated oil pressure from the solenoid valve produces and controls the variable slip ratios of pulley rpm -to- fan rpm. 3. When the lower limit of the designed temperature of the thermal sensor is reached, minimum oil control pressure exists in the pressure cavity allowing the clutch to fully release. 4. If the truck is equipped with two thermal sensors, either sensor can control the solenoid valve. Lubricating & Cooling Oil (Refer to Figure 6-6): Lubricating and cooling oil is supplied to the fan clutch from the engine oil pressure supply system. The fan clutch oil supply originates at an engine oil pressure port which supplies cooled, filtered oil. The exact location varies on different engine makes and models. A flow-limiting orifice fitting is factory-installed in the fan clutch "oil in" port of the shaft and bracket assembly to regulate the amount of oil supplied to the clutch. Engine oil travels through the oil supply line from the engine to the "oil in" port on the fan clutch bracket.

Fan Drive Clutch

M6-3

The pitot tubes pump oil from the pulley, maintaining low internal pressure in the fan clutch. Do not run the engine without belts driving the fan clutch pulley.

MAINTENANCE The fan drive system requires a minimum of maintenance. A few simple checks made periodically will assure correct operation and long life.

Observe all safety precautions when working in the area of the fan. If working with a running engine, the fan will come on automatically without warning when engine temperature rises. Maintenance Checks To Be Made

91107

FIGURE 6-6. LUBRICATING AND COOLING OIL Oil then travels through the orifice, through the bracket, and into the fan clutch shaft. Oil passages in the shaft distribute lubricating oil to the bearings and other internal parts, and into the clutch hub cavity. Centrifugal force drives oil through holes in the clutch hub to cool the clutch plates. The grooved configuration of the facing plates allows oil to pass over the clutch plates at all times. It is this flow of cooling oil over the clutch plates which permits continuous clutch slip and variable fan speeds. Centrifugal force carries the oil outward to the inside diameter of the pulley. The rotational movement of the pulley carries the oil in the direction of input rotation. Pitot tubes face into the direction of input rotation. The rotational movement of the oil rams the oil into the pitot tubes, which direct the oil through a passage into and through the fan shaft and bracket, to an external "out" port. A line from the "out" port carries the oil to a non-pressurized port on the engine where the engine oil is returned to the engine oil sump.

M6-4

1. Fan bracket to engine bolts: Check torque after first week of operation and every 500 hours thereafter. 2. Fan-to-fan mounting hub bolts: Check torque after first week of operation and every 500 hours thereafter. 3. Fan belts: Maintain proper belt tension. Refer to Section "C" for belt tension adjustment. 4. Hoses and fittings: Check all hoses and fittings every 500 hours. Replace all soft, brittle or frayed hoses. Tighten all loose or leaking fittings. 5. Thermal sensor(s): Check corrosion buildup on thermal tip after each 5000 hours. Clean if necessary and check for proper operation. DO NOT DISASSEMBLE OR DISTURB THERMAL SENSOR SETTING. 6. Electrical: All electrical connections should be checked for tightness after each 5000 hours. All electrical lines should be checked for breaks and frays. Check to insure all grounding points are intact. 7. Shutters (Optional): After each 1000 hours, visually check the shutters to make sure they completely open before the fan comes on.

Fan Drive Clutch

M06001

8. Thermostat: The engine thermostat operation should be checked according to engine manufacturer’s specifications and recommendations. 9. Fan clutch: After each 1000 hours, the fan clutch should be checked for signs of internal wear as follows: a. Bearing wear: With the engine off and no oil supply to the fan clutch, push the fan forwardrearward. No movement of the fan mounting hub should occur. NOTE: For the next tests, it is necessary to provide an external supply of oil pressure at 40 psi (275 KPa) minimum, 100 psi (689 KPa) maximum. The oil supply should be compatible with the the oil being used in the engine.

M06001

Fan Drive Clutch

b. Clutch Plate Drive Slot Wear: With the engine off and the clutch locked up, rotate the fan with a light force clockwise-counterclockwise. Movement at the tip of a 68 in. (1.7 M) Dia. fan blade should not exceed 1.12 in. (28.4 mm). Excess movement indicates excessive wear at the drive tangs. c. Clutch Plate Wear: With the engine off, apply 40 psi (275 kPa) oil pressure to lockup the clutch. Using a pull type scale connected to the fan blade 30 in. (76 cm) from the center of fan, a pull of no less than 250 lbs. (1023 N) should be required to rotate the blade independent of the pulley.

M6-5

TROUBLE SHOOTING Observe all safety precautions when working in the area of the fan. If working with a running engine, the fan may come on automatically, without warning, when engine temperature rises. Basic Preliminary Checks

many factors such as engine horsepower rating, cooling system design etc. Each thermal sensor has a tag attached to the body which specifies the operating range. When testing operation of the thermal sensor, refer to this tag for the proper operating temperature range. Currently available thermal sensor operating ranges are: 190°F - 200°F (87.8°C - 93.3°C) 180°F - 190°F (82.2°C - 93.°C) 120°F - 130°F (48.9°C - 54.3°C)

BEFORE troubleshooting the fan drive system, the following basic principles should be understood: 1. The fan drive clutch is NOT A SNAP OFF-SNAP ON type. It is a modulating drive with infinite variable speeds. A thermal sensor(s) and solenoid valve are used to obtain a modulated engagement. 2. At idle with a cold engine, the fan clutch will be disengaged, but the fan will turn at approximately 100-300 RPM due to viscous drag of the oil between the clutch plates. 3. Oil control pressure locks up the clutch. Without pressure to the clutch it is disengaged (freewheeling). 4. The solenoid valve, which receives its oil supply from the engine oil pump, regulates the amount of pressure directed to the clutch control pressure cavity. Control pressure will vary from 0.0 psi (0.0 KPa) to maximum engine oil pressure supplied, depending upon engine temperature and condition. 5. The thermal sensor is sensitive to engine water temperature. As engine water temperature rises above the minimum specified temperature, the thermal sensor signals the solenoid valve to increase control pressure going to the clutch, thus increasing fan speed. As engine water temperature drops, the thermal sensor signals the solenoid valve to decrease control pressure going to the clutch, thus decreasing fan speed.

(NOTE: The thermal sensor rated for 120°F - 130°F (48.9°C - 54.3°C) is used in the engine intercooler circuit of trucks rated at 2200 horsepower, utilizing a "Dual Path" cooling system.) DO NOT replace a defective thermal sensor with one of a different operating range. Use the exact replacement part only! DO NOT sustitute a non-modulating type thermal sensor. 6. The fan free-wheels when engine coolant temperature is below the thermal sensor’s operating range because minimum control pressure is supplied to the clutch. 7. The fan rotates at same speed as the fan pulley when engine water temperature is at the thermal sensor’s maximum specified operating temperature, because maximum control pressure is supplied to the clutch. 8. There should be no axial movement of the fan with or without control pressure applied to the clutch. The fan mounting hub should not move out or in, or front to rear, between the radiator and the engine. 9. With maximum control pressure supplied to the fan clutch by an external source, total rotational movement allowable when measured at the tip of the fan blade is shown in the table below: 10. Oil lubricates the bearings and cools the clutch plates in the fan clutch. Filtered engine oil is piped from an engine oil port through an orifice fitting in the oil "IN" port on the fan clutch mounting bracket. The pitot tubes inside the clutch pump the oil out of the clutch through the oil "OUT" port in the fan clutch mounting bracket to the engine oil sump.

In cooling systems equipped with two thermal sensors, either one or both sensors can control the solenoid valve depending upon coolant temperature and the operating range of the thermal sensor. Several thermal sensors are available, each with a different operating range. The sensor(s) used with a particular installation have been selected based upon

M6-6

FAN DIAMETER

MAX. ROTATIONAL MOVEMENT

INCHES

METERS

INCHES

MILLIMETERS

68

1.7

1.12

28.4

Fan Drive Clutch

M06001

FIELD CHECK DIAGNOSIS

5. If the fan blades could be rotated in step 4, but the fan clutch locks up when the engine is running and the temperature of the cooling system is below the range of the thermal sensor:

ANY TIME THE ENGINE IS OPERATING : Never work in close proximity to fan. Never try to keep the fan from rotating by holding fan. Never tie down fan with straps, chains or other restraints. Never shut off oil supply to fan clutch.

a. Disconnect the control pressure line at the fan clutch control pressure port and cap the hose. b. Start the engine and visually check the speed of the fan. If the fan appears to rotate at reduced speed (100 to 300 RPM), a problem with the control system is indicated. Refer to instructions which follow for testing the thermal sensor and solenoid valve.

When performing the following tests: VISUALLY AND SAFELY determine whether the fan is locked up or not. A locked up fan running at high speed will create a significantly greater air flow (and noise level) than will a free-wheeling fan. Preliminary Checks With Engine Off 1. Inspect Hoses and fittings and repair any leaks. 2. Check fan belt condition and tension. (Refer to Section “C” for belt tension specification.) 3. Check condition of wiring, connectors, and grounds. Check Clutch Release The clutch should be released when NO control pressure is supplied to the Control Pressure Port. This normally occurs only under two conditions: (1) The engine is not running, or (2) the engine is running but the coolant system temperature is below the lower operating temperature of the thermal sensor. The following procedures should be followed if it is suspected the fan clutch is not disengaging properly:

Check Clutch Lock-up To test the clutch lock-up function, the clutch must be supplied with a minimum of 40 psi (275 KPa) oil pressure applied to the Control Pressure port. The oil supply can be from an external source capable of supplying engine oil at a minimum of 40 psi (275 KPa) and limited to a maximum of 100 psi (689 KPa) or can be supplied by the engine running with a coolant temperature within or above the thermal sensor operating range. Refer to the operating temperature rating tag on the thermal sensor to determine the actual operating range. 6. Perform check in step 4 above to ascertain the fan clutch will release and that an internal failure has not occurred which could prevent normal release. 7. To test for clutch lock-up using the engine, disconnect the control pressure oil line from the solenoid and connect it directly to the fan clutch "Pressure Control" port. Cap or plug all open connections. 8. Start the engine: a. The fan clutch should be locked-up providing a minimum of 40 psi (275 KPa) engine oil pressure is available.

4. With the engine off, check by rotating the fan blades: a. If the fan can be rotated, the clutch plates should be releasing properly. b. If the fan blades will not rotate, Internal fan clutch repairs are required.

M06001

b. If the fan clutch does not lock-up (rotate at pulley speed), an internal fan clutch problem is indicated. If an external source of oil supply is available, lock-up can be tested with the engine shut down. Also, the minimum clutch plate torque capacity specification can be checked. Refer to 9c, Clutch Plate Wear, in "Maintenance" for this procedure.

Fan Drive Clutch

M6-7

Overheating Complaint

Thermal Sensor And Solenoid Valve

Any time an overheating complaint is being investigated, the fan clutch can be operated temporarily in the lockup mode. In the lockup mode, the fan clutch functions as would a standard (no clutch) fan hub. To put the fan clutch in lockup: 1. Stop the engine.

On Truck Test NOTE: If the engine can be safely operated and the temperature gauge is accurate, the test may be conducted without removing the components from the engine. 1. Install a “T” fitting and a 0 - 150 psi (0-1034 KPa) pressure gauge in the line between the solenoid valve "COM" port and the fan clutch "Control pressure Port".

2. Disconnect the control pressure line from the solenoid to the fan clutch at the fan clutch. 3. Disconnect the ("control pressure") oil supply line at the solenoid and reroute engine oil pressure directly into the "control pressure" port in the fan clutch. 4. Operate the vehicle in a work cycle similar to that during which the complaint was noted. If overheating still exists, the source of the problem lies within components of the cooling system other than the fan clutch, thermal sensor or solenoid valve. Engine oil pressure of 40 psi (275 KPa) or more should lock up the fan clutch. 5. If the solenoid is functioning properly and the fan clutch is capable of full lock-up, the fan may be placed in the lock-up mode by disconnecting either of the solenoid valve wires.

2. Place the vehicle in a work cycle of sufficient severity to heat the engine into the operating range of the thermal sensor. a. As engine temperature increases through the range of the thermal sensor, control pressure should smoothly increase toward the maximum pressure being supplied to the solenoid and fan speed should smoothly increase. The clutch should lock up at or before 30 psi (207 KPa) is reached. Control pressure must reach maximum at the upper limit of the thermal sensor.

91106

FIGURE 6-7. THERMAL SENSOR AND SOLENOID TEST SETUP 1. Thermometer

M6-8

2. Oil Pressure Gauge

Fan Drive Clutch

3. Voltmeter

M06001

NOTE: At any point in the thermal sensor operating range the increasing fan speed may draw sufficient air to arrest and stabilize engine temperature. If this occurs, control pressure to the fan clutch will stop increasing (will stabilize) and will not increase or decrease until a change in engine temperature occurs. b. As engine temperature decreases through the range of the thermal sensor, control pressure should smoothly decrease. Fan speed should smoothly decrease to idle. Control pressure must reach less than 8 psi (55KPa) when coolant temperature has decreased to the lower limit of the thermal sensor operating range. NOTE: Engine temperature may stabilize at any temperature during a "cool down" cycle as explained in above. If the thermal sensor does not perform as described in 2.a and 2.b above, replace the thermal sensor. The thermal sensor cannot be repaired or calibrated. Off Truck Test

2. Water must be flowing across the thermal tip. 3. Water temperature at the tip must be accurately measured. 4. Voltage output from the thermal sensor must be measured. 5. Pressurized oil, 40 psi min.-100 psi max. (275 min. - 689 max. KPa), must be supplied to the solenoid. 6. Attach pressure gauge and drain line to the solenoid. (Pressure from the solenoid must be measured.) TEST: 1. Set up equipment per figure 6-7. 2. Heat the water gradually. 3. Read temperature vs. voltage vs. pressure out of solenoid. 4. Refer to operating temperature range tag on the thermal sensor and chart below for conditions and proper operation.

Test Conditions and Requirements: 1. The thermal sensor must be tested under load.

THERMAL SENSOR AND SOLENOID TEST SPECIFICATIONS TEST CONDITION

SENSOR VOLTAGE

SOLENOID PRESSURE

Temperature Below Thermal Sensor Operating Range

+ 24 VDC

0.0 psi (0.0 kPa)1

Temperature Within Thermal Sensor Operating Range

+ 24 VDC - 0.0 VDC2

0.0 - Max.psi (0.0 - Max. kPa)1

Temperature Above Thermal Sensor Operating Range

0.0 VDC

Max. Supplied Pressure

NOTE 1: Actual 0.0 psi will not be attained if tested under normal operating conditions (connected to a fan clutch). 0.0 - 8.0 psi (0.0 - 55 kPa) internal clutch pressure will read on the gauge. NOTE 2: As water temperature increases or decreases within the temperature range of the thermal sensor, voltage output from the thermal sensor and pressure output from solenoid valve should also increase or decrease (although not in direct proportion). An increase in water temperature produces an increase in voltage output and a decrease in pressure.

M06001

Fan Drive Clutch

M6-9

NOTES:

M6-10

Fan Drive Clutch

M06001

TROUBLESHOOTING CHART TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously

POSSIBLE CAUSES


Coolant level low.

Fill radiator to correct level.

Electrical Wiring Problems

Insure tight connections, good grounding points, no bad wires.

Radiator or front mounted condenser plugged internally or externally

Clean radiator and/or condenser coil.

Cooling system not properly pressurized.

Eliminate source of pressure leak.

Fan belt slipping.

Replace belt if worn. Repair or replace belt tensioning mechanism. Tighten loose belt.

Shutters remain closed.

Repair shutters and/or shutter control.

Thermal sensor or solenoid valve not operating.

Read control pressure between solenoid and fan clutch. Replace thermal sensor or solenoid valve if not to specs. (See page M6-8)

Clutch plates worn out.

See 9c on page M6-5. If below specs, replace clutch.

Fan does not turn at maximum pulley speed.

Read control pressure between solenoid valve and fan clutch. Read voltage output of thermal sensor. Replace faulty control(s). (See page M6-9) Replace thermostat.

Thermostat not operating.

Replace water pump.

Water pump defective.

TROUBLE: Engine runs cold, Fan runs continously at engine speed POSSIBLE CAUSES


Thermal sensor or solenoid valve not operating properly, keeping full pressure on clutch at all times.

Test and replace defective thermal sensor or solenoid valve.

Excessive length of bolts that bolt fan to fan mounting hub.

If bolts extend through hub and contact front of bearing retainer, fan will run continuously. Replace bolts with grade 8 bolts that fit full thread in fan mounting hub, but do not extend through. (Check to insure bearings in clutch are not damaged.)

Manual override switch. (Some vehicles are equipped with a manual override switch in the cab which overrides the control of the thermal sensor.)

Turn switch to "Off" or replace defective switch.

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Fan Drive Clutch

M6-11

TROUBLE: Engine runs cold, Fan runs continously at engine speed

POSSIBLE CAUSES


Control pressure line restricted, not allowing oil to exhaust from clutch.

Relieve Restriction.

Cooling system bypassing excessive water.

Repair in accordance with engine manufacturer’s recommendations.

Thermostat seal leaking.

Replace seal and/or thermostat.

Thermostat stuck open.

Replace thermostat.

Compressor override system (If vehicle is equipped with air conditioning and override controls).

Check components of the system to insure false signal is not being sent to solenoid causing full lockup.

TROUBLE: Fan drive cycles off and on continuously at abnormally high rate. POSSIBLE CAUSES


Coolant level low.

Fill radiator to proper level.

Radiator partially plugged internally or externally causing too much heat retention.

Clean radiator.

Heat range setting of thermostat and thermal sensor not compatible.

Replace either thermostat or thermal sensor with correct temperature setting to obtain proper sequential operation. (Refer to Parts Catalog).

TROUBLE: Noisy operation POSSIBLE CAUSES


Noise originating elsewhere, but "telegraphing" to appear as though fan clutch is noisy.

On some engines, a severe noise originates in the air conditioner compressor and telegraphs thru belts to be heard in fan clutch. Check using steps below. If OK, fan clutch is OK.

Internal wear.

Move fan blade tip in and out between engine and radiator. There should be no forward-rearward movement of the fan mounting hub. If movement exists, replace or repair fan drive. With clutch locked up by an external oil pressure source, rotate fan tip clockwise-counterclockwise. OK if within specs shown in item 9b page M6-5. If excessive movement is found, replace or repair fan drive. Excessive wear has occurred between tangs of steel plates and driving slots in bearing retainer.

TROUBLE: Fan clutch squeals as it engages POSSIBLE CAUSES


Bolts securing fan to fan mounting hub too long and contacting front retainer.

Remove and replace with bolts of proper length. Grade 8 bolts required. Check to insure bearings in clutch are not damaged.

Check for forward-reverse and axial movement on fan. If movement exists . . . .

Replace or repair fan clutch. Bearings may be failed. Determine cause of oil starvation.

M6-12

Fan Drive Clutch

M06001

TROUBLE: Fan Clutch squeals as it engages POSSIBLE CAUSES


Fan belts loose and slipping.

Repair worn out belt tensioning mechanism. Readjust belt tension to specs.

Failed bearing(s)

Replace or repair fan clutch.

TROUBLE: Oil leaking from seals POSSIBLE CAUSES


Incorrect bolts holding fan to hub.

If too long and contacting pulley, replace bolts. If leak continues, replace or repair fan clutch.

No orifice in "oil in" port.

Install orifice. Refer to Parts Catalog for proper part number. If seals continue to leak, replace fan clutch.

Oil drain line restricted.

Remove restriction.

Belt tension of drive belts excessive.

Check to be sure belt tensioning mechanism is not bound up, misaligned, or creating excess tension. Adjust to specs. If belt tension OK and seals continue to leak, replace or repair fan clutch.

Oil seals cocked (improperly installed during clutch rebuild).

Rebuild correctly using tools and procedures as specified.

Oil leaking under wear sleeve.

Rebuild or repair.

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Fan Drive Clutch

M6-13

M6-14

Fan Drive Clutch

M06001

FAN CLUTCH DISASSEMBLY INSTRUCTIONS Refer to page M6-14 for individual parts referenced in the following instructions:

STEP # 1

STEP # 3.

Support the fan clutch on a bench with the fan mounting hub (2) up. Support beneath the pulley. Remove bolts (14) with lockwashers (15).

Remove “O” ring seal (13).

Step # 2

Step # 4

Separate the front bearing retainer from the pulley, lift it off, and set it aside on the bench. (A small screwdriver may be used at the split-line to break the bearing retainer loose from the pulley).

Support the bearing retainer sub-assembly on the bench with the clutch hub (7) up. Remove external snapring (8).

M06001

Fan Drive Clutch

M6-15

Step # 5

Step # 7

Remove clutch hub (7).

Remove the front oil seal (11).

Step # 6

Step # 8

Position the sub-assembly beneath the ram of a press. Support beneath the bearing retainer (as close as possible to the fan mounting hub). Press the fan mounting hub out of the front bearing.

Remove internal snapring (28).

M6-16

Fan Drive Clutch

M06001

Step # 9

Step # 11

Turn the bearing retainer over on the press bed. Press the front bearing (5) out of the bearing retainer.

NOTE: IF THE RETAINER/SEAL ASSEMBLY IS NOT DAMAGED, WORN OR OTHERWISE IN NEED OF REPLACEMENT, REMOVAL MAY BE OMITTED. Remove the front retainer/seal assembly (3). Wedge a large chisel or other appropriate tool behind the retainer to force it off the fan mounting hub.

Step # 10

Step # 12

Remove the wear sleeve (4). Split the wear sleeve with a chisel to loosen it.

Support beneath the fan mounting hub with the end cap (1) down, but approximately 2 in. (50 mm) above the press bed. Using a piece of bar stock 1.5 in. -2.5 in. (38-64 mm) dia. x 7 in. (175 mm) long resting on the end cap, press or drive the end cap out of the fan mounting hub.

M06001

Fan Drive Clutch

M6-17

Step # 13

Step # 15

Place a piece of bar stock 2.93 in. (74.4 mm) dia. against sleeve bearing (9). Press the sleeve bearing downward to press it out of the fan mounting hub. The second sleeve bearing (10) will be pressed out at the same time.

Remove external snapring (29), shim (30), and spring washer (27).

NOTE: A # 4 arbor press or a small hydraulic press wil be needed to press the sleeve bearings out.

Step # 14

Step # 16

Remove the stack of facing plates (6) and steel clutch plates (16) from inside the pulley.

Turn the pulley/shaft sub-assembly over on the bench. The piston (17) will usually fall out when the pulley is turned over on the bench. Remove it.

M6-18

Fan Drive Clutch

M06001

91128

Step # 17

Step # 19

Remove the sealrings (18 and 26) from the piston.

Remove the shaft and rest it on the mounting bracket with the nose up. Insert a phillips-head screwdriver into the pitot tubes (33) 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 tube from the hole in the shaft.

Step # 18

Step # 20

Support beneath the pulley to prevent it from dropping to the bench. Remove bolts (21) with lockwashers (20). The pulley should not be allowed to drop to the bench when the supports are removed, but if it is not free of the bearing retainer, stand the unit on the bench resting on the nose of the shaft. Rap the pulley with a soft, but heavy mallet to break it loose from the rear bearing retainer.

Remove both sealrings (32).

M06001

Fan Drive Clutch

M6-19

91132

Step # 21

Step # 23

Remove external snapring (38).

Support beneath the bearing retainer (as close as possible to the bearing bore, but not so close as to damage the retainer/seal assembly). Press the shaft out of bearing (37).

91133

Step # 22

Step # 24

Remove internal snapring (25).

Remove oil seal (24).

M6-20

Fan Drive Clutch

M06001

Step # 25

Step # 27

Press the rear bearing (37) out of the rear bearing retainer (23).

NOTE: IF THE RETAINER/SEAL ASSEMBLY IS NOT DAMAGED, WORN OR OTHERWISE IN NEED OF REPLACEMENT, REMOVAL MAY BE OMITTED. Remove the rear retainer/seal assembly (36). Drive the assembly off the shaft or wedge a large chisel or other appropriate tool behind the retainer to force it off.

DISASSEMBLY OF THE FAN CLUTCH IS COMPLETE. DO NOT ATTEMPT TO DISASSEMBLE FURTHER.

Step # 26 Remove the wear sleeve (34). Split the wear sleeve with a chisel to loosen it. Use care not to damage shaft.

M06001

Fan Drive Clutch

M6-21

REASSEMBLY OF THE 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.

Step # 28

Step # 30

Press the front retainer/seal assembly (3) onto the fan mounting hub (2). The inner race of the retainer should be recessed .040 in. (1.0 mm) below the shoulder.

Using a proper installation tool, press the rear sleeve bearing (9) into the fan mounting hub until the rear end of the sleeve is just below the chamfer.

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.

91140

Step # 29

Step # 31

Coat the I.D. of the front wear sleeve (4), and the wear sleeve diameter of the shaft with Loctite® # 290 (or equivalent). NOTE: The front wear sleeve (4) is NOT interchangeable with rear (notched) wear sleeve (34). Press the wear sleeve onto the shaft, flush with the shoulder.

Turn the fan mounting hub over on the bed of the press. Again using a proper installation tool, press the front sleeve bearing (10) into the fan mounting hub until the front end of the sleeve is .25 in.- .28 in. (6.3 - 7.1 mm) below the shoulder.

M6-22

Fan Drive Clutch

M06001

Step # 32

Step # 34

Coat the bore of the fan mounting hub (2) with a thin coating of Loctite® # 290 (or equivalent).

Note: When the end cap is properly seated, it’s O.D. will be tight against the fan mounting hub.

Coat the I.D. of the rear, (notched) wear sleeve (34), and the wear sleeve diameter of the fan mounting hub with Loctite® # 290 (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. NOTE: The rear wear sleeve (34) is notched to allow oil to flow from the shaft. This notch MUST BE ALIGNED with the hole in the shaft!

Step # 33

Step # 35

Press the rear retainer/seal assembly (36) onto the shaft (31). The inner race of the retainer should be recessed .040 in. (1.0 mm) below the shoulder.

Install the rear bearing (37) in the rear bearing retainer (23). Press ONLY on the outer race of the bearing, and press it to the bottom of the bore.

FREEZE THE END CAP IN A FREEZER OR DRY ICE FOR 15 MINUTES TO 1/2 HOUR. When frozen, press the end cap (1) into the fan mounting hub, to the bottom of the bore.

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.

M06001

Fan Drive Clutch

M6-23

Step # 36

Step # 38

Install internal snapring (25).

Place the shaft sub-assembly on the press bed. Coat the bearing I.D., O.D., shaft, and bearing retainer bore with Loctite® # 609 (or equivalent). Install the rear bearing retainer sub-assembly in place on the shaft. Press the bearing onto the shaft until it stops at the bottom of the shoulder. Spin the bearing retainer to be sure there is no sound or other indication 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.

Step # 37 Turn the retainer over on the press bed. Coat the O.D. of rear oil seal (24) with Loctite® # 290 (or equivalent). Install the oil seal in the rear bearing retainer, flush with the rear face.

Step # 39 Install external snapring (38).

M6-24

Fan Drive Clutch

M06001

Step # 40

Step # 42

Be sure the pitot tube holes in the shaft are clean and free of burrs and staking material, toallow the pitot tubes to fit into the holes and seat completely to the bottom. Apply a thin coating of Loctite® # 609 (or equivalent) on the straight end of one pitot tube (33). Coat the tube to approximately .75 in. (20 mm) from the end.

Install the front bearing (5) in the front bearing retainer (12). Press ONLY on the outer race of the bearing, and press it to the bottom of the bore.

Push the pitot tube 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.

Step # 43 Install internal snapring (28). 91150

Step # 41 Install both hook-type sealrings (32) in the grooves in the shaft.

M06001

Fan Drive Clutch

M6-25

Step # 44

Step # 46

Turn the retainer over on the press bed. Coat the O.D. of front oil seal (11) with Loctite® # 290 (or equivalent). Install the oil seal in the front bearing retainer, flush with the front face.

Install the clutch hub (7) on the fan mounting hub splines with the open end down.

Step # 45 Place the fan mounting hub sub-assembly on the press bed. Coat the bearing O.D., I.D., fan mounting hub bearing journal and front bearing retainer bore with Loctite® # 609 (or equivalent). Install the front bearing retainer sub-assembly in place on the fan mounting hub. Press the bearing down until it stops at the bottom of the shoulder.

Step # 47 Install external snapring (8) to hold the clutch hub in place.

Spin the bearing retainer to be sure there is no sound or other indication 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.

M6-26

Fan Drive Clutch

M06001

Step # 48

Step # 50

Install the small sealring (26) in the piston (17).

Install the piston in the pulley. First lubricate the internal and external surfaces the sealrings (18 & 26) will contact, with an oil-soluable lubricant such as was described above. Carefully place the piston in the pulley.

Lubricate the sealring groove with an oil-soluble lubricant. Squeeze the “L shaped” sealring to form it into a tight “V” shape all the way around its diameter. Then install the sealring into the groove. Note the shape of the groove. It will properly accept the sealring in only one way.

DO NOT PUSH THE PISTON INTO PLACE!! Without pressing down on the piston, rotate it slowly clockwise-counterclockwise until it falls into place. Forcing the piston will usually cause the sealrings to be cut.

Step # 49

91111

Install the large sealring (18) in the piston (17), as was done with the small sealring. Lubricate the sealring groove with an oil-soluble lubricant. (petroleum jelly or a 50%-50% mixture of engine oil and STP work well). Squeeze the “L shaped” sealring to form it into a tight “V” shape all the way around its diameter. Then install the sealring into the groove. Note the shape of the groove. It will properly accept the sealring in only one way.

M06001

Step # 51 Align the tangs of the piston for easy final assembly of the fan clutch. Place 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, and the retainer will rest against the pulley. Then, rotate the bearing retainer (and therefore, the piston) until the bolt holes align in the bearing retainer and pulley. Remove the bearing retainer sub-assembly.

Fan Drive Clutch

M6-27

Step # 52

Step # 54

Install spring washer (27). Then install shim (30) on the spring washer. Install the spirolock ring (29) in the groove. 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 interferring with the movement of the piston.

Using petroleum jelly or an oil-soluble grease, “stick” the front “O” ring seal (13) in the pulley groove.

Step # 53 Place the front bearing retainer sub-assembly on the bench with the clutch hub up. Dip the facing plates (6) in engine oil to get them wet. Install one steel clutch plate (16) in place in the bearing retainer. Then place one facing plate on top of the steel clutch plate. Alternately stack the remaining plates until a total of 7 of each have been placed on the stack, and the top plate is a facing plate.

M6-28

Step # 55 Install a guide-bolt in one bolt hole of the pulley. Turn the pulley over on the bench and lift with a hoist. Carefully lower the pulley until it rests on the front bearing retainer.

Fan Drive Clutch

M06001

91166

Step # 56

Step # 58

Install and snug 3 or 4 bolts (14) with lockwashers (15).

Lubricate the bore of the pulley, and carefully lower the shaft sub-assembly into the pulley bore and onto the pulley until the retainer rests on the pulley.

Step # 57

Step # 59

Using petroleum jelly or an oil-soluble grease, “stick” the rear “O” ring seal (22) in the pulley groove.

Install bolts (21) with lockwashers (20), and torque each one to 38-42 ft. lbs. (5-57 N-m)

M06001

Fan Drive Clutch

M6-29

Step # 60

Step # 61

Install orifice fitting (35) in the “oil in” port of the bracket.

Turn the assembly over on the bench. Install the remaining bolts (14) with lockwashers (15), and torque all to 38-42 ft. lbs. (51-57 N.m) ASSEMBLY OF THE FAN CLUTCH IS COMPLETE

M6-30

Fan Drive Clutch

M06001

REF.

DESCRIPTION

DESCRIPTION

20

Lockwasher

32

Sealrings

21

Bolt

33

Pitot Tubes

22

“O” Ring Seal

34

Rear Wear Sleeve

23

Rear Bearing Retainer

35

Orifice

24

Rear Oil Seal

36

Rear Retainer/Seal Assembly

25

Internal Snapring

37

Rear Bearing

31

Shaft/Bracket Assembly

38

External Snap Ring

REF.

M06001

REF.

DESCRIPTION

REF.

DESCRIPTION

17

Piston

27

Spring Washer

18

Sealring (large)

29

External Snapring

19

Pulley

30

Shim

26

Sealring (small)

Fan Drive Clutch

M6-31

REF.

DESCRIPTION

REF.

DESCRIPTION

5

Front Bearing

13

“O” Ring Seal

6

Facing Clutch Plate

14

Bolt

7

Clutch Hub

15

Lockwasher

8

External Snap Ring

16

Steel Clutch Plate

11

Front Oil Seal

28

Internal Snapring

12

Front Bearing Retainer

REF.

DESCRIPTION

REF.

DESCRIPTION

1

End Cap

4

Front Wear Sleeve

2

Fan Mounting Hub

9

Sleeve Bearing

3

Front Retainer/Seal Assembly

10

Sleeve Bearing

M6-32

Fan Drive Clutch

M06001

INSPECTION OF PARTS PART INSPECTION

WEAR LIMITS

(31): Shaft & Bracket Assembly Bearing journal for bearings (10) and (9)

2.7480 in. (69.799 mm) minimum-no steps in surface

Bearing journal for rear bearing (37)

3.7398 in. (94.991 mm) minimum

Groove width for snapring (38)

.145 in. (3.683 mm) maximum

General:

Do not separate shaft from bracket. Do not remove tube from center bore. Pipe plugs may be removed for cleaning. Replace with sealant on threads. Snapring grooves must have straight sides and square corners.

(35): Orifice Re-use

(4), (34): Wear Sleeve Replace if damaged or worn.

(11), (24): Oil Seal Replace

(19): Pulley Pilot bore for bearing retainer must be free of nicks that extend above the pilot surface. Flat surface(s) that mate with bearing retainer must be free of nicks that extend above the surface. Pulley grooves must not be severely worn or damaged.

(23): Rear Bearing Retainer Bore For Bearing (37)

5.7088 in. (145.004 mm) maximum

Bore for rear oil seal (24)

5.1265 in. (130.213 mm) maximum

General:

Bearing bore must have straight sides, square bottom, and not be oval due to wear. Oil seal bore must not have nicks that extend above the bore surface. All sealants must be removed. Pilot diameter for pulley must be free of nicks that extend above the pilot surface. Flat surface that mates with pulley must be free of nicks that extend above the surface.

M06001

Fan Drive Clutch

M6-33

(14), (15), (20), (21): Bolts and Lockwashers Re-use unless damaged.

(5), (37): Bearing Assembly Replace

(8), (29), (38): External Snapring Re-use unless worn, damaged or distorted.

(32): Seal Rings Replace

(17): Piston General:

Should be free of nicks. Sealing grooves must be smooth so as not to cut seal rings. O.D. must not have nicks which extend above the O.D. surface. I.D. must not be elongated from wear.

(18), (26): Piston Seal Rings Replace

(7): Clutch Hub Replace if I.D. teeth are severely worn. Replace if wear notches made by facing plates have straight sides. If the wear marks have smooth entry and exit marks the notches will not restrict plate movement and the clutch hub can be re-used.

(6): Facing Clutch Plates Must pass between two plate surfaces 11 x 11 in. (280 x 280 mm) spaced 0.188 in. (4.78 mm) apart set at 45°angle. Facing grooves are 0.005 in. (0.127 mm) mimimum deep when new. Plate is worn out at the bottom of the grooves. Internal teeth must not be worn in excess of 0.005 in. (0.127 mm) per side and the tooth driving contact surface must not be worn to a point or to a wedge shape.

(16): Steel Clutch Plates Must pass between two plate surfaces 11 x 11 in. (280 x 280 mm) spaced 0.130 in. (3.30 mm) apart, set at a 45°angle. Replace if wear on drive surfaces of the external tangs exceeds 0.005 in. (0.127 mm) per side. Mimimum thickness: 0.121 in. (3.07 mm).

M6-34

Fan Drive Clutch

M06001

(16): Steel Clutch Plates (cont.) Replace if “tracked” with grooves, darkened or discolored by heat, damaged, or warped.

(2): Fan Mounting Hub Groove for snapring (8)

0.145 in. (3.683 mm) maximum

Wear Sleeve Diameter

Free of Nicks above surface.

Bore for bearings (9) and (10)

2.9370 in. (74.600 mm)

Bearing journal for (5) bearing

3.7401 in. (94.999 mm) minimum

End Cap Bore

Free of nicks, 3.378 in. (85.80 mm)

General:

Snapring grooves must have straight sides and square edges. Bearing bore must not have nicks or scratches which extend above the bore surface. Splines must not be excessively worn. Bolt holes must not be worn or damaged severely.

(9), (10): Sleeve Bearings Replace if necessary. See Figure 6-8 for information concerning determination of amount of wear.

(1): End Cap O.D. free of nicks above the surface.

(12): Bearing Retainer Bore for bearing (5)

5.7088 in. (145.004 mm) maximum

Bore for oil seal (11)

5.1265 in. (130.213 mm) maximum

General:

Bearing bore must have straight sides, square bottom, and not be oval due to wear. Oil seal bore must not have nicks that extend above the bore surface. All sealants must be removed. Pilot diameter for pulley must be free of nicks that extend above the pilot surface. Flat surface that mates with the pulley must be free of nicks that extend above the surface. Slots in the bearing retainer must not have worn notches with straight sides. Maximum depth of the wear mark should not exceed 0.020 in.(0.51 mm), but if the notches have smooth entry and exit sides the notch will not resist movement of the steel plate (16).

M06001

Fan Drive Clutch

M6-35

(3), (36): Retainer/Seal Assembly Replace if damaged, worn or distorted.

(25), (28): Internal Snapring Re-use unless worn, damaged or distorted.

(33): Pitot Tubes Replace

(13), (22): “O” Ring Seal Replace

(27): Spring Washer Replace

(30): Shim Replace

EFFECT OF WEAR ON THE BEARING SURFACE Condition of bearing surface: Running in completed. Low wear rate starts when bronze is exposed

Typical appearance after half useful life

Bronze beginning to smear near end of useful life

91175

FIGURE 6-8. SLEEVE BEARING WEAR

M6-36

Fan Drive Clutch

M06001

REBUILD TOOLS The tools illustrated below are necessary for proper installation of the Retainer/Seal Assembly, Sleeve Bearings, and Wear Sleeves. These tools can be fabricated from locally

91176

FIGURE 6-9. SLEEVE BEARING (9), (10) REMOVAL AND INSTALLATION TOOL

91177

FIGURE 6-10. RETAINER/SEAL ASSEMBLY (3), (36) INSTALLATION TOOL

91178

FIGURE 6-11. WEAR SLEEVE (4), (34) INSTALLATION TOOL

M06001

Fan Drive Clutch

M6-37

NOTES

M6-38

Fan Drive Clutch

M06001

SPECIAL TOOLS

PART NO. EC3331

DESCRIPTION NItrogen Charging Kit

USE Suspension & accumulator nitrogen charging

NOTE: Not included with all trucks

PART NO.

DESCRIPTION

EG7805

Tool Str.

EG7806

Threaded Rod Str.

M08013

USE Wheel Rim Retainer Removal

Special Tools

M8-1

PART NO.

DESCRIPTION

EF9160

Electrical Harness

PART NO. 562-98-31300

M8-2

Special Tools

DESCRIPTION Disc Gauge

USE Computer (DAD) hookup to PMC Connector.

USE Brake Disc Wear Measurement

M08013

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, has been identified as a possible contributing factor to the Ozone depletion. Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of R-12 refrigerant be discontinued after 1995. Therefore, a more ‘‘environmentally-friendly’’ hydro-flouro-carbon

1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit breaker 5. Blower

M09010 6/97

FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL) 6. Temperature Sensor 10. Test gauges & Manifold 14. Compressor Drive Pulley 7. Evaporator 11. Compressor 15. Receiver/Dryer 8. Expansion Valve 12. Refrigerant Container 16. Discharge Line 9. Suction Line 13. Magnetic Clutch 17. Condenser

Air Conditioning System for HFC 134a Refrigerant

M9-1

(HFC) refrigerant, commonly identified as HFC-134a, is being used in most current mobile air conditioning systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/recharging procedure is now prohibited. These new restrictions require the use of new equipment and new procedures which are significantly different from those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete recovery of refrigerants, which will not only help to protect the environment, but through the ‘‘re-cycling’’ of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.

OPERATOR CAB AIR CONDITIONING

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 trouble shooting and the corrective action necessary to put the A/C 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 systems. (Cleaning, checking belt tightness, and operation of electrical components).

M9-2

Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained for cleanliness, dust, and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil. AIR CONDITIONING Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In the broad sense, a heating unit is as much an air conditioner as is a cooling unit. The term ‘‘Air Conditioner’’ is commonly used to identify an air cooling unit. To be consistent with common usage, the term ‘‘Air Conditioner’’ will refer to the cooling unit utilizing the principles of refrigeration; sometimes referred to as the evaporator unit.


M09010 6/97

THE REFRIGERATION CYCLE

REFRIGERATION THE ACT OF COOLING • There is no process for producing cold; there is only heat removal. • Heat is always drawn toward cold objects. This principle is the basis for the operation of a cooling unit. As long as one object has a temperature lower than another, this heat transfer will occur. • Temperature is the measurement of the intensity of heat in degrees. The most common measuring device is the thermometer. • All objects have a point at which they will turn to vapor. Water boiling is the most common example of heating until vapor is formed. Boiling is a rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not increase in temperature once brought to a boil. The heat energy is used in the vaporization process. The boiling point of a liquid is directly affected by pressure. By changing pressure, we can control the boiling point and temperature at which a vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat without changing pressure. This gas is in a superheated condition. • Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air is attracted to a cooler object. Usually the moisture in the cooled air will condense on the cooler object. • Refrigerant - Only R-134a should be used in the new mobile systems which are designed for this refrigerant.

In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes. The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes the heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the filter-receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for the liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator. This causes the refrigerant to become cold. The hot, humid air of the cab is pulled through the evaporator by the evaporator blower. Since the refrigerant is colder than the air, it absorbs the heat from the air producing cool air which is pushed back into the cab. The moisture in the air condenses upon movement into the evaporator and drops into the drain pan from which it drains out of the cab. The cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side. This simplified explanation of the principles of refrigeration does not call attention to the fine points of refrigeration technology. Some of these will be covered in the following discussions of the components, controls, and techniques involved in preparing the unit for efficient operation.

M09010 6/97


M9-3

AIR CONDITIONER SYSTEM COMPONENTS COMPRESSOR (Refrigerant Pump) The compressor separates the low pressure and the high pressure sides of the system. It concentrates the refrigerant returning from the evaporator (low side) creating a temperature much higher than the outside air temperature. The high temperature differential between the refrigerant and the outside air is necessary to aid rapid heat flow in the condenser from the hot refrigerant gas to much cooler outside air. To create high pressure concentration, the compressor draws in refrigerant from the evaporator through the suction valve and during compression strokes, forces it out through the discharge valve to the condenser. The pressure from the compressor action moves the refrigerant through the condenser, receiverdrier and connecting hoses to the expansion valve. The compressor is driven by the engine through a v-belt driving an electrically operated clutch mounted on the compressor drive shaft.

SERVICE VALVES Quick-connect hose end fittings with integral service valves attach to system service ports for servicing the unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.

CONDENSER The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling can be with ram air provided by vehicle movement and sometimes aided by electric or hydraulic fans or by using the air movement provided by the radiator fan. Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and tubes of the condenser. The condenser is usually located in front of the radiator or on the roof of the truck.

M9-4

Condensing of the refrigerant is the change of state of the refrigerant from a vapor to a liquid. The action is affected by the pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure in an A/C system is the controlled pressure of the refrigerant which affects the temperature at which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.

RECEIVER-DRIER The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture and foreign matter present which may have entered the system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve. A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in place within the receiver between two screens, which also act as strainers. Sometimes it is simply placed in a metal mesh or wool felt bag. Filtering is accomplished by a separate strainer screen on the pickup tube. Some sytems may utilize an accumulator instead of a receiver-drier. If an accumulator is used, an expansion (fixed-orifice) tube is used instead of the thermostatic expansion valve described below. When used, the expansion tube is located inside the inlet tube of the evaporator and is used to restrict, but still allow a continuous flow of refrigerant to the evaporator coil.

THERMOSTATIC EXPANSION VALVE The thermostatic expansion valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used. The expansion valve is located near the inlet of the evaporator and provides the functions of throttling, modulating, and controlling the liquid refrigerant to the evaporator coil. The refrigerant flows through a restriction creating a pressure drop across the valve. Since the expansion valve also separates the high side of the system from the low side, the state of the refrigerant entering the


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valve is warm to hot high pressure liquid; exiting it is low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately begin changing to gas as it moves toward the evaporator. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant. As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressure and temperature control in the evaporator. The externally equalized expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator.

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.

Some systems may use an internally equalized, block type expansion valve. With this type valve, the refrigerant leaving the evaporator coil is also directed back through the valve so the temperature of the refrigerant is monitored internally rather than by a remote sensing bulb. NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.

EVAPORATOR The evaporator cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower becomes a vital part of the evaporator assembly. It not only draws heat laden air into the evaporator, but also forces this air over the evaporator fins and coils where the heat is surrendered to the refrigerant. The blower forces the cooled air out of the evaporator into the cab. Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going through the evaporator coil is as important as that of the air flow over the coil.

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M9-5

ELECTRICAL CIRCUIT

COMPRESSOR CLUTCH

The air conditioner’s electrical circuit is fed from an accessory circuit and is fused with a 30-ampere fuse or 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 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 fed to the thermostat. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the crankshaft to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes.

THERMOSTAT An electromagnetic clutch is used on the compressor to provide a means of constant temperature control of the cab. The clutch is controlled by a thermostat in the evaporator which is set initially by the driver to a predetermined point. Coil temperature is then maintained by the cycling action of the clutch. The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is closed; when cold, it is open. Most thermostats have a positive OFF position as a means to turn the clutch OFF regardless of temperature. The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in turn closes the contacts at a predetermined temperature.

The stationary field clutch is the most desirable type since it has fewer parts to wear out. The field is mounted to the compressor by mechanical means depending on the type field and compressor. The rotor is held on the armature by a bearing and snap rings. The armature is mounted on the compressor crankshaft. When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to rotate on the armature, which remains stationary on the crankshaft. When the thermostat or switch is closed, current is fed to the field. This sets up a magnetic force between the field and armature, pulling it into the rotor. When the armature becomes engaged with the rotor, the complete unit rotates while the field remains stationary. This causes the compressor crankshaft to turn, starting the refrigeration cycle. When the switch or thermostat is opened, current is cut off. The armature snaps back out and stops while the rotor continues to turn. Pumping action of the compressor is stopped until current is again applied to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are abnormal. SAFETY SWITCHES Trinary Switch The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in the system. This switch is installed between the condenser and expansion valve, usually on the receiver-drier. The switch functions are: The low-pressure switch prevents compressor operation if the refrigerant has been lost or the ambient temperature is too low. Low ambient temperature results in very low system pressure. The mid-range function actuates the engine fan clutch if installed. The high-range pressure function disengages the compressor clutch if system pressure is too high. The switch functions will automatically reset when system pressure returns to normal.

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SYSTEM SERVICING Servicing an air conditioning system really means closely monitoring refrigerant flow. For this reason, the following procedures deal extensively with the proper use, handling, care and safety factors involved in the R-134a refrigerant quality and quantity in an air conditioning system. Because the refrigerant in an air conditioning system must remain pressurized and sealed within the unit to function properly, safety is a major consideration when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their importance BEFORE learning the correct procedures. Read, remember, and observe each warning before beginning actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using R-134a refrigerant, it is essential that servicing tools that come into contact with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type refrigerant only, to prevent cross contamination.

Ensure sufficient ventilation whenever refrigerant is being discharged from a system, keeping in mind refrigerant is heavier than air and will seek low areas of shop. When exposed to flames or sparks, the components of refrigerant change and become deadly phosgene gas. This poison gas will damage the respiratory system if inhaled. NEVER smoke in area where refrigerant is used or stored. Never direct steam cleaning hose or torch in direct contact with components in the air conditioning system. Localized heat can raise the pressure to a dangerous level. Do not heat or store refrigerant containers above 120° F (49° C). Do not flush or pressure test the system using shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.

R-134a Refrigerant Containers Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to remove refrigerant from the AC system. Refrigerant is stored in a container on the unit for recycling, reclaiming, or transporting. In addition, technicians servicing AC sytems must be certified they have been properly trained to service the system.

Two basic, readily available containers are used to store R-134a: the 30 or 60 pound bulk canisters (Figure 9-2). Always read the container label to verify the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.

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.

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FIGURE 9-2. R-134a CONTAINERS 1. 30 Pound Cylinder


2. 60 Pound Cylinder

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SERVICE TOOLS AND EQUIPMENT RECOVERY/RECYCLE STATION Mixing different types of refrigerant will damage to each type of refrigerant processing to avoid equipment damage. or manufacturing facilities.

‘‘re-claimed which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigera tion shops. Equipment is also available to just remove or extract the refrigerant. Extraction equipment does not clean the refrigerant - it is used to recover the refrigerant from an AC system prior to servicing. To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant.

Test equipment is available to confirm the refrigerant in the system is actually the type intended for the system and has not been contaminated by a mixture of refrigerant types. Recycle equipment must meet certain standards as published by the Society of Automotive Engineers and carry a UL approved label. The basic principals of operation remain the same for all machines, even if the details of operation differ somewhat. LEAK DETECTOR

use only with R-12 or only with R-134a, while other models are suitable for use with either.

FIGURE 9-3. RECOVERY/RECYCLE STATION FIGURE 9-4. TYPICAL ELECTRONIC LEAK DETECTOR

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FIGURE 9-5. R-134a SERVICE VALVE 1. System Service Port 3. Service Hose Fitting Connection 2. Quick Connect SERVICE VALVES

VACUUM PUMP

Because an air conditioning system is a sealed system,

The vacuum pump (Figure 9-6) is used to completely evacuate all of the refrigerant, air, and moisture from

enable diagnostic tests, system charging or evacufold gauge set to the compressor service valves New and unique service hose fittings (Figure 9-5) have been specified for R-134a systems. Their purpose is to cants with R-12 based systems. The service ports on

the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is with drawn (pumped) from the system. Normally the vaclost its refrigerant charge.

threads. They do contain a Schrader type valve. The low side fitting has a smaller diameter than the high side Protective caps are provided for each service valve. When not being used these caps should be in place to valves.

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MANIFOLD GAUGE SET type hand valves to control access to the system, two gauges and three hoses. The gauges are used to read are for access to the inside of an air conditioner, to remove air and moisture, and to put in, or remove, within 12 inches of the hose end(s) to minimize refrigA 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 utility (center) hose. The hoses use a 1/2 in. ACME female nut on the gauge end. Special quick shutoff valve on the high and low side hoses. The free end of the center hose contains a 1/2 in. ACME female end. These special hoses and fittings are designed to minimize refrigerant loss and to preclude putting the

FIGURE 9-7. MANIFOLD GAUGE SET

Low Side Gauge The Low Side Gauge, registers both vacuum and pres-

NOTE: When hose replacement becomes necessary, the new hoses must be marked ‘‘SAE J2916 R-134a’’.

Functions of the manifold gauge set are included in many of the commercially available recovery or recov ery/recycle stations.

to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi.

Never open the hand valve to the high side at anytime when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury.

High Side Gauge The High Side Gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated from 0 to 500 psi.

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INSTALLING MANIFOLD GAUGE SET Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular attention should be paid to the belts, hoses, tubing and all attaching hardware plus the radiator cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.

Shut off engine. DO NOT attempt to connect servicing equipment when the engine is running.

1. Be sure all valves on the manifold are closed all the way (turn them clockwise). 2. Check the hose connections on the manifold for tightness. 3. Locate the low and high side system service fittings and remove their protective caps.

FIGURE 9-8. SERVICE HOSE HOOK-UP

4. Connect the two service hoses from the manifold to the correct service valves on the compressor as shown in Figure 9-8. (High side to compressor discharge valve and low side to compressor suction side.) Do not open service valves at this time.

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.

Air Conditioning System

M9-11

Purging Air From Service Hoses The purpose of this procedure is to remove all the air Environmental regulations require that all service hoses have a shutoff valve within 12 inches of the a minimal amount of refrigerant is lost to the atmosdisconnect and shutoff valve on the high and low sides. The center hose also requires a valve. nected to recovery or recycle equipment. With the hoses connected to the high and low sides of the system, we can begin the purging. The manifold valves vacuum pump will now pull any air or moisture out of the center hose. This will require only a few minutes of a vacuum and this will not require a lengthy process. Closing the valve will then insure the hose is purged. It

Adding Refrigerant to the System (without a charging station) After determining that the system is low and requires additional refrigerant perform the following proce dures. 1. Connect the center hose from the manifold gauge tainer. RPM and then turn on the air conditioning. 3. Open the refrigerant dispensing valve on the con tainer and then the low pressure hand valve on the manifold. This will allow the refrigerant to enter the side of the compressor. The compressor will pull refrigerant into the system. in the normal range. Gauge readings will fluctuate as the compressor cycles on and off.

Low side 15 - 30 PSI High side 170 - 300 PSI

FIGURE 9-9. PURGING SYSTEM

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5. When the gauges show a normal reading, close the hand valve on the refrigerant container.

Stabilizing the AC System

During this stabilization period, do not open hand valves on manifold for any reason. Equipment damage and personal injury may result. 1. Start the engine and return to an idle speed of 1200 to 1500 RPM. Turn on the air conditioner. 2. After a performance check of the control functions, blower speeds and air flow, set the AC system controls to maximum cooling and blower speed on high. All windows must be closed. If the cab temperature is hot, open the windows long enough to allow the hot air to move out of the cab. 3. Run the engine and air conditioner about 5 minutes for the system to stabilize. 4. If the humidity is high it will be necessary to place a fan in front of the AC condenser to help the air flow across the condenser. This helps to stabilize the system by simulating normal operating conditions. 5. It is then possible to observe the gauge readings and the temperature coming out of the air ducts with a thermometer. NOTE: If low refrigerant is indicated by lower than normal pressure readings, add refrigerant to enable adequate system testing. Adding Refrigerant and Stabilizing the System (with a recovery/recycling station) When using a recovery/recycling station the procedure is the same as previously described. The difference is that instead of just opening the refrigerant container the refrigerant should be added 0.5 to 1 pound at a time. After each instance of adding the refrigerant, pause long enough to observe the gauge reading to determine if the system is full. Again using the pressures that were mentioned above.

Do not open high side hand valve. High side system pressure is greater than refrigerant container. Serious personal injury may result if the container explodes. Use hand valve to regulate low side reading during charging. DO NOT EXCEED 40 psi maximum. Exceeding this pressure may cause compressor failure.

RECOVERING AND RECYCLING THE REFRIGERANT Draining the Oil from the Previous Recovery Cycle 1. Place the power switch and the controller on the recovery unit in the OFF position. 2. Plug in the recovery station to the correct power source. 3. Drain the recovered oil through the valve marked OIL DRAIN on the front of the machine. 4. Place the controller knob in the ON position. The low pressure gauge will show a rise. 5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure does not rise to between 5 psi and 10 psi, switch the controller ON and OFF again. 6. When the pressure reaches 5 to 10 psi, open the OIL DRAIN valve, collect oil in an appropriate container, and dispose of container as indicated by local, state or Federal Regulation. THE OIL IS NOT REUSABLE, DUE TO CONTAMINANTS ABSORBED DURING ITS PREVIOUS USE. Performing the Recovery Cycle 1. Be sure the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having drained it, it should be zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity. 4. Confirm that all shut-off valves are closed before connecting to the AC system. 5. Attach the appropriate hoses to the system being recovered.

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M9-13

6. Start the recovery process by operating the equipment as per the manufacturer’s instructions. 7. Continue extraction until a vacuum exists in the AC system. 8. If an abnormal amount of time elapses after the system reaches 0 psi and does not drop steadily into the vacuum range, close the manifold valves and check the system pressure. If it rises to 0 psi and stops, there is a major leak. 9. Check the system pressure after the recovery equipment stops. After five minutes, system pressure should not rise above ‘‘0’’ gauge pressure. If the pressure continues to rise, restart and begin the recovery sequence again. This cycle should continue until the system is void of refrigerant. 10. Check the sight glass oil level to determine the amount of oil that needs to be replaced. (The amount of oil that was lost during the recovery cycle must be replaced back into the system). 11. Mark the cylinder with a RECOVERED (red) magnetic label to reduce the chance of charging a system with contaminated refrigerant. Record the amount of refrigerant recovered.

Evacuating the System 1. Attach the high and low side hoses to the appropriate connections. 2. Start the vacuum pump and run it for five minutes. 3. Check the gauge readings for five minutes. If the gauge needle moves up, the system is not sealed. The vacuum that was just created did not hold, air and moisture are being sucked into the system by that same vacuum. 4. Tighten any loose connections. Re-start the pump, and open the hand valves on the gauges again. Repeat the vacuum test. 5. If the leak has been repaired, run the vacuum pump for at least an hour to remove any moisture from the system. The moisture must turn to gas before the pump can pull it out. The moisture takes time to boil away, so that it can be drawn out of the system. The vacuum pump can draw most of the air out quickly, but a deep vacuum requires more time; the deeper the vacuum the more time required.

Charging the AC System Performing the Recycling Procedure The recovered refrigerant contained in the cylinder must undergo the recycle procedure before it can be reused. The recycle or clean mode is a continuous loop design and cleans the refrigerant rapidly. Follow equipment manufacturer’s instructions for this procedure.

When adding a full charge of refrigerant, it is possible to put it in as a gas or as a liquid. Adding refrigerant as a liquid is faster but can damage the compressor if not done correctly. The procedure used, and where the refrigerant is added in the AC system makes a difference. When using refrigerant as a liquid, never add more than two thirds of system requirements as a liquid. Finish charging the system using gas.

Evacuating and Charging the AC System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the AC system is reassembled. Evacuation removes air and moisture from the system. Then, the AC system is ready for the charging process, which adds new refrigerant to the system.

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SYSTEM PERFORMANCE TEST

SYSTEM LEAK TESTING

This test is performed to establish the condition of all components in the system. Observe these conditions during testing:

Refrigerant leaks are probably the most common cause of air conditioning problems, resulting from improper or no cooling, to major internal component damage. Leaks most commonly develop in two or three places. The first is around the compressor shaft seal, often accompanied by an indication of fresh refrigerant oil. If a system is not operated for a while (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak may stop. Such leaks can often be located visually, or by feeling with your fingers around the shaft for traces of oil. (The R-134a itself is invisible, odorless, and leaves no trace when it leaks, but has a great affinity for refrigerant oil.)

1. Start engine and operate at 1200 to 1500 RPM. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stablize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors to the cab. 2. Set air conditioning system at maximum cooling and blower speed operation. 3. Readings on the two manifold gauges should be within normal range, adjust for ambient temperature. 4. Compare evaporator discharge air temperature reading to see if it matches the recommended temperature for the ambient temperature and gauge readings obtained. 5. Carefully feel the hoses and components on the high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a restriction is indicated.

A second common place for leaks is the nylon and rubber hoses where they are crimped or clamped to the fittings, or where routing allows abrasion. Other threaded joints or areas where gaskets are used should be visually and physically examined. Moving your fingers along the bottom of the condenser and evaporator, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak. Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least one (1) lb. of refrigerant into the system.

Use extreme caution leak testing a system while the engine is running.

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.

In its natural state, refrigerant is a harmless, colorless gas, but when combined with an open flame, it will generate toxic fumes (phosgene gas), which can cause serious injuries or death. NOTE: The refrigerant is heavier than air and will move down when it leaks. Apply pickup hose or test probe on the undersurface of all components to locate leak. Electronic leak detector (Refer to Figure 9-4). As the test probe is moved into an area where traces of refrigerant are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes.

Air Conditioning System

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Tracer dyes

SYSTEM REPAIR

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.

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.

Soap and water Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks. After determining the location or source of leak(s), repair or replace leaking component(s). NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible.

All of the service procedures described are only performed after the system has been discharged. Never use any lubricant or joint compound to lubricate or seal any AC connections. NOTE: To help prevent air, moisture or debris from entering an open system, cap or plug open lines, fittings or components and lubricant containers until connected and as soon as they are disconnected. Keep all connections clean (also caps and plugs used) so debris can’t enter accidentally.

Before system assembly, check the compressor oil level and fill to manufacturer specifications. Hoses and Fittings When replacing hoses, be sure to use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, be sure these are in position or secured. Lines Always use two wrenches when disconnecting or connecting AC fittings attached to metal lines. You are working with copper and aluminum tubing which can kink or break easily. Tube O-ring type fittings require only 18 ft. lbs. (24.4 N.m) of torque for correct sealing. When grommets or clamps are used to prevent line vibration, be certain these are in place and secured. Expansion Valve When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.

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Receiver-Drier The receiver-drier can not be serviced or repaired. It should be replaced whenever the system is opened for any service. If the receiver-drier has a pressure switch to control the clutch, it should be removed and installed on the new unit. Thermostat A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature sensing element (capillary tube) may be broken or kinked closed and therefore unable to sense evaporator temperature. When thermostat contact points are stuck open or the sensing element can not sense temperature in the evaporator, the clutch will not engage (no AC system operation). Causes are a loss of charge in the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat contact points may be fused (burned) closed and the clutch will not disengage. Causes are a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not disengage you may also note that condensate has frozen on the evaporator fins and blocked air flow. There will also be below normal pressure on the low side of the system. Side effects can be compressor damage caused by oil accumulation (refrigeration oil tends to accumulate at the coolest spot inside the system) and lower than normal suction pressure that can starve the compressor of oil. Clutch Clutch problems include electrical failure in the clutch coil or lead wire, clutch pulley bearing failure, worn or warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be replaced or the whole assembly replaced. If the clutch shows obvious signs of excessive heat damage, replace the whole assembly. The fast way to check electrical failure in the lead wire or clutch coil is to hot wire the coil with a fused lead. This procedure enables you to bypass clutch circuit control devices.

Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment. Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal air gap between the clutch pulley and the clutch plate is 0.022 to 0.057 in. If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley. Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, other internal parts or problems associated with high or low pressure, heat or lack of lubrication. Be sure the compressor is securely mounted and the clutch pulley is properly aligned with the drive pulley. Use a mechanic’s stethoscope to listen for noises inside the compressor. CHECKING COMPRESSOR OIL LEVEL Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation. Refrigerant oil is a synthetic oil very susceptible to high levels of water absorbtion. Always be sure the oil is an approved type for use in the air conditioner compressor. Refrigerant oil, under normal circumstances inside the sealed system, cannot go anywhere, and there is no need to check the oil at such times. Always keep a cap on an oil container except when in use. Moisture is quickly absorbed by the oil. Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturer’s specifications (usually located on compressor).

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.

M09010 6/97


M9-17

EVACUATING THE SYSTEM Evacuating the complete air conditioning system is required in all new system installations, and when repairs are made on systems requiring a component replacement (system opened), or a major loss of refrigerant has occurred. All these conditions will require that a vacuum be pulled using a vacuum pump that completely removes any moisture from the system. Once properly evacuated, the system can be recharged again. Using a pump to create a vacuum in the air conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the pump. The pump does this by reducing the point at which water boils (212°F at sea level with 14.7 psi). In a vacuum, water will boil at a lower temperature depending upon how much of a vacuum is created. As an example, if the ambient air outside the truck is 75°F at sea level, by creating a vacuum in the system so that the pressure is below that of the outside air (in this case, at least 29.5 inches of vacuum is needed), the boiling point of water will be lowered to 72°F. Thus any moisture in the system will vaporize and be drawn out by the pump if the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning systems.

FIGURE 9-10. VACUUM PUMP HOOKUP 1. Low Pressure Hand Valve 2. High Pressure Hand Valve

Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged. NOTE: Lower the vacuum requirement one inch for every 1000 feet above sea level at your location. 1. With the manifold gauge set still connected (after discharging the system), connect the center hose to the inlet fitting of the vacuum pump as shown in Figure 9-10. Then open the low side hand valves to maximum. 2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side gauge. The pump should pull the system into a vacuum (if not, the system has a leak). 3. Run the pump for five minutes and close the hand valves and shut off the pump.

M9-18

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. NOTE: If using a recycling and charging machine, the vacuum pump is built into the unit. Separate hook-up is not required.


M09010 6/97

TROUBLESHOOTING PRE-DIAGNOSIS CHECKS If the system indicates Insufficient cooling, or no cooling, the following points should be checked before proceeding with the system diagnosis procedures. NOTE: If the truck being serviced is a Model 930E, be certain the Rest Switch in the cab is ON. Place the GF Cutout Switch in the CUTOUT position. (Refer to Fig. 3-1, Page E3-2, Propulsion System, for switch location.) PREPARING FOR DIAGNOSIS Successfully servicing an air conditioning system, beyond the basic procedures outlined in the previous section, requires additional knowledge of system testing and diagnosis. A good working knowledge of the manifold gauge set is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is usually the quickest way to diagnose an internal problem. When correctly done, diagnosis becomes an accurate procedure rather than guesswork. Compressor Belt - Must be tight, and aligned. Compressor Clutch - The clutch must engage. If it does not, check fuses, wiring, and switches. Oil Leaks - Inspect all connection or components for refrigeration oil leaks (especially in the area of the compressor shaft). A leak indicates a refrigerant leak. Electrical Check - Check all wires and connections for possible open circuits or shorts. Check all system fuses. Note: Some systems use different safety devices in the compressor circuit to protect the compressor. Check the thermal fuse, the low pressure cutout switch, high pressure cutout switch or trinary pressure switch if equipped. Cooling System - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and radiator for condition or proper operation. Radiator Shutters - Inspect for correct operation and controls, if equipped. Fan and Shroud - Check for proper operation of fan clutch. Check installation of fan and shroud.

System Ducts and Doors - Check the ducts and doors for proper function. Refrigerant Charge - Make sure system is properly charged with the correct amount of refrigerant. PRELIMINARY STEPS The following steps outline the correct procedures necessary to prepare the truck and the system for testing and diagnosis: 1. Correctly connect the manifold gauge set to the system. Refer to the connection and purging procedures outlined in this section. 2. Run the engine with the air conditioning system on for five to ten minutes to stabilize the system. 3. With the engine and the system at normal operating temperature, conduct a Performance Test as outlined in this section. SYSTEM PERFORMANCE TEST This test is performed to establish the condition of all components in the system. Observe these conditions during testing: 1. Start engine and operate at 1200 to 1500 RPM. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stablize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors to the cab. 2. Set air conditioning system at maximum cooling and blower speed operation. 3. Readings on the two manifold gauges should be within normal range, adjust for ambient temperature. 4. Compare evaporator discharge air temperature reading to see if it matches the recommended temperature for the ambient temperature and gauge readings obtained.

Heater/Water Valve - Check for malfunction or leaking.

M09010 6/97


M9-19

5. Carefully feel the hoses and components on the high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a restriction is indicated.

Use extreme caution when placing hands on high side components and hoses. Under certain conditions these items can be extremely hot.

DIAGNOSIS OF GAUGE READINGS & SYSTEM PERFORMANCE The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems. Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full understanding of the system malfunction. Refer to information listed under ‘‘Suggested Corrective Action’’ for service procedures.

6. Feel the hoses and components on the low side. They should be cool to the touch. Check connections near the expansion valve, inlet side should be warm and cold-cool on the outlet side. 7. If these conditions are met, the system is considered normal. Shut down engine. Remove gauges and install the caps on the service valves.

M9-20


M09010 6/97

-- -- -- TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS -- -- -Possible Causes

Suggested Corrective Action

TROUBLE: Insufficient Cooling Indications: Low side pressure LOW. High Side Pressure LOW. Discharge air is only slightly cool. Low refrigerant charge, causing pressures to be slightly lower than normal. No Leaks Found:

Check for leaks by performing leak test.

1. Charge System 2. Performance Test System

Leaks Found: 1. If a leak is present at a connection, tighten the connection, then add refrigerant as required. 2. If a system component needs to be replaced, recover all refrigerant from the system. Replace the defective part, then check the compressor oil level; refill compressor oil as necessary. 3. Evacuate system. 4. Charge system with new / recycled refrigerant. 5. Check A/C operation and do system performance test. TROUBLE: Little or No Cooling Indications: Low side pressure VERY LOW High side pressure VERY LOW Discharge Air Warm No bubbles observed in sight glass, may show oil streaks.

Pressure sensing switch may have compressor clutch disengaged. Refrigerant excessively low; leak in system.

1. Add Refrigerant (make sure system has at least 50% of its normal amount) and leak test system. 2. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. 3. If a leak is present at a connection, tighten the connection, then add refrigerant as required. 4. If a system component needs to be replaced, recover all refrigerant from the system. Replace the defective part, then check the compressor oil level; refill compressor oil as necessary. 5. Evacuate system. 6. Charge system with new / recycled refrigerant. 7. Check A/C operation and do system performance test.

M09010 6/97


M9-21

Extremely Low Refrigerant Charge in the System Indications: Low side pressure LOW. High Side Pressure LOW. Air from vents in the cab seems warm. If there is a low pressure switch in the system, it may have shut off the compressor clutch. Extremely low or no refrigerant in the system. There may be a leak in the system. No Leaks Found:

Check for leaks by performing leak test.

1. Add refrigerant to the system (at least half of the normal full charge amount). 2. Performance test system.

Leaks Found:

1. If a leak is present at a connection, tighten the connection, then add refrigerant as required. 2. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. 3. If a system component needs to be replaced, recover all refrigerant from the system. Replace the defective part, then check the compressor oil level; refill compressor oil as necessary. 4. Evacuate system. 5. Charge system with new / recycled refrigerant. 6. Check A/C operation and do system performance test.

Air and/or Moisture in the System Indications: Gauge Reading- Low Side Normal High Side Normal Air and/or Moisture in the System Gauge Reading- Low Side Normal High Side Normal Cause- Air and/or moisture in the system. The air from the vents in the cab is only slightly cool. In a cycling type system with a thermostatic switch, the switch may not cycle the clutch on and off, so the low pressure gauge will not fluctuate.

M9-22

Repair Procedure:Test for leaks, especially around the compressor shaft seal area. When the leak is found, recover refrigerant from the system and repair the leak. Replace the receiver-drier or accumulator because the desiccant may be saturated with moisture. Check the compressor and replace any refrigerant oil lost due to leakage. Evacuate and recharge the system with refrigerant, then check AC operation and performance.


M09010 6/97

Excessive Air and/or Moisture in the System Indications: Gauge Reading- Low Side High High Side High Air from the vents in the cab is only slightly cool. Cause- System contains excessive air and/or moisture.

Repair Procedure: Test for leaks, recover refrigerant from the system and repair the leak. Depending on the type of system, replace the receiver-drier or accumulator. Check and replace any compressor oil lost due to leakage. Evacuate and recharge the system, then check AC operation and performance.

Expansion Valve Stuck or Plugged Gauge Reading- Low Side Low or VacHigh Side High Air from vents in the cab is only slightly The expansion valve body is frosted or sweating. the valve is stuck in the closed position, the filter screen is clogged (block expansion valves do not -

Test hand, or very carefully with a heat gun. Activate system and watch to see if the low pressure Next, carefully spray a little nitrogen, or any subor valve diaphragm. The low side gauge needle should drop and read at a lower (suction) pres sure on the gauge. This indicates the valve was part way open and that your action closed it. phragm or capillary with your hand. If the low

zen at the expansion valve orifice, or the sensing ble, perform the following test. If not then proceed to

Repair Procedure screen (except block type valves). To do this, renect the inlet hose fitting from the expansion then reconnect the hose. Replace the receiverdrier. Then evacuate and recharge the system performance. If the expansion valve tests did not cause the low pressure gauge needle to rise did not correct the problem, the expansion valve is defective. Follow the procedure for com ponent replacement.

M09010 6/97

M9-23 for HFC 134a Refrigerant

Expansion Valve Stuck Open Indications: Gauge Reading- Low Side High High Side Normal Air from vents in cab is warm or only slightly cool. Cause- The expansion valve is stuck open and/or the capillary tube (bulb) is not making proper contact with the evaporator outlet tube. Liquid refrigerant may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb heat normally. In vehicles where the expansion valve sensing bulb is accessible, check the capillary tube for proper mounting and contact with the evaporator outlet tube. Then perform the following test if the valve is accessible. If it is not, proceed to the Repair Procedure.

Test: Operate the AC system on it’s coldest setting for a few minutes. Carefully spray a little nitrogen or other cold substance, on the capillary tube coil (bulb) or head of the valve. The low pressure (suction) side gauge needle should now drop on the gauge. This indicates the valve has closed and is not stuck open. Repeat the test, but first warm the valve diaphragm by warming with hands. If the low side gauge shows a drop again, the valve is not stuck. Clean the surfaces of the evaporator outlet and the capillary coil or bulb. Make sure the coil or bulb is securely fastened to the evaporator outlet and covered with insulation material. Operate the system and check performance. Repair Procedure: If the test did not result in proper operation of the expansion valve, the valve is defective and must be replaced. Recover all refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and recharge the system with refrigerant, then check AC operation and performance.

System High Pressure Side Restriction Indications: Gauge Reading- Low Side Low High Side Normal to High Air from vents in the cab is only slightly cool. Look for sweat or frost on high side hoses and tubing, and frost appearing right after the point of restriction. The hose may be cool to the touch near the restriction.

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.

Cause- There could be a kink in a line, or other restriction in the high side of the system.

M9-24


M09010 6/97

Compressor Malfunction Indications: Gauge Reading- Low Side High High Side Low The compressor may be noisy when it operates. Cause- Defective reed valves or other compressor components. If the compressor is not noisy, there may be a worn or loose compressor clutch drive belt.

Repair Procedure: If the belt is worn or loose, replace or tighten it and recheck system performance and gauge readings. If inspection of the compressor is required, all of the refrigerant must be recovered and the compressor disassembled to the point that inspection can be performed. Replace defective components or replace the compressor. If particles of desiccant are found in the compressor, flushing of the system will be required. It will also be necessary to replace the receiver-drier. Always check the oil level in the compressor, even if a new unit has been installed. Rotary compressors have a limited oil reservoir. Extra oil must be added for all truck installations. Tighten all connections and evacuate the system. Recharge the air conditioner with refrigerant and check the system operation and performance.

Condenser Malfunction or System Overcharge Indications: Gauge Reading- Low Side High High Side High The air from the vents in the cab may be warm. The high pressure hoses and lines will be very hot. Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Cause- The condenser is not functioning correctly or there may be an overcharge of refrigerant inside the system. Another possibility is lack of air flow through the condenser fins during testing. Engine cooling system component malfunction can cause high pressure by blocking air flow (radiator shutter) or not providing air flow (fan clutch) in sufficient quantity.

Repair Procedure: Inspect the condenser for dirt, bugs or other debris and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 1-1/2 inches) between it and the radiator. Check the radiator pressure cap and cooling system, including the fan, fan clutch, drive belts and radiator shutter assembly. Replace any defective parts and then recheck the AC system operation, gauge readings and performance. If the problem continues, the system may be overcharged. Recover the system refrigerant slowly until low and high pressure gauges read below normal. Then add refrigerant until pressures are normal. Add another quarter to half pound of refrigerant and recheck AC system operation, gauge readings and performance. If the gauge readings do not change, all of the refrigerant should be recovered and the system flushed. The condenser may be partially blocked - replace condenser. Also replace the receiver-drier or accumulator. Evacuate the system and check operation and performance.

M09010 6/97


M9-25

Thermostatic Switch Malfunction Indications: Gauge Reading- Low Side Normal High Side Normal The low side gauge needle may fluctuate in a very narrow range compared to a normal range. The compressor clutch may be cycling on and off more frequently than it should. The low side gauge needle may fluctuate in an above normal range as the clutch cycles. This may be an indication that the thermostat is set too high. A new thermostat may have been installed incorrectly.

Repair Procedure: Replace the thermostatic switch. When removing the old thermostat, replace it with one of the same type. Take care in removing and handling the thermostat and thin capillary tube attached to it. Do not kink or break the tube. Position the new thermostat capillary tube at or close to the same location and seating depth between the evaporator coil fins as the old one. Connect the electrical leads.

Cause- The thermostat switch is not functioning properly or at all.

M9-26


M09010 6/97

Preventive Maintenance Schedule for A/C System Truck Serial Number: ____________________________ Site Unit Number: ______________________________ Date:______________Hour Meter:_________________

COMPONENT

Last Maintenance Check:________________________ Name of Service perNOTE: Compressor should be run at least 5 minutes (40°F minimum ambient temperature) every month, in order to circulate oil and lubricate components.

Maintenance Interval (months) 3

6

12

Done

COMPONENT

1. COMPRESSOR

Maintenance Interval (months) 3

Check noise level

•

Check clutch pulley

•

Check oil level

•

Run system 5 min.

•

Check belt tension (80 - 100 lbs; V-belt)

•

6

•

Inspect capillary tube (if used) (leakage/damage/ looseness) 5. EVAPORATOR •

Check mounting bracket (tighten bolts)

•

Check alignment of clutch w/crankshaft pulley (within 0.06 in.)

•

Perform manifold gauge check

•

Verify clutch is engaging

•

2. CONDENSER

Clean dirt, bugs, leaves, etc. from fins (w/compressed air)

•

Check solder joints on inlet/outlet tubes (leakage)

•

Inspect condensate drain

•

6. OTHER Components Check discharge lines (hot to touch)

•

Check suction lines (cold to touch)

• •

Clean dirt, bugs, leaves, etc. from coils (w/compressed air)

•

Inspect fittings/clamps & hoses

Verify engine fan clutch is engaging (if installed)

•

Check thermostatic switch for proper operation

•

Outlets in cab: 40°F to 50°F temperature (HMS trucks: 25°F to 35°F below ambient)

•

Check inlet/outlet for obstructions/damage

•

Inspect all wiring connections

•

3. RECEIVER - DRIER

Replace if system is opened

M09010 6/97

Done

4. EXPANSION VALVE

Inspect shaft seal (leakage)

Check inlet line from condenser (should be hot to touch)

12

•

Operate all manual controls through full functions


•

•

M9-27

NOTES

M9-28


M09010 6/97

PAYLOAD METER ΙΙ

ON BOARD WEIGHING SYSTEM (OBWS) INDEX GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 Haul Cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cycle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-11 M20-11 M20-12 M20-12 M20-13 M20-13 M20-13

OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-14 M20-14 M20-14 M20-14 M20-14

INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting "UP:XX" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-15 M20-15 M20-16 M20-16 M20-16 M20-16 M20-17 M20-17 M20-17

DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18

M20007.1 03/02

Payload Meter II

M20-1

SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting the Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting the Option Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting The Operator I.D.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-19 M20-19 M20-19 M20-20 M20-20 M20-20

DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-21 DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-21 CHARTS OF FAULT CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 MONITORING INPUT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 SERVICE CHECK MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 UP FACTOR - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 PL MODE - Load Calculation Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-30 M20-30 M20-30 M20-30

PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 CONNECTIONS (AMP Pin Identification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 PAYLOAD METER ΙΙ RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35 COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suspension Charging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Missing Body-Up Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-2

Payload Meter II

M20-35 M20-35 M20-36 M20-36 M20-37

M20007.1 03/02

F-18: R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Payload Lights Won’t Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Red, Amber, Or Green Payload Lights Don’t Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PC Communications Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.CAL: Payload Meter Won’t Calibrate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-21 thru F-28 Pressure Sensor Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-38 M20-38 M20-39 M20-40 M20-41 M20-42 M20-43 M20-45 M20-47 M20-49 M20-50 M20-51

CONNECTORS AND PRESSURE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-53 REAL-TIME PAYLOAD METER ΙΙ MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Definitions and Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Truck Status and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connections to Payload Meter ΙΙ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-56 M20-57 M20-58 M20-59 M20-59 M20-59 M20-60

USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M20-61 M20-61 M20-61 M20-64

GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-65

M20007.1 03/02

Payload Meter II

M20-3

PAYLOAD METER ΙΙ ON BOARD WEIGHING SYSTEM (OBWS) GENERAL INFORMATION The Payload Meter ΙΙ (PLM ΙΙ) On Board Weighing System displays and records the payload weight along with other operating information. The system consists of a payload meter, pressure sensors, deck mounted lights and an inclinometer. The payload meter (Figure 20-1) uses the four suspension pressures and an inclinometer to determine the load in the truck. The payload weight can be displayed in short tons or metric tons. 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 ΙΙ 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 ΙΙ takes one sample of

suspension and inclinometer data. After traveling 160 m (0.10 mi.) from the loading site, the PLM ΙΙ uses the data sampled under the shovel to calculate final payload. The PLM ΙΙ 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 20-1. PAYLOAD METER II 1. Display panel 7. Total/shift switch [TOTAL] [SFT] 2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC] 3. Transmission pilot lamp (Tx busy) 9. Memory card 4. Memory card access lamp (CARD busy) 10. Cover 5. Mode switch [MODE] 11. Diagnostic/Download Port

M20-4

Payload Meter II

M20007.1 03/02

LIGHTS, SWITCHES, and COMPONENTS On The Face Of The Payload Meter (Refer to Figure 20-1) 1. Display Panel Digital display area for the data being recorded in memory. This will include items such as:

6. Calibration/Clear Switch Used to calibrate the machine when the conditions regulate this action. Also used with the TOTAL/SFT switch to clear total payload and overall number of cycles.

Payload Date & Time Cycles

7. Total/Shift Switch Used to display payload and overall number of cycles each time the load is dumped. Will display the error codes. This switch is also used with the CALIBRATION/CLEAR switch to clear total payload and overall number of cycles.

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

M20007.1 03/02

Payload Meter II

M20-5

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 ΙΙ controls three light relays. The relays operate three deck mounted lights on each side of the truck. There is one green light, one amber light, and one red light. (Figure 20-2)

* 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. * 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.

FIGURE 20-2. LOAD INDICATOR LIGHTS INDICATOR LIGHTS Off

Green

50% and Greater

Amber Green

90% and Greater

RED Amber Green

105% and Greater

Off

Off

PAYLOAD WEIGHT

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.

M20-6

Payload Meter II

M20007.1 03/02

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 =

π 2 Suspension Diameter (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 manaul 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.

M20007.1 03/02

FIGURE 20-3 Linkage Factor The linkage factor is part of the complex calculations performed by the payload meter to determine the load in the truck. The linkage factor is dependent on the load on the rear suspensions. Figure 20-3 shows the side view of a truck. The nose pin is marked with a star and there are three arrows pointing to different spots of the rear tire. This figure shows how the support under the rear tire can affect the calculation of the load. The payload meter does not directly measure the load transferred to the frame through the nose pin. To account for portion of the load carried by the nose pin, the linkage factor is multiplied by the rear suspension force. It is assumed that the truck is supported under the center of the tire. In this case the payload meter uses L2 to help compute the linkage factor. If, however, the truck is backed into a berm and the rear tire is supported towards the back of the tire, the actual linkage factor calculation should use L3. Since the payload meter assumes L2 it will overestimate the load in the truck. The opposite is true in the case where the rear tires are supported toward the front of the tire. The linkage factor should use L1 but the payload meter assumes L2. This change in leverage will cause the payload meter to underestimate the load.

Payload Meter II

M20-7

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 weigh-ins 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 and 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 20-4. This data was taken in the laboratory and is used in Figure 20-5 to calculate the final load. Note that the front suspension pressures were converted into the front sprung weight using the formulas above Figure 20-5. The front sprung weight is then multiplied by the front incline factor and the front linkage factor. The same is done with the rear sprung weight. The front and rear sprung weights are then summed. This number is multiplied by the Gt gain potentiometer value. 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 20-4.

M20-8

Payload Meter II

M20007.1 03/02

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. Sprung Weight =

π 2 Suspension Diameter (Psi Left + Psi Right) 4

Sprung Weight = Axle Weight(lbs)/2000

Front Weight (6) x Incline Factor (9)

106.00 Rear Weight (7) 0.95

x Incline Factor (10)

75.10 0.98

Viewing Payload Calculation Inputs The PLM ΙΙ estimates payload by monitoring suspension pressures when the truck is loaded and compares them to truck empty pressure values. The PLM ΙΙ 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 ΙΙ calculate the tare weight is called the calibration procedure. This calibration weight is used as item #13 from the manual calculation procedure in Figure 20-4. 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.

100.70

73.90 1.53

Front Weight

1.00 x Link Factor (12) 100.70 Rear Weight

Front Weight

100.70

Rear Weight

113.70

Total Weight

214.40

XGain Factor (14)

1.00 214.40

6. Pressure Front Right

Psi

- Calibration (13)

-70.60

7. Pressure Rear Left

Psi

8. Pressure Rear Right

Psi

9. Front Sprung Weight

Tons

10. Rear Sprung Weight

Tons

11. Degree of Incline

±° Nose Up Positive

x Link Factor (11)

Figure 20-5.

113.70

3. Press the CAL/CLR switch to cycle through the following data. The sequence repeats. Item and Description

Units

1. Year of Calibration

Last 2 digits of year

2. Month:Day of Calibration

XX:XX

3. Hour:Minute of Calibration XX:XX 4. Truck Model Setting 5. Pressure Front Left

Psi

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.

M20007.1 03/02

Payload Meter II

M20-9

Checking the Gain

Adjusting 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:

2. Press and hold the LIGHT/INC switch until "ALL0" is flashing on the display. "A.FUL" may also be displayed.

2. Weigh the empty truck and then calibrate the payload meter. Do both in succesion to ensure the weights are nearly identical.

1. Confirm the suspension oil and nitrogen charges are at the levels specified in the shop manual.

3. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. Press MODE twice to return to normal operation.

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 ΙΙ 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.

M20-10

Payload Meter II

M20007.1 03/02

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

1 - 65535

Advances by one each time the engine is started.

Engine Operation Number

Number

Month

Month

1 - 12

Day

Day

1 - 31

Time Hour

Hour

24 Hour Clock

Time Minute

Minute

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

Time Stopped When Loaded

Minute

0 - 6553.5

Dumping Time

Minute

0 - 6553.5

Speed Limit

Mph/Kmh

Warnings For Each Cycle

The fault codes that occur during each cycle

M20007.1 03/02

Payload Meter II

These values are stored when the load is dumped.

1 - 59

0 - 99

0 - 99

M20-11

Engine ON/OFF Data When the engine is started or stopped, the following data is recorded.

ITEM

UNIT

RANGE

Engine Operation Number

Number

1 - 65535

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

Total Payload

Metric tons Short tons

Total Number Of Cycles

Number

REMARKS Advances by one each time the engine is started. Indicates when the engine was started.

Indicates when the engine was shut off.

0 - 59 0 - 999900.0

0 - 9999

Total payload from the time when the engine was started until the time the engine was shut off. Totals for the time that the engine was running.

Fault Codes and Warning Data

ITEM Error Code

UNIT

RANGE

Displayed by a combination of letters and numbers representing a specific error code.

Engine Operation Number At Time Of Occurrence

Number

1 - 65535

Number Of Times Of Occurrence Since The Engine Was Switched ON

Number

1 - 255

Year

0 - 99

Month

1 - 12

Day

1 - 31

Hour

24 Hour Clock

Minute

0 - 59

Last Two Digits Of Year Month Day Time Hour Time Minute

M20-12

REMARKS

Payload Meter II

Every time the engine is started the number advances by one.

M20007.1 03/02

Engine Operation ITEM

UNIT

RANGE

Number when Canceled

Number

1 - 65535

Last Two Digits Of Year

Year

0 - 99

Month

1 - 12

Day

1 - 31

Hour

24 Hour Clock

Minute

0 - 59

Month Day Time Hour Time Minute

REMARKS Every time the engine is started the number advances by one.

NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends on the operation that was performed) when the key switch was in the ON position and the engine was not running.

Total Payload and Total Number of Cycles The total payload and overall number of cycles can be displayed using the forced display operation. Both values start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when the load is dumped. ITEM

UNIT

Total Payload

Metric Tons Short Tons

Total Number Of Cycles

Digital Number

RANGE

REMARKS

0 - 999900.0

The total payload since the unit was cleared.

0 - 9999

The number of cycles since the unit was cleared.

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

Date and time the unit was cleared.

0 - 59

Other Data CONTENT

ITEM

Set Up Data That The Speed Limit Operator Can Check Option Code

Calibration Data

M20007.1 03/02

UNIT

RANGE

Km/MPH

0 - 99

Digital Number

0 - 13

Year

Year

0 - 99

Month

Month

1 - 12

Day

Day

1 - 31

Hour

Hour

24 Hour Clock

Minute

Minute

Payload Meter II

REMARKS Communication Mode

Date and time when calibrated.

0 - 59

M20-13

OPERATOR FUNCTIONS

Clearing the Operator Load Counter

Using the Operator Load Counter Description The payload meter makes available to the operator a total load counter and haul cycle counter. This allows each operator to track the tons hauled during their shift. The total is displayed in hundreds of tons. For example, if 223 is displayed, this means that 22,300 tons have been hauled since the last time the cycle counter was cleared. This memory location is separate from the main payload data storage. This memory is not cleared when the Data All Clear Operation is performed. Clearing this memory does not affect the main payload data storage. Viewing the Operator Load Counter

1. Press the TOTAL/SFT switch once. The number displayed is the total tons hauled since the last time the counter was cleared. The total is displayed in hundreds of tons. 2. Press and hold the CAL/CLR switch until the display flashes. 3. Press the CAL/CLR switch until "0000" is displayed. After 2 seconds the meter will return to normal operation. Clearing this memory does not affect the main payload data storage.

Dimming the Lights on the Display There are a total of 10 brightness levels on the PLM display.

1. Press the TOTAL/SFT switch once. If there is a fault code present at this time: 2. The error code for that problem will be displayed. This will be a flashing display. 3. Press the TOTAL/SFT switch again. If additional faults or warnings exist, that fault code will be displayed as a flashing code. 4. Repeat step #3 until no fault codes are displayed. ":" will show when no additional faults exist. The display will then show total tons hauled since the last time the counter was cleared. The total is displayed in hundreds of tons.

From the normal operation display: 1. Press the LIGHT/INC switch. The lighting will become one level dimmer. This will continue until the lighting has reached its lowest level. 2. After reaching the lowest level, the display will return to the brightest setting. If the switch is held in the depressed position, the brightness will change continuously.

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.

M20-14

Payload Meter II

M20007.1 03/02

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

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

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.

5 - 630E B - 730E C - 930E

Switch Settings

D - 530M E - 330M F - 830E 5

DOWN - Memory function (DOWN = Enable UP=Disable)

6

- Inclinometer Use DOWN (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 ΙΙ. The tires have a larger rolling radius than the PLM ΙΙ assumes. This causes the PLM ΙΙ 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.

Figure 20-6. There are nine switches located behind the panel on the left side of the payload meter. Figure 20-6 shows the switch numbers. The following switch positions should be confirmed before the meter is installed.

Additionally, the payload gain on 930E-ΙΙ 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".

* Set switch 4 for the appropriate model.

M20007.1 03/02

Payload Meter II

M20-15

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 UP Factor and PL Mode for additional information 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. 5. Press the MODE switch once.The display will show.

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 MODE. The display will show:

Refer to "Setting The Operator ID" to change operator. 6. Press the MODE switch once. The display will show."SP:62" should be displayed. The speed limit should be set to 62 to avoid unnecessary faults and warnings. Refer to "Setting The Speed Limit" to make adjustments. 7. Press the MODE 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.

6. Press MODE and the meter will return to normal operation. Setting "PL:00" 1. Press and hold the LIGHT/INC and MODE switches. The display will show: 2. Press and hold the LIGHT/INC and TOTAL/SFT switches. The display will show: 3. Press the CAL/CLR switch once. The display will show: 4. Press the CAL/CLR switch once. The display will show:

9. Push the MODE switch to return to normal operation.

5. Press the LIGHT/INC switch until " P L : 0 0 " i s d i s pl a y ed . ONLY "PL:00" IS RECOMMENDED. 6. Press the MODE switch. The display will show. 7. Press MODE and the meter will return to normal operation.

M20-16

Payload Meter II

M20007.1 03/02

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 ΙΙ 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± .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 20-10 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, 20-10 MPH (10-15 Km/H) 5. The payload meter is now calibrated and ready for normal operation.

M20007.1 03/02

Payload Meter II

M20-17

DISPLAYS AT START-UP

7. The display will show: This display indicates the Machine ID code where “xxx” indicates a value between 0 and 200.

POWER ON: All external display lamps (Figure 20-2) will come on and stay on for approximately 27 seconds during the “Power-up Process”.

8. The display will show:

The “Power-up Process” will display the PLM settings. Each display will occur for approximately 3 seconds:

This display indicates the Operator ID code where “xxx” indicates a value between 0 and 200. 9. The display will show:


This display indicates the Speed Limit setting where “xx” indicates a value between 0 and 99 km/h.

In addition, a buzzer will sound and the following lamps will light for 3 seconds: •Reception Pilot Lamp (2, Figure 20-1)


•Transmission Pilot Lamp (3, Figure 20-1)

This display indicates the Option code setting.

•Memory Card Pilot Lamp (4, Figure 20-1)

Refer to “Operator Check Mode, Setting the Option Code” and to “Method of Operation” for more information on this function.

2. The display will show: The “ xx” indicates the Truck Model. Refer to "Initial Setup of Payload Meter" for code definitions. 3. The display will show: This display indicates the status of the Memory Card where: “Cd : - -” indicates Card Not Used, and “Cd : oo” indicates Card Is Used.

NORMAL OPERATION If the truck engine is started before the preceding “Power-up Process” is completed, the display will shift to normal operation.

4. The display will show: This display indicates the status of the Inclinometer for the PLM, where “CL : - -” indicates Inclinometer Not Used, and “CL : oo” indicates Inclinometer Is Used. 5. The display will show: This display indicates method of measurement where:

If the engine is running when the payload meter starts up, only "o:XXX" and "d:XXX" will display before switching to normal operations.

"US : - -" indicates METRIC Tons. "US : oo" indicates U.S. Tons. 6. The display will show: This function is not used. "SU : - -" indicates Switch 8 is up. "SU : oo" indicates Switch 8 is down.

M20-18

Payload Meter II

M20007.1 03/02

SETUP AND MAINTENANCE

Setting the Option Code 1. Press and hold the MODE switch until "Cd:dP" is displayed.

Speed Limit A warning can be displayed if the machine exceeds a preset speed. The available range is: 10 - 99 km/h (6 - 62 mph). It is recommended to set the speed limit to 99 km/h (62 mph). Setting The Speed Limit

2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the MODE switch repeatedly until "OP.XX" is displayed.

1. Press and hold the MODE switch until "Cd:dP" is flashing.

5. Press the LIGHT/INC switch to change the “unit digit” to the desired number.

2. Press the MODE switch once. 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 “tens digit” to the desired number.

4. Press the MODE switch repeatedly until "SP.XX" is displayed. 5. Press the LIGHT/INC switch to change the “unit digit” to the desired number. 6. Press the TOTAL/SFT switch and the display will then indicate: 7. Press the LIGHT/INC switch to change the “tens digit” to the desired number.

8.Press the MODE switch to return to normal operation. 9. The Option Code selects the PLM communication mode as follows: Option Code

8.Press MODE switch to return to normal operation.

COMMUNICATION MODE

0

Stand Alone

10

PMC Mode (530M/HD1500 only)

12

Modular Mining Mode, Scoreboard and User Data Commmunication Mode

NOTES: 1. The Option Code is set to “0" for trucks not equipped with Modular Mining System (MMS) (Except 530M/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".

M20007.1 03/02

Payload Meter II

M20-19

9. Press the LIGHT/INC switch to change the first digit to the desired number.

Setting The Machine I.D. Code 1. Press and hold the MODE switch until "Cd:dP" is displayed.

10. Press the MODE switch to return to normal operation.


Setting The Time and Date 1. Press and hold the MODE switch until "Cd:dP" is displayed.



4. Press the MODE switch once. "d.XXX" is displayed. 5. Press the LIGHT/INC switch to change the last digit to the desired number.


6. Press the TOTAL/SFT switch and the display will show:

4. Press the MODE switch repeatedly until "XX:XX" is displayed.

7. Press the LIGHT/INC switch to change the middle digit to the desired number.

5. Press the LIGHT/INC switch to change the minutes.

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.

7. Press the LIGHT/INC switch to change the hours. The clock is a 24 hour clock.

10. Press the MODE switch to return to normal operation.

8. Press the TOTAL/SFT switch and the display will then indicate: 9. Press the LIGHT/INC switch to change the day.

Setting The Operator I.D. Code 1. Press and hold the MODE switch until "Cd:dP" is displayed.



11. Press the LIGHT/INC switch to change the month. 12. Press the TOTAL/SFT switch and the display will then indicate:


13. Press the LIGHT/INC switch to change the year. 14. Press 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:

M20-20

Payload Meter II

M20007.1 03/02

DISPLAY OF FAULT CODES

DOWNLOAD OF INFORMATION Payload information and fault codes recorded should be downloaded to a personal computer on a regular basis. The software required is available under part number AK4635. Detailed instructions for installing the software and downloading the data is provided with AK4635 PLM ΙΙ download software. Data All Clear This function will erase all of the cycle data, engine ON/OFF data, and fault/warning data. Total payload and the overall number of cycles will not be cleared.

1. Press and hold the MODE switch until "Cd:dP" is displayed. 2. Press the MODE switch once. The display will show: 3. Press the MODE switch once. The display will show: 4. Press the TOTAL/SFT switch. If there are no faults or warnings, the display will show for 6 seconds.

IMPORTANT - Before clearing the data, download the data to a personal computer. To begin, the shift lever should be in the “N” position, the brake lock set, the hoist control lever should be in the “FLOAT” position and the body in the down position. 1. Press and hold the MODE switch until "Cd:dP" is displayed.

If there are current faults or warnings, the codes will be displayed in order of their priority, the highest priority first. Each code will flash for 6 seconds. 5. After the current codes have been displayed, past history codes that have been reset will be displayed. Each code will flash for 3 seconds. If there are no history codes or after all history codes have been shown , the display will show for 3 seconds:


The system will then proceed to the following displays: Refer to Page 22 for details.

3. Press and hold the CAL/CLR switch until "A.CLE" is flashing.

• 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:

4. Press the CAL/CLR switch again and the memory will be cleared. The meter will then return to normal operation.

Mechanical trucks

This does not clear the Operator Load Counter.

“ 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.

M20007.1 03/02

Payload Meter II

M20-21

•Condition of the Engine Oil Pressure signal. The panel will display “ :C3:XX” for 3 seconds, then indicate: “ C3:oo” Engine is running. “ C3:– –” Engine is not running. • Condition of Alternator ’R’ terminal signal. The panel will display “ C4:XX” for 3 seconds, then indicate: “ C4:oo” Engine is running. “ C4:– –” Engine is not running. • Condition of the Spare Analog Input 1 signal. The panel will display “ C5:XX” for 3 seconds with XX: as an input signal (V). • Condition of the Spare Analog Input 2 signal. The panel will display “ C6:XX” for 3 seconds with XX: as an input signal (V). • Condition of the Spare Digital Input 1 signal. The panel will display “ C7:XX” for 3 seconds, then: “ C7:oo” High. “ C7:– –” Low. • Condition of the Spare Digital Input 2 signal. The panel will display “ C8:XX” for 3 seconds, then: “ C8:oo” High. “ C8:– –” Low. 4. Press the TOTAL/SFT switch to view faults again or press the MODE switch to return to normal operation.

M20-22

Payload Meter II

M20007.1 03/02

M20007.1 03/02

Payload Meter II

M20-23

M20-24

Payload Meter II

M20007.1 03/02

Monitoring Input Signals

Service Check Mode

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 LIGHT/INC switch to cycle through the following data. The sequence repeats.

3. Press the CAL/CLR switch to cycle through the following information :

C1

Mechanical Trucks

C1:oo - Shift Selector in "N" C1:-- - Shift Selector not in "N"

C1

Electric Trucks

C1:oo - Brake Lock On C1:-- - Brake Lock Off

C2

Body Up

C2:oo - Body Down C2:-- - Body Up

C3

C3:oo - Engine Run Engine Oil Pressure C3:-- - Engine Stopped C4:oo -Alternator Charging C4:-- - Alternator Stopped

C4

Alternator R Terminal

C5

Analog 1 - Not Used

C6

Analog 2 - Not Used

C7

Digital 1 - Not Used

C8

Digital 2 - Not Used

C9

Speed

Vehicle Speed

C10

Travel Distance under the current loaded or empty state

xx.xx Miles

Current Status Note: Sample values are shown.

03:01 - Empty Stopped 01:02 - Empty Traveling 06:03 - Loading 02:04 - Loaded Traveling 04:05 - Loaded Stopped 05:06 - Dumping

C11

C12(a)* Time Empty Travel C12(b)

Time Empty Stopped

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

6. Front Weight

Tons

7. Rear Weight

Tons

8. Degree of Incline

±° Nose Up Positive

9. Incline Factor - Front Axle 10. Incline Factor - Rear Axle 11. Link Factor - Front Axle 12. Link Factor - Rear Axle 13. Calibration Weight

Tons

14. Gt Gain 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.

S1:xx - Minutes*10 S2:xx - Minutes*10

C12(c) Time Loaded Travel S3:xx - Minutes*10 C12(d) Time Loaded Stop

S4:xx - Minutes*10

4. Press the MODE switch once and "CHEC" will flash. 5. Press the MODE switch once and the meter will return to normal operation.

M20007.1 03/02

Payload Meter II

M20-25

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 20-4, 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.

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.

• Modular Mining Transmission

Memory Storage - The data is captured and stored when the body rises from the frame. This calculation will not use the UP factor percentage.

• Memory Storage

PL:10

The PL mode setting can have a significant impact on the perceived accuracy of the payload meter.

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.

PL:00 is the only recommended setting.

Use of settings other than PL:00 is NOT recommended.

M20-26

Memory Storage - The data is captured and stored when the body rises from the frame. This calculation will not use the UP factor percentage.

Payload Meter II

M20007.1 03/02

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 and "CHEC" will be displayed. 7. Press the MODE switch and the meter will return to normal operation.

M20007.1 03/02

Payload Meter II

M20-27

BATTERY REPLACEMENT PROCEDURE ERROR CODE, F-09, DISPLAYED Replacing the Battery

4. Remove the electrical connector. Remove the screws on the top surface and the rear face. Remove the cover (Figure 20-8). This will expose the battery, its wires, and the connector.

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 581-820-55710)

FIGURE 20-8. 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 20-9).

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 20-7). NOTICE - Use care not to let dirt, metal or spare parts to drop inside the controller at any time.

FIGURE 20-9. BATTERY INSTALLATION 6. Insert the connector of the new battery directly into the connector on the board (Figure 20-10). Place the battery in the battery holder, and pass the wiring through the notch. When doing this, insert the wiring into the bottom of the holder and pass it through the notch.

FIGURE 20-7. REMOVING PAYLOAD METER

M20-28

7. Install the controller cover, replace the electrical connector, and install the payload meter controller back into the instrument panel.

Payload Meter II

M20007.1 03/02

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

FIGURE 20-11. BATTERY CONNECTION After Replacing the Battery While replacing the battery, the backup power source for the memory inside the payload meter is momentarily disconnected. This can allow unwanted data (garbage) to enter the memory and affect the meter’s recognition procedures. The following will remove this unwanted data.

The pressure sensors are mounted on top of each suspension cylinder. The sensors produce a voltage signal from 1 – 5 volts output. The pressure sensor is mounted to the suspension cylinder using a Schrader Valve assembly, adapter and sensor. The sensor can be replaced without releasing the pressure in the suspension by removing the sensor with the adapter. Removal

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).

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.

3. Without turning the keyswitch to the OFF position advance to the start position. With the engine running, the display: may flash. 4. Perform the calibration procedure. Refer to "Calibrating a Truck". 5. Load the truck to the rated payload, or close to it. Dump the load.

2. Hold valve (2, Figure 20-11) with wrench while removing the adapter/sensor assembly (3 & 4). 3. Remove sensor (4) from adapter (3).

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. FIGURE 20-10. PRESSURE SENSOR. 1. Schrader Valve 3. Adapter 2. Valve Assembly 4. Sensor

M20007.1 03/02

Payload Meter II

M20-29

Installation

Installation

1. Install a new O-ring onto sensor (4, Figure 20-11) and install sensor onto adapter (3). Tighten the sensor to 22–29 ft.lbs. (30–39 N.m) torque.

1. Install inclinometer (3, Figure 20-13) with capscrews, nuts and lockwashers (4).

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) torque. 3. Connect the sensor wiring to the truck wiring harness. The sensors have three wires. Be sure that wires are connected correctly. (Figure 20-12)

FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW Pin Number

Wire Color

Wire Function

1

Black

Ground (GND)

2

Red

+ Power

3

White

Signal

FIGURE 20-13. 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 20-14) Be sure that wires are connected correctly.

INCLINOMETER As the truck is tilted fore or aft, the weight distribution between the front and rear axles changes. To compensate for this, the inclinometer measures the ground angle at which the truck rests. This data is then sent to the payload meter so it can calculate the correct payload weight. The inclinometer is located below the operator’s center console (passenger seat structure).

FIGURE 20-14. INCLINOMETER SIDE CONNECTOR VIEW Pin Number

Wire Color

Wire Function

1

Black

Ground (GND)

2

White

Signal

3

Red

+ Power

Removal 1. Disconnect inclinometer wire lead from harness. 2. Remove the three capscrews, nuts and lockwashers (4, Figure 20-13) and inclinometer (3).

Adjustment 1. Park the truck on a 0% grade. 2. Loosen the three inclinometer mounting capscrews (4, Figure 20-13) and rotate the inclinometer until a voltage range of 2.6 ±0.1 volts can be measured (using a volt-meter) at pins 1 and 2 of the inclinometer electrical harness connector. 3. Tighten all capscrews (4, Figure 20-13) to standard torque, after the adjustment.

M20-30

Payload Meter II

M20007.1 03/02

PAYLOAD METER BACK PANEL

M20007.1 03/02

Payload Meter II

M20-31

CONNECTIONS

CN1 - AMP MIC-MKII 13 Pins White Connector No.

Description

1

Power +24V (Battery)

2

Lamp Relay 1

3

Lamp Relay 2

4

Lamp Relay 3

5

Lamp Relay 4

6

Lamp Relay 5

7

Speed Sensor (Signal)

8

Speed Sensor (GND)

9

Alternator R Terminal (Charge Signal)

10

Key Switch ACC Terminal (ACC Signal)

Comments

Running - 28VDC Off - 0VDC

CN3 - AMP MIC-MKII 9 Pins White (RS-232C Port) No.

Description

1

RTS

2

SG

3

RD

4

TX

5

CTS

6

DTR

7

DSR

8

11 12 13

GND (Power GND)

CN2 - AMP 040 12 Pins Black Connector Description

No.

Comments

1

Engine Oil Pressure Switch

Running Open Off - Closed

2

Sensor Power Out

+18V

3 4

CN4 - AMP 040 8 Pins Black (Optional Input, Reserved) No.

Description

1

Optional Input GND

2

Analog Input 1

Sensor GND

3

Analog Input 2

Left Front Suspension Pressure Sensor 1-5VDC Normal

4

Digital Input 1

Right Front Suspension PressureSensor

1-5VDC Normal

5

Digital Input 2

6

Left Rear Suspension Pressure Sensor

1-5VDC Normal

7

Right Rear Suspension Pressure Sensor

1-5VDC Normal

8

Inclinometer

9

Body Rise Signal

Body Down - Open Body Up - Gnd

10

Brake Lock Signal/Neutral Signal

Lock Off - Open Lock On - Gnd

5

6 7

11 12

M20-32

Payload Meter II

M20007.1 03/02

PAYLOAD CIRCUIT NUMBERS

Circuit Designation 39F, 39F1...39F5

Circuit Description +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 35L8

Scoreboard 1 to scoreboard 2 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)

M20007.1 03/02

Payload Meter II

M20-33

PAYLOAD METER ΙΙ RE-INITIALIZATION PROCEDURE This procedure is designed to reset the Payload Meter ΙΙ to clear repeated F.CAL errors. This procedure is necessary to fix a rare condition in the operation of the meter. Indication for this procedure is a repeated display of F.CAL on the meter despite repeated calibration. If possible, download the payload meter before performing this procedure. This procedure will erase all memory and user settings. NOTE: This procedure should be performed before any payload meter is returned for warranty or repair. Before performing this procedure, be sure that the engine inputs into the payload meter can be manipulated to indicate engine running and engine stopped. Some payload meter installations have hard-wired these inputs. These inputs must be accessible and able to produce the following input conditions: 21C Engine Oil Pressure

21D Alternator "R" Terminal

Engine Running

Open

24VDC

Engine Stopped

Ground

Open

Condition

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. 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.

1. Turn off all systems.

18. Clear the haul cycle memory by holding MODE until "Cd:dP" is displayed.

2. Turn on the Payload Meter but leave the engine off.

19. Press MODE and "A.CLE" will be displayed.

3. Hold MODE and LIGHT until "CHEC" flashes.

20. Hold CAL until "A.CLE" flashed.

4. Hold the CAL, TOTAL and LIGHT buttons until "00:00" is displayed.

21. Press CAL once more to clear the haul cycle 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".

22. Clear the operator load counter by pressing the TOTAL button until ":" is displayed.

6. Start the engine.

M20-34

23. Hold the CAL button until the display flashes. 24. Hold the CAL button until "0000" is displayed to clear the memory. 25. The payload meter should now function normally.

Payload Meter II

M20007.1 03/02

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.

M20007.2 3/02

Payload Meter II™ Troubleshooting

M20-35

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.

M20-36


M20007.2 3/02

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.

M20007.2 3/02


M20-37

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.

M20-38


M20007.2 3/02

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.

M20007.2 3/02


M20-39

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.

?

M20-40


M20007.2 3/02

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.

M20007.2 3/02


M20-41

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.

M20-42


M20007.2 3/02

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.

M20007.2 3/02


M20-43

Sensor Power Fault Fault Tree

M20-44


M20007.2 3/02

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  

M20007.2 3/02


M20-45

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.

M20-46


M20007.2 3/02

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 x incline Voutput = 2.6 volts - 0.103 degree degrees

The inclinometer output should be: volts x 5° = 2.085 Voutput = 2.6 volts - 0.103 degree volts

Refer to the following page for the Inclinometer Fault Tree.

M20007.2 3/02


M20-47

INCLINOMETER FAULT TREE

M20-48


M20007.2 3/02

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.

M20007.2 3/02


M20-49

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.

M20-50


M20007.2 3/02

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.

M20007.2 3/02


M20-51

SPEED SIGNAL FAULT TREE

M20-52


M20007.2 3/02

CONNECTORS AND PRESSURE SENSORS

PAYLOAD METER BACK PANEL

Connector 7821915320 Terminal 7821915010 Connector 7830115260 Terminal 7821912020 Plate 7821912510

Connector 7845253670 Terminal 7827101440 Plate 7821912450

HARNESS CONNECTORS TO PAYLOAD METER

HARNESS SIDE Connector 0805500321 Terminal 0805500050 Grommet 0805500060 Holder 0805500330

SENSOR SIDE Connector 0805500311 Terminal 0805500040 Grommet 0805500060 Holder 0805500330

PRESSURE SENSOR CONNECTIONS

M20007.2 3/02


M20-53

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

BRAKE LOCK CONNECTOR

MATING FACE OF DOWNLOAD CONNECTOR

24 Pin Connector PB9818 Pin Contact PB8647 Plug PB8453

Connector Plug PB8643 Pin Contact PB8921

R/P239 PAYLOAD METER CAB CONNECTOR

M20-54


M20007.2 3/02

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

M20007.2 3/02


M20-55

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.

M20-56


M20007.2 3/02

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

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

COMMENT

Missed communication packet, Frame started with something other than STX.

(error 1) 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.

M20007.2 3/02


M20-57

TABLE 2. TRUCK STATUS & INPUTS DISPLAY

DEFINITION

EXAMPLES

RTM Status

Truck State

1. Empty Stop 2. Empty Run 3. Loading 4. Loaded Run 5. Loaded Stop 6. Dumping

RTM D I/O

M20-58

Input States

N Brake Lock ON n

Brake Lock OFF

B

Body DOWN

b

Body UP

E

Engine RUN, Oil Pressure Up

e

Engine OFF, Low Oil Pressure

R

R Terminal - Alternator Charge

r

R Terminal - Alternator OFF


M20007.2 3/02

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:

M20007.2 3/02


M20-59

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

M20-60

2 - Signal Ground

3 - RxD

4 - TxD

5 - CTS


M20007.2 3/02

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.

M20007.2 3/02


M20-61

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.

M20-62


M20007.2 3/02

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.

M20007.2 3/02


M20-63

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.

M20-64

Part Number

Description

EJ5366

970-1150 psi load

EJ5367

710-870 psi load

EJ5368

490-625 psi load

EJ5369

290-410 psi load


M20007.2 3/02

M20007.2 3/02


M20-65

NOTES

PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM L.G. HAGENBUCH holder of U.S. Patent Numbers 4,831,539 and 4,839,835

M20-66


M20007.2 3/02

CAB RADIO

To operate the Radio

7. Clock - If time-of-day is not on the display, press RCL (7). Press and hold SET button and at the same time press and hold TUNE ∨ until the correct hour appears. Press and hold SET button and at the same time, press and hold TUNE ∧ until the correct minute appears. (Seconds will set to 00 when adjusting minutes.)

1. Rotate the ON-OFF control (1) clockwise to turn the radio ON; rotate CCW (counter-clockwise) to turn radio OFF. Rotate VOL control clockwise to increase volume. Rotate VOL control CCW to decrease volume. 2. AM/FM or WX - Press BAND switch (2) to select desired band. (AM/FM or optional WX* , will be displayed depending on band choice.)

Frequency - If radio is turned on and time is being displayed, press RCL to display frequency.

NOTE: The last station heard on each band will be stored in memory. When switching back to that band, it will automatically return. * WX not available on all models.

Stereo - The radio will automatically switch to stereo when tuned to an FM station broadcasting stereo, and the stereo indicator light ST will be displayed.

3. SEEK - Press SEEK ∧ / ∨ (3) to automatically search for the next higher / lower listenable station and stay there. It will find another station each time that the button is pressed.

8. Balance - The left-right stereo balance is adjusted by rotating the BALance (8) control in the corresponding direction from the detent position.

4. Manual Tuning - Press and hold TUNE ∧ button (4) to increase frequency. Release as the desired frequency is approached. Press TUNE ∨ to decrease frequency.

9. Fade - Using the tab behind the BAL control, adjust the FADE control (9) to the right to FADE toward the rear speakers. Adjust it to the left to FADE toward the front speakers.

5. Pushbuttons - Press one of the five pushbuttons (5) to recall a preset station.

NOTE: BALance (8) and FADE (9) controls have a detent position at the center for a balance of front to rear and left to right.

6. The following procedure will set-up pushbuttons: Locate a favorite station by using SEEK ∧ / ∨ or the TUNE ∧ / ∨ buttons. Press SET pushbutton (6). The station frequency will flash 5 seconds or until set. Press the button that is desired to be established for that station. The radio will now return to that frequency each time that button is pressed and released. NOTE: A total of fifteen stations can be preset - 5 AM, 5 FM, and 5 WX.

M27001

10. & 11. Tone Rotate TRE control (10) towards left to decrease treble; rotate TRE control towards right to increase treble. Rotate BAS control (11) to the right to increase bass; rotate BAS control to the left to decrease bass. NOTE: Both controls have a detent position at the center for a balance of treble and bass.

Cab Radio

M27-1

To Operate The Tape Player 12. Insert tape into door marked AUTO REVERSE. Raised portion of cassette cartridge should be to the right. NOTE: The arrow points in the direction of tape direction. 13. Program - Press both direction buttons (13) simultaneously. The direction arrow will change in the graphic display and the player will change tracks.

NOAA - Weather Radio is a service of the "Voice of the National Weather Service." It provides continuous broadcasts of the latest weather information directly from National Weather Service offices. Taped weather messages are repeated every four to six minutes and are routinely revised every one to three hours, or more frequnetly if need be. Most of the stations operate 24 hours daily.

Fast Forward - Viewing the arrow in the display, press button with arrow pointing in the same dirction to activate fast forward; press other button lightly to cancel and return to playing speed. Fast Reverse - Viewing the arrow in the display, press button with arrow pointing in the opposite direction to activate fast reverse; press other button lightly to cancel and return to speed. 14. Eject - Press EJT button (14) firmly to eject a tape. NOTE: When tape is ejected, the radio becomes operative. It is not necessary to eject a tape when leaving the vehicle; a solenoid removes internal pressure automatically.

M27-2

Cab Radio

M27001

SECTION N OPERATOR’S CAB INDEX TRUCK CAB . . . . . . . . . . . . . Description . . . . . . . . . PREPARATION FOR REMOVAL Removal . . . . . . . . . . . Installation . . . . . . . . . CAB DOOR . . . . . . . . . . . Removal . . . . . . . . . . . Installation . . . . . . . . . Door Adjustment . . . . . . Door Latch . . . . . . . . . GLASS REPLACEMENT . . . .

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CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINDSHIELD WIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . . Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HEATER/AIR CONDITIONER ASSEMBLY (Exploded Parts Illustration)

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N03011 . . N3-1 . . N3-2 . . N3-3 . . N3-3 . . N3-3 . . N3-3 . . N3-4 . . N3-4 . . N3-4 . . N3-4 . . N3-5

OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . OPERATOR CAB and CONTROLS . . . . . . . . . . . . . . . . . . . STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . THROTTLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . HEATER/AIR CONDITIONER COMPARTMENT AND CONTROLS RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . . RADIO SPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . . "MOM" DISPLAY SCREEN . . . . . . . . . . . . . . . . . . . . . WARNING ALARM BUZZER . . . . . . . . . . . . . . . . . . . . CAB RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR CLEANER VACUUM GAUGES . . . . . . . . . . . . . . . . PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . .

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N01018 7/98

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Index

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N02013 . N2-1 . N2-2 . N2-2 . N2-3 . N2-4 . N2-4 . N2-4 . N2-4 . N2-4 . N2-5

N04013 . N4-1 . N4-2 . N4-3 . N4-3 . N4-3 . N4-3 . N4-4 . N4-5 . N4-6 . N4-6 . N4-6 . N4-6 . N4-6 . N4-6 . N4-6

N1-1

OPERATOR CAB AND CONTROLS (N04013 - CONTINUED) CENTER CONSOLE STRUCTURE . . . . . . . . . . Transmission Range Selector . . . . . . . . . . Control Switches . . . . . . . . . . . . . . . . . Shift Limiter Switch . . . . . . . . . . . . . . . . F1 Start Switch . . . . . . . . . . . . . . . . . . Hoist Control Lever . . . . . . . . . . . . . . . Parking Brake Switch . . . . . . . . . . . . . . Brake Lock Switch . . . . . . . . . . . . . . . . L.H. Window Control Switch . . . . . . . . . . . R.H. Window Control Switch . . . . . . . . . . . Ash Tray . . . . . . . . . . . . . . . . . . . . . Lighter . . . . . . . . . . . . . . . . . . . . . . Passenger Seat w/Safety Belt . . . . . . . . . . OPERATOR SEAT . . . . . . . . . . . . . . . . . . .

N1-2

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INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency Brake Switch . . . . . . . . . . . . . . . . . . R. H. Control/Indicator Panel (Pod) . . . . . . . . . . . . . Center Display Panel . . . . . . . . . . . . . . . . . . . . L. H. Control/Indicator Panel (Pod) . . . . . . . . . . . . . Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . Headlight Switch . . . . . . . . . . . . . . . . . . . . . . . Back Up/Deck Lights Switch . . . . . . . . . . . . . . . . Electronic Display Switches . . . . . . . . . . . . . . . . . R. H. CONTROL/INDICATOR PANEL (Figure 5-2) . . . . . . . Discussion of items 1 - 10, Figure 5-2 . . . . . . . . . . . . CENTER DISPLAY PANEL (Figure 5-3) . . . . . . . . . . . . . Discussion of items 1 - 29, Figure 5-3 . . . . . . . . . . . . L. H. CONTROL/INDICATOR PANEL (POD) (Figure 5-4) . . . Discussion of items 1 - 21, Figure 5-4 . . . . . . . . . . . . REAR OF OPERATOR CAB . . . . . . . . . . . . . . . . . . . CUMMINS ENGINE CENTRY FUEL SYSTEM DIAGNOSTICS Determining "FAULT" Codes . . . . . . . . . . . . . . . . Exiting The Diagnostics Mode . . . . . . . . . . . . . . .

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. N05028 . . . N5-1 . . . N5-2 . . . N5-2 . . . N5-3 . . . N5-3 . . . N5-3 . . . N5-3 . . . N5-3 . . . N5-3 . . . N5-3 . . . N5-4 5-4 ---- 5-5 . . . N5-6 5-6 ---- 5-9 . . . N5-9 5-9----5-12 . . N5-12 . . N5-14 . . N5-14 . . N5-15

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. N4-7 . N4-8 . N4-8 . N4-8 . N4-8 . N4-8 . N4-9 . N4-9 . N4-9 . N4-9 . N4-9 . N4-9 . N4-9 N4-10

N01018 7/98

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

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5. Stop Light (Service Brakes Applied) 6. Retard Light (Retarder Applied) 7. Lifting Eye 8. Glass Bumpers (under glass)

Truck Cab

9. Left Rear Window 10. Left Front Window 11. Side Windshield Glass

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3. Open the battery disconnect switch located at the left hand ladder.

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.

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. 5. Disconnect wire harnesses at connectors located under hydraulic cabinet.

Read and observe the following instructions before attempting any repairs! • Do not attempt to work in deck area until body safety cables have been installed.

6. Remove cable and hose clamps as needed for cab removal

• Before weld repairs are performed, disconnect all electrical harnesses.

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.

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.

8. Remove clamps and heater hoses from fittings underside of deck, below heater.

3. Verify the steering accumulators have bled down by attempting to steer.

Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved reovery/recycle station must be used to remove the refrigerant from the air conditioning system.

4. Bleed down the brake accumulators using the manual bleed valves on the brake manifold.

9. If the truck is equipped with air conditioning, evacuate the air conditioning system: a. Attach a recycle/recovery station at the air conditioning compressor service valves. (Refer to “Heater/Air Conditioning System” in Section "M" for detailed instructions.)

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: 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 press u r e r e m a i n s . I f i n s t a l l e d , o p e n t he 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.

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c. Remove the air conditioner system hoses routed to the cab from the receiver/drier and compressor. Cap hoses and fittings to prevent contamination. 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. 11. Remove the capscrews and washers from each mounting pad (1, Figure 2-1) at the corners of the cab.

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12. Check for any other hoses or wiring which may interfere with cab removal.

4. Remove caps from hydraulic hoses and tubes and reinstall. Reinstall hose clamps as required.

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 “Heater/Air Conditioning System” in Section M for detailed instructions regarding evacuation and recharging with refrigerant. 8. Close brake accumulator bleed down valves. 9. Close battery disconnect switch. 10. Service hydraulic tank and engine coolant as required. 11. Start the engine and verify proper operation of all controls. 12. Assure the air conditioning system is properly recharged.

FIGURE 2-2. CAB - REAR VIEW

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Truck Cab

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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 retighten.

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.

A rubber sealer strip is mounted with adhesive around the perimeter of the door assembly to exclude dirt and drafts. This sealer strip should be kept in good condition and replaced if it becomes torn or otherwise damaged. Door Jam Bolt Adjustment Over a period of time, the door latch mechanism and door seals may wear and allow dirt and moisture to enter the cab. To insure proper sealing of the door seals, the door jam bolt may need to be adjusted periodically.

3. Remove door panel for access to power window motor harness connector. Disconnect motor and remove cab harness from door. 4. Remove the retainer clip and bolt clip from the travel limiting strap. 5. Insert lifting sling through door and attach to hoist. Remove capscrews (a swivel socket wporks best) securing door hinge to cab and lift door from cab. 6. Place door on blocks or on a work bench to protect the window glass and allow access to internal components for repair.

Installation 1. Attach sling and hoist to door assembly, lift door up to the deck and position door hinges to cab. FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT

2. Align door hinges with cab and install capscrews securing door to cab.

1. Washer 2. Striker Bolt

3. Attach the travel limiting strap with the bolt and clip removed previously. 4. Reconnect door harness to receptacle mounted in the cab floor. 5. Verify proper operation of power window and door latch adjustment.

3. Frame 4. Seal

Step A. If the door closes, but not tightly enough to give a good seal between the seal on the door and the cab skin: 1. Mark the washer location (1, Figure 2-3) portion of the door jam bolt with a marker, pen, or pencil by circumscribing the outside edge of the washer onto the jam.

6. Install door panel.

2. Loosen the door jam bolt (2) and move straight inwards 1/16” and retighten.

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Truck Cab

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3. Hold a piece of paper such as a dollar bill between where the door seal (4) will hit the skin of the cab and firmly close the door ensuring that it latches on the second catch. (The door latch mechanism has a double catch mechanism.) 4. The door seal should firmly grip the paper all along the top, front, and bottom edge of the door. If the paper is loose all around, REPEAT STEP 2. If the paper is firmly gripped, but can be removed without tearing it, open door and tighten the jam bolt completely without affecting the adjustment.

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.

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.

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Truck Cab

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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. a. Close latch mechanism pawls b. Operate inside door release lever to see if pawls open. If pawls do not open, replace assembly.

FIGURE 2-5. MEASURING TRAVEL DISTANCE OF PLUNGER

c. Close pawls again.

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). NOTE: Remove panel screws across the top last.

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.

NOTE: Door glass and internal door panel will drop when door panel screws are removed.

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Truck Cab

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Replace Door Glass 1. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closes to the door.

5. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5). NOTE: Remove panel screws across the top last. 6. Carefully lower the door panel a few inches (Figure 2-7). Hold glass at top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller from the track on the bottom of the glass. Then slide the panel away from the cab to disengage the other top roller and the lower roller from their tracks. Place the panel out of the way after removal.

1. Hair Pin Clip 2. Door Strap Bolt 3. Strap Bracket

FIGURE 2-6. 4. Wiring Harness 5. Panel Screws 6. Window Regulator Mounting Screw

2. Remove 2 M8X12 capscrews (3), which hold the door strap bracket to the door. 3. Disconnect wiring harness (4) to the window regulator. 4. Open the door as far as possible in order to remove the internal door panel.

FIGURE 2-7.

Door glass and internal door panel will drop when door panel screws are removed.

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Truck Cab

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7. Remove 2 screws (Figure 2-8) holding the roller track to the bottom of the door glass.

FIGURE 2-8. 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.

FIGURE 2-10. 2. Rubber Felt Insert

Remove the screw at the lower end of the window channels. It is necessary to pull the rubber felt insert (2, Figure 2-10) out of the channel in order to be able to remove the screws. 9. Remove the trim material covering the screws holding the window frame to the door. Remove screws (1, Figure 2-11) holding window frame to the door. Note: Screws along the bottom of window frame may be shorter than along the top and sides.

1. Support Block

FIGURE 2-9. 2. Screws

FIGURE 2-11. 1. Screws Lift door glass up in the frame (1, Figure 2-12) so that it is near the top. Holding the glass in place, tilt frame out at the top. Lift frame and glass straight up and out of door.

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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 g l a s s f r o m b e i n g s c r a t c h e d o r c r ac k e d. See Figure 2-11.

13. Lift window frame, holding glass at the top of the frame, and lower the assembly into the door. 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.

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Truck Cab

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FIGURE 2-14. 1. Capscrew & Nut 3. Mounting Screw 2. Mounting Screws Outside Door Handle Latch 4. Latch Assembly 5. Window Frame

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.

17. Install the 2 screws removed in step 8. Be sure the rubber felt insert is back in place after installing the screws.

22. Hook-up electrical connector for the window regulator. Install the two cap screws that hold the door strap bracket to the door frame.

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.

23. Align door check strap opening with holes in the bracket and install bolt. Install the hair pin clip. See Figure 2-6.

19. Lift window glass in frame and install window regulator roller track to bracket installed in step 18. See Figure 2-8. 20. Holding window glass as seen in Figure 2-9 (a few inches from the top.) install lower and upper regulator rollers in their tracks. Start by moving door panel (with window regulator) away from cab just far enough to allow the rollers to enter their tracks. Then with the rollers in the tracks slide the panel toward the cab. Move the panel just far enough to allow the upper regulator roller to go into the track on the bottom of the glass.

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Truck Cab

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Replace Door Window Regulator

Replace Door Handle or Latch Assembly

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.

a. If replacing the motor assembly of the window regulator, be sure the worm gear on the motor is engaged properly into the regulator gear. Also, the regulator should be in the "UP" position before replacing the motor assembly. Be sure the motor mounting screws are tight. b. If replacing the window regulator assembly, the new regulator should be in the "UP" position before being mounted. 4. Mount window regulator to the inner panel with the 4 mounting screws removed in step 2. Be sure screws are tight. 5. Refer to door glass replace procedure and follow steps 20-23 to complete replacement.

1. Follow steps 1-6 procedure for door glass replacement. 2. Refer to Figure 2-14. Remove capscrew and nut (1) from inside door handle. 3. Remove 4 mounting screws (2) for the latch. Remove old latch assembly. * If replacing the latch assembly go to step 5. 4. If replacing the outside door handle, remove 3 screws holding handle to door panel (3, Figure 2-14). Note: Only 1 screw is shown, the other 2 are behind the latch assembly. 5. Install new latch assembly and align mounting holes. Install 4 mounting screws. Be sure they are tight. 6. Align inside door handle and install capscrew and nut (3 Figure 2-14). 7. Follow steps 20-23 of the door glass replacement procedure to complete the repair.

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Truck Cab

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Door and Door Hinge Seal Replacement 1. The door assembly seal has only three members to it (sides and top) and is glued on the door. This seal can be replaced by peeling the seal away from the door frame. Then use a suitable cleaner to remove the remaining seal and glue material. 2. The area where the door seal mounts should be free of dirt and oil. Spread or spray a glue which is quick drying and waterproof onto the area where the seal is to installed. 3. Install the seal so that the corners of the seal fit up into the corners of the door frame (3, Figure 2-16). 4. The Door Hinge Seal is glued to the hinge. Use the same procedure as above for this seal (2, Figure 2-17). FIGURE 2-16. 1. Door Opening Seal 3. Door Assembly Seal Door Opening Seal Removal 1. Starting at the lower center of the door opening, pull up on one end of the seal. Seal should pull loose from the cab opening lip. Pull seal loose all the way around the opening (1, Figures 2-16 & 2-17). 2. Inspect cab opening lip for damage, dirt, or oil. Repair or clean cab opening as necessary. Remove dirt, old sealant etc. Be certain perimeter of opening is clean and free of burrs, etc.

Installation 1. Install the seal material around the door opening in the cab. Start at the bottom center of the cab opening and work the seal lip over the edge of the opening. Go all the way around the opening. Be sure that the seal fits tight in 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.

FIGURE 2-17. 1. Door Opening Seal 2. DoorHinge Seal

3. Fit both ends so that they meet squarely, then while holding ends together, push them firmly into the center of the opening.

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Truck Cab

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3. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even.

GLASS REPLACEMENT ADHESIVE-BONDED WINDOWS

NOTE: Removal of all old ahesive is not required; just enough to provide an even bedding base.

Recommended Tools/Supplies • Pneumatic knife, or a piano wire type cutting device

4. Apply 4 to 6 SM2897 glass installation bumpers (8), equally spaced around the previously marked glass perimeter, approximately 0.75 in (19 mm) inboard from where the edge of the glass will be when installed.

• Heavy protective gloves • Safety eyeglass goggles • Glazing adhesive* & application gun *NOTE: SikaTack®-Plus Booster adhesive is advertised to achieve full cure in two (2) hours, is not climate dependent, does not require black glass primers, can be applied with a standard gun, and meets FMVSS 212/208 in one (1) hour. Sika Corporation 22211 Telegraph Road, Southfield, MI 48034 If another adhesive is used, be certain to follow all the manufacturer’s instructions for use, including full allowances for proper curing time. • SM2897 glass installation bumpers (4 - 6 per glass piece)

5. Clean the glass and prepare the black primer coat according to the adhesive supplier’s instructions. 6. Apply a continuous even bead of the glazing adhesive (approximately 0.38 in./10 mm dia.) to the cab skin at a line 0.50 - 0.63 in. (13 - 16 mm) inboard from the previously marked final location of the glass edge (when applied to the cab). NOTE: Be careful not to place this bead too far inboard, as it will make any future replacement more difficult. 7. Carefully locate the glass in place with the black masking side towards the adhesive. Carefully press firmly, but not abruptly, into place. 8. Using a wooden prop and furnace/duct tape, hold the glass in place, at least one (1) full hour before moving the vehicle. Otherwise, vibration will weaken the bond.

• 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 all the edges of the glass to be replaced on the cab skin (all windows, except the front windshield piece, rear cab window, and door windows). All edges must be marked in order to apply the adhesive properly.

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 much longer than the one (1) full hour mentioned above.

The glass locating edges are as follows: a. Left rear side glass (8, Figure 2-1); mark the front and bottom edge locations. b. Front left & right side glass (9); mark the rear and bottom edge locations. 2. Using either a pneumatic knife, or a piano wire type cutting device, carefully remove all of the remaining glued-on glass.

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Truck Cab

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WINDSHIELD & REAR GLASS

Installation

Two people are required to remove and install the windshield and rear glass. One inside the cab, and the other on the outside.

1. If the weatherstrip material previously removed is broken, weathered, or damaged in any way, use new rubber weatherstrip material.

Special tools are available from local tool suppliers that are helpful in removing and installing automotive glass.

NOTE: Using a non-oily rubber lubricant on the weatherstrip material and cab opening, will make the following installation easier: a. Install the weatherstrip around the opening in the cab for the glass. Start at the lower center of the cab opening and press the weatherstrip over the edge of the opening (3 & 4, Figure 2-18).

Removal 1. Lift windshield wiper arms out of the way if windshield is to be replaced. 2. Starting at the lower center of the glass, pull the glass weatherstrip locking lip out (2, Figure 2-18). Use a non-oily rubber lubricant and a screwdriver to to release the locking lip.

b. Continue installing weatherstrip while going all the around the opening. When the ends of the weatherstrip meet at the starting lower center of the cab opening, there must be 0.5 in. of overlapping material.

3. Remove glass from weatherstrip by pushing out from inside the cab.

NOTE: The ends of the weatherstrip material need to be square-cut to assure a proper fit.

4. Clean weatherstrip grooves of dirt, sealant etc. Be certain perimeter of cab glass opening is clean and free of burrs etc.

c. Lift both ends so that they meet squarely, then while holding ends together, force them back over the lip of the opening. 2. Lubricate the groove of the weatherstrip where the glass is to be seated. a. Lower the glass into the groove along the bottom of the opening (1 & 4, Figure 2-18). Note: Two persons should be used for the following installation: b. Have one person on the outside of the cab push in on glass against opening, while the person inside uses a soft flat tool (plastic knife) and goes around the glass to work the weatherstrip over the edge of the glass. 3. After the glass is in place, go around the weatherstrip and push in on the locking lip to secure the glass in the weatherstrip (2, Figure 2-18).

1. Glass 2. Locking Lip

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FIGURE 2-18. 3. Sheet Metal 4. Weatherstrip Material

4. If windshield was being replaced, lower windshield wiper arms/blades back to the glass.

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CAB COMPONENTS WINDSHIELD WIPER The windshield wipers are operated by a 24 volt electric motor. The wiper can be adjusted for a variable intermittent delay or a constant low or high speed by the switch mounted on the instrument panel. Motor Removal

Motor Installation 1. Align motor mounting holes with cab bracket. 2. Install mounting screws and washers. Tighten mounting screws to 16 ft. lbs (22 N.m) torque.

1. Lower the access panel (1, Figure 3-1) above the windshield (3).

3. Align linkage with motor output shaft arm and push onto retainer. Rotate retainer clockwise until locked in place.

2. Disconnect motor wiring at the connector.

4. Reconnect motor to cab harness connector.

3. Remove linkage from output shaft retainer (4) by rotating retainer counterclockwise.

5. Verify proper operation of wipers.

4. Remove screws attaching motor to mounting bracket and remove motor assembly.

Wiper Arm and Shaft Replacement Removal 1. Lift wiper arm cover (1, Figure 3-2) and remove arm retaining nut (2) and spring washer (3). 2. Remove hose. Note position of arm and remove arm. 3. Remove cap (4), nut (6) and washer (7) from pivot. 4. Remove linkage by releasing retainer (8) (turn counterclockwise) and removing.

FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Access Panel 2. Wiper Motor Assembly

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3. Windshield 4. Retainer

FIGURE 3-2. WIPER ARM DETAIL 1. Wiper Arm 5. Pivot shaft 2. Nut 6. Nut 3. Spring Washer 7. Washer 4. Cap 8. Retainer

Cab Components

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Installation 1. Insert wiper arm pivot shaft (5, Figure 3-2) through hole in windshield frame and install nut (6) and washer (7). 2. Install cap (4). Attach linkage to pivot arm by pressing over retainer (8) and turning retainer clockwise until locked. 3. Install wiper arm (1) in location noted during removal and install spring washer (3) and retaining nut (2). Tighten nut to 13 ft. lbs. (17 N.m) torque. 4. Connect windshield washer hose. 5. Install access panel machine screws. 6. Verify proper operation and arc of wiper arm. Reposition arm on pivot splines if blade contacts windshield weatherstrip.

WINDSHIELD WASHER Operation The windshield washer, mounted on the right side of the hydraulic components cabinet behind the cab, has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-3) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the instrument panel and is activated by pressing the knob. When the switch is activated, washing solution is pumped through the outlet hose (3) and fed to a jet located in each of the windshield wiper arms.

Service If windshield washer maintenance is required, check the strainer opening for obstructions and inspect the hoses for damage. Check the voltage to the pump from the control switch. If the pump is inoperable, replace it with a new pump assembly. Note: The pump is only available as an assembly and cannot be repaired.

FIGURE 3-3. WINDSHIELD WASHER FLUID RESERVOIR AND PUMP 1. Reservoir 2. Pump

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Cab Components

3. Outlet Hose 4. Filler Cap

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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, outside air during mild temperatures and cooled, de-humidified air during warm weather operation if the optional air conditioning system is installed.

NOTE: Figures 3-4 and 3-5 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to Section ‘‘M’’ for additional information regarding air conditioning system components, maintenance and repair.

The following information primarily describes the heater system. Refer to Section M, ‘‘Air Conditioning System’’ for detailed information concerning the complete air conditioning system operation, repair, and system recharging instructions. OPERATION Heat for the cab is provided by passing coolant from the engine cooling system through a heater coil. Blowers move air across the heating coil which warms the air for heating or defrosting.

CIRCUIT BREAKERS Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn key switch ON and verify circuit breaker CB31 (located on Power Distribution Module behind operator’s seat) and the internal heater circuit breaker have not opened by verifying +24VDC is present on the junction block (24, Figure 3-5).

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 3-4. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Enclosure 2. Heater Control Module 3. Water Control Valve 4. A/C Freon Hoses 5. Water Outlet (To Engine) 6. Water Inlet (From Engine Water Pump) 7. Evaporator Coil 8. Heater Coil

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Cab Components

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HEATER COIL

Test

The heater coil (12, Figure 3-5) receives coolant through the water control valve (44) when HEAT is selected. If the selection control (19) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked.

Visually inspect the flapper (8, 26, or 31) and linkage for the function being diagnosed. Make certain the flapper is not binding or obstructed, preventing movement from one mode to the other.

If the heater control module (43) and water valve appear to be working properly, yet no heat is apparent in the heater coil (12), the coil may be restricted. Remove and clean or replace the coil.

Verify voltage is present at the actuator when the toggle switch is closed or absent when the toggle switch is opened. If voltage is proper, disconnect actuator from flapper and verify actuator force is comparable to a known (new) actuator. If not, replace with a new actuator.

FAN MOTOR AND SPEED CONTROL Fan speed is controlled by inserting resistor(s) (29 & 30) in series with the supply circuit to the blower motor to reduce voltage. The number of resistors in series is determined by the position of the fan speed selector switch. At low speed, 3 resistors are used, at medium speed, 1 resistor is used, and for high speed, the full +24VDC is supplied to the blower motor, bypassing all resistors.

Test If the motor (39) does not operate at any of the speed selections, verify battery voltage is available at the circuit breakers (refer to electrical schematic, Section R). If voltage is present, the motor is probably defective and should be removed and replaced. If the motor operates at high speed, but does not operate at reduced speed, inspect the resistors for physical damage or an open circuit. Replace resistors as required.

FILTER Service Inlet filters (6) in the heater cover and the cab access panel need periodic cleaning to prevent restrictions in air circulation. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours or sooner if inspection indicates a clogged or damaged filter.

AIR CONDITIONER COMPONENTS Components installed in the heater housing, unique to the air conditioner system, are discussed in Section M, ‘‘Air Conditioning System’’ .

ACTUATORS Three (3) linear actuators (22, Figure 3-5) are installed inside the heater housing and are used to actuate the flappers for the following: • Defroster outlet • Bi-level or floor outlets • Inside or outside air selection A failure to switch one of the above modes of operation may be caused by a faulty actuator.

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Cab Components

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FIGURE 3-5. HEATER/AIR CONDITIONER ASSEMBLY 1. Casing 16. Control Plate 30. Resistor, 24 volt 2. Cover 17. Blower Switch 31. Defroster Flapper 3. Louver 18. Toggle Switch 32. Grommet 4. Adaptor 19. Selection Control 33. Electrical Box Cover 5. Filter Grille 20. Thermostat 34. Blower Mount 6. Air Filter 21. Hose 35. Blower Assembly 7. Filter Holder 22. Actuator 36. Blower Housing 8. Fresh Air Flapper 23. Flapper Bracket 37. Blower Wheel 9. Evaporator Coil 24. Junction Block 38. Venturi 10. Block Valve 25. Relay 39. Blower Motor 11. O-Ring 26. Bi-level Flapper 40. Motor Mount 12. Heater Coil 27. Flapper Bracket 41. Cover Plate 13. Screw 28. Circuit Breaker 42. Wiring Harness 14. Knob 29. Resistor, 12 Volt 43. Heater Control Module 15. Label Overlay 44. Water Control Valve

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Cab Components

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NOTES

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Cab Components

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OPERATOR CAB AND CONTROLS

FIGURE 4-1. CAB INTERIOR - OPERATOR VIEW 1. Steering Wheel 6. Heater/Air Conditioner Controls 13. “PMC” Interface Connector 2. Retarder Control Lever 7. Heater/Air Conditioner Vents 14. Air Cleaner Vacuum Gauges 3. Service Brake Pedal 8. Retarding Capacity Chart 15. Payload Meter II 4.Throttle/Accellerator Pedal 9. Radio Speakers 16. Windshield Wipers 5.Instrument Panel, with Center 10. “MOM” Display Screen 17. Sun Visors Electronic Display Panel, and 11. Warning Alarm Buzzer L.H & R.H. Control/Indicator Pods 12. Radio, AM/FM Stereo, Cassette (Option) N04013 12/01

Operator Cab and Controls

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STEERING WHEEL AND CONTROLS The steering wheel (1, Figure 4-2) will telescope “in” and “out” and adjust through a tilt angle to provide a comfortable wheel position for most operators. HORN BUTTON The horn (2, Figure 4-2) 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 The Telescope Lock Ring (3, Figure 4-2) around the horn button locks/unlocks the telescoping function of the steering column. Rotating the ring 90°- 180°counterclockwise (L.H. rotation), releases the column to move “in” or “out”. Rotating the ring clockwise (R.H. rotation), locks the column in the adjusted position.

FIGURE 4-2. STEERING WHEEL AND CONTROLS 1. Steering Wheel 4. Tilt Wheel Lever 2. Horn 5. Turn Signal Lever 3. Telescope Lock Ring 6. Retarder Control Lever Windshield Wiper / Washer Control

TILT WHEEL LEVER Adjust the tilt of the steering wheel by pulling the tilt adjustment lever (4, Figure 4-2) toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location.

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 The Turn Signal Lever (5, Figure 4-2) is used to activate turn signal lights and to select either high or low headlight beams. Move the lever upward to signal a turn to the right.

Rotate the knob on the end of the lever clockwise (from OFF position) to activate the various speed selections. OFF:

An indicator in the top, center of the instrument display panel will illuminate to indicate turn direction selected. Refer to INSTRUMENT PANEL & INDICATOR LIGHTS. Move the lever downward to signal a turn to the left.

Wipers operate at Intermittent speed. Wipers operate at Low speed. Wipers operate at High speed.

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.

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Wipers are Off.


Grasp control knob and push in (toward steering column) to spray washer liquid onto windshield.

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RETARDER CONTROL LEVER The Retarder Control Lever (6, Figure 4-2) 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 L.H. instrument panel/pod (Refer to “Instrument Panel And Indicator Lights”). a. When the lever is rotated to full “Up” (counterclockwise) position, it is in the “Off/No Retard” position. b. When the lever is rotated to full “Down” (clockwise) position, it is in the full “On/Retard” position. c. For long downhill hauls, the lever may be positioned anywhere to provide a desired retarding effort, and it will remain where it is positioned. NOTE: When retarding is completed, and acceleration is resumed, be sure to return the lever to the full “Up” (counterclockwise/"Off/No Retard") position, to prevent rapid wear to brake discs and/or overheating of the brake cooling system. 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.

ACCELERATOR (THROTTLE) PEDAL The Accelerator Pedal (Throttle) Pedal (4, Figure 4-1) is a foot-operated pedal which allows the operator to control engine RPM, depending on pedal depression. The foot-operated treadle pedal contains an electronic sensor which sends signals to the Cummins Engine Centry 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” position and the engine speed returns to low idle.

INSTRUMENT PANEL The Instrument Panel (5, Figure 4-1) includes a Center Electronic Display Panel, and L.H & R.H. Panels/Pods which contain a variety of switches and indicators.

SERVICE BRAKE PEDAL The Service Brake Pedal (3, Figure 4-1) is a single function, foot-operated pedal which controls and modulates service brake pressure directly through a hydraulic valve.

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.

When the pedal is partially depressed, an indicator light in the L.H. instrument panel pod (Refer to “Instrument Panel And Indicator Lights”) 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. The Grade/Speed Chart (8, Figure 4-1) should always be followed to determine MAXIMUM safe truck speeds for descending various grades with a loaded truck.

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HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS The heater/air conditioner compartment contains the heater/air conditioner controls (6, Figure 4-1) and some of the heater/air conditioner components, such as the blower motor assembly and the heater coils. Optimum cab air climate can be selected by using the following controls in various combinations.

OUTSIDE/INSIDE AIR CONTROL SWITCH The outside/inside air control switch (5, Figure 4-3) allows either outside or inside air to be circulated through the cab heater assembly. Moving the switch “Up” directs outside air to be circulated through the heater assembly and through the cab.

DEFROSTER VENT CONTROL SWITCH The defroster control switch (1, Figure 4-3) directs heated air for windshield defrosting. “Down” position of the toggle switch is OFF. “Up” position of the toggle switch is On. HEAT VENT CONTROL SWITCH

Moving the switch “Down” directs inside air to be recirculated through the heater assembly. SELECTION CONTROL SWITCH

The heater control (2, Figure 4-3) directs heated air to the cab floor for heating of the cab. “Down” position of the toggle switch is OFF. “Up” position of the toggle switch is On. FAN CONTROL KNOB

The Selection Control Switch (6, Figure 4-3) is provided for the operator to select a comfortable temperature. Rotating the knob counter-clockwise (blue arrow) will select cooler temperatures. The full counterclockwise position is the coldest air setting. Rotating the knob clockwise (red arrow) will select warmer temperatures. The full clockwise position is the warmest heater setting.

The fan control knob (3, Figure 4-3) is provided to control the cab air fan motor. The fan motor is a 3-speed motor (low, medium and high). Speeds are selected by rotating the control knob clockwise to the desired position. “Off” is full counter-clockwise position.

AIR CONDITIONER CONTROL KNOB The Air Conditioner control knob (4, Figure 4-3) controls the air conditioner to cool the cab air. Cooler temperatures are selected by rotating the control knob clockwise to the desired temperature. Full clockwise position is coldest setting. “Off” is full counter-clockwise position.

FIGURE 4-3. A/C & HEATER CONTROLS

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HEATER/AIR CONDITIONER VENTS

RETARDING CAPACITY CHART

The heater/air conditioner vents (7, Figure 4-1) may be rotated 360°. There are three in the Heater/Air Conditioner Compartment (shown below), four vents across the top of the panel, and one each in the R.H. & L.H. instrument panel pods. Air flow through the vents is controlled by manually opening/closing or turning the louvers.

The Retarding Capacity chart (8, Figure 4-1 & shown below) provides the recommended MAXIMUM truck speeds for descending various grades with a fully loaded truck.

RETARDING CAPACITY CHART 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. Refer to OPERATING INSTRUCTIONS, “Retarder Operation”, in the Operation and Maintenance Manual. DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck. 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.

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RADIO SPEAKERS

AIR CLEANER VACUUM GAUGES

Radio Speakers (9, Figure 4-1) for the AM/FM Stereo radio are located at the far left and right of the overhead panel.

The air cleaner vacuum gauges (14, Figure 4-1) 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:

“MOM” DISPLAY SCREEN This panel (10, Figure 4-1) contains an electronic display to provide the operator or service technician with important messages concerning selected truck functions. Refer to “ELECTRONIC DISPLAYS AND MESSAGES” Section, for a detailed description of the messages provided and the functions monitored by this display.

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.

PAYLOAD METER WARNING ALARM BUZZER This alarm (11, Figure 4-1) 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.

The Payload Meter (15, Figure 4-1) is used to provide management with operational data such as tonnage hauled and cycle times. Refer to Section M, Optional Equipment, for a more complete description of the payload meter and its functions.

WINDSHIELD WIPERS CAB RADIO (OPTIONAL) This panel will normally contain an AM/FM Stereo radio (12, Figure 4-1). Refer to Section M, Optional Equipment, 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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The windshield wipers (16, Figure 4-1) are powered by an electric motor. Refer to “TURN SIGNAL / HEADLIGHT DIMMER LEVER”, for a description of the windshield wiper and washer controls.


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CENTER CONSOLE STRUCTURE The Center Console (1, Figure 4-4) 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 technican. Refer to the Section D, 24VDC Electric System, for descriptions and service for these devices.

FIGURE 4-4. CENTER CONSOLE 1. Center Console Structure 2. Transmission Range Selector 3. Shift Limit Switch 4. “F1" Start Switch 5. Hoist Control Lever

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6. Parking Brake Switch 7. Brake Lock Switch 8. L.H. Window Control Switch 9. R.H. Window Control Switch


10. Ash Tray 11. Cigar/Cigarette Lighter 12. Passenger Seat Belt 13. Passenger Seat

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Transmission Range Selector (2, Figure 4-4)

Control Switches (3, 4, 6, & 7, Figure 4-4)

The Transmission Range Selector is mounted to the right of the operator’s seat.

These switches 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 before moving the selector lever. “R” - REVERSE position - is used to move the truck backwards. Bring truck to a complete stop before shifting from DRIVE to REVERSE or vice-versa. The Reverse Warning Horn is activated when REVERSE position is selected.

"ON"

"OFF"

The “On” and “Off” positions are maked with these symbols.

Shift Limiter Switch (3, Figure 4-4)

“N” - NEUTRAL position - is used when starting the engine, during loading operations and parking the truck with engine running. The truck cannot be started unless the range selector is in the “N” - NEUTRAL position. “D” - DRIVE position - When starting from a stopped position, the transmission will shift automatically to second gear (except if the "F1" Switch is in the "On" position). As the truck ground speed increases, the transmission will automatically upshift through each gear to seventh gear operation (except if the "Shift Limit Switch" is in the "On" position). As the truck ground speed slows down, the transmission will automatically down shift to the correct gear for grade/load/engine conditions.

This switch is used to limit the highest speed range when the transmission shift lever is in “D” or “L” Ranges.

On/Off Range On Off

“D”

Range - F2 – F6

“L”

Range - F1

“D”

Range - F2 – F7

“L”

Range - F1 – F2

F1 Start Switch (4, Figure 4-4)

“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 will not shift above the highest gear range selected. It will also down-shift to first range when required by grade/load/engine conditions.

When this switch is "On" and the transmission shift lever is in the "D" position, the transmission will start out in “F1". When this switch is ”Off" and the transmission shift lever is in the "D" position, the transmission will start out in ’F2". For all other shift lever positions (L, F2, F3, F4, F5) the transmission will always start out using the "F1" gear, regardless if the "F1" switch is "On" or "Off".

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.

Range(s) Attainable

Hoist Control Lever (5, Figure 4-4) The hoist control is a four-function, three-position, hand-operated lever located between the operator seat and the Center Console. Refer to “OPERATING INSTRUCTIONS, DUMPING” in the Operation and Maintenance Manual for more complete details concerning this control.

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Parking Brake Switch (6, Figure 4-4) When this switch 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 the Park Brake components may occur.

L.H. Window Control Switch (8, Figure 4-4) This control switch 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. R.H. Window Control Switch (9, Figure 4-4)

When the keyswitch is “On” and the Parking Brake Switch is applied, an indicator light in the L.H. panel pod will illuminate.

This control switch 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.

Brake Lock Switch (7, Figure 4-4)

Ash Tray (10, Figure 4-4)

When this switch is in the “On” position, the Brake Lock is applied. When this switch is in the “Off” position, the Brake Lock is released. The Brake Lock should be used with engine running for dumping and loading operations only. The brake lock switch actuates the hydraulic brake system which locks the rear wheel service brakes only. When pulling into shovel or dump area, select a loading area with as level a surface as possible. When truck is completely stopped and in loading position, apply the brake lock by pressing the rocker switch toward the “On” symbol. To release, press the rocker switch toward the “Off”symbol.

The Ash Tray is used for extinguishing and depositing smoking materials. DO NOT use for flammable materials, such as paper wrappers, etc. Be certain that all fire ash is extinguished! Lighter (11, Figure 4-4) The LIGHTER 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 (12 & 13, Figure 4-4) The Passenger Seat (13) is mounted on top of the right hand portion of the Center Console structure. Use at shovel and dump only to hold truck truck in position.

Any passenger riding in the truck, must use the seat belt (12) whenever the truck is being operated.

Do not use this switch to stop truck, unless footoperated brake valve is inoperative. Use of this switch applies rear oil disc service brakes at full, unmodulated pressure!

The area beneath the passenger seat provides a cabinet for various 24 VDC electrical components. Consult the Service Manual for service involving any of these components.

Do not use brake lock for parking. With engine stopped, hydraulic pressure will bleed down, allowing brakes to release!

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OPERATOR SEAT The operator’s seat provides a fully adjustable cushioned ride for the driver’s comfort and ease of operation. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: headrest (1, Figure 4-5) will move up, down, fore, or aft by moving headrest to desired position.

Installation 1. Mount seat assembly to seat riser. Install capscrews (11, Figure 4-5), lockwashers (12), flatwashers (13) and nuts (14). Tighten capscrews to standard torque. 2. Fasten tether straps (10) to floor with capscrews (15), flatwashers (16) and lockwashers (17). Tighten capscrews to standard torque.

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 4-5) 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.

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FIGURE 4-5. 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


9. Seat Belt 10. Seat Tether 11. Capscrew 12. Lockwasher 13. Flatwasher 14. Nut 15. Capscew 16. Flatwasher 17. Lockwasher

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INSTRUMENT PANEL AND INDICATORS

FIGURE 5-1. INSTRUMENT PANEL 1. Keyswitch 2. Auxiliary Brake Switch

3. R.H. Panel (Pod) 4. Center Display Panel 5. L.H. Panel (Pod)

The instrument panel consists of a R.H. & L.H. Control/Indicator Panel (R.H. & L.H. 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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6. Ladder Light Switch 7. Head Light 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.

Instrument Panel and Indicators

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Keyswitch The keyswitch (1, Figure 5-1) is a three position (Off, Run, Start) switch.

Starting fluid is extremely volatile and flammable! Use with extreme care. If truck is equipped with optional Engine Starting Aid and ambient temperature is below 50oF (10oC), turn the keyswitch to the “Start” position, and while cranking engine, move the Engine Starting Aid switch to the “On” position for three (3) seconds MAXIMUM; then release Engine Starting Aid. If engine does not start, wait at least fifteen (15) seconds before repeating the procedure. Do not crank an electric starter for more than 30 seconds. Allow two minutes for cooling before attempting to start engine again. Severe damage to starter motor can result from overheating.

“OFF” – Key insertion/withdrawal position – None of the electrical circuits are energized in this position. Turn the switch to “OFF” to stop the engine.

Auxiliary Brake Switch This switch (2, Figure 5-1) applies the Auxiliary Brake. Depress the center button to apply the auxiliary brake. When the switch is “On”, the RED lamp will illuminate.

“ON” – When the switch is rotated one position clockwise, it is in the “Run” position. Lamp circuits and other electrical circuits (except “Start”) are energized in this position. “START” – With Transmission Selector Lever in the “Neutral” position, rotate keyswitch fully clockwise to the “Start” position and hold until engine starts. “Start” position is spring loaded to return to “Run” when key is released. NOTE: The engine start circuit is equipped with the Cummins 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 truck is also equipped with Engine Starting Aid for cold weather starting, the Engine Prelube System should be engaged FIRST for 5-10 seconds, or until starter is engaged, BEFORE activating the Engine Starting Aid.

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Depress the button again 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 circiut will apply automatically, if the hydraulic brake pressure decreases below a preset value.


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R.H. Control/Indicator Panel (Pod)

Ladder Light Switch The switch (6, Figure 5-1) turns the ladder lights “On” or “Off” after or before using ladder. A similar switch is available at ground level to turn the lader lights “Off” or “On”.

The Control/Indicator Panel (3, Figure 5-1), located to the right of the steering wheel, provides an array of switches and controls. For detailed inrormation on this assembly, refer to “R.H. Control/Indicator Panel (Pod)” later in this section.

Center Display Panel The Center Display Panel (4, Figure 5-1) provides an array of gauges and monitors, with an odometer module) and a service/hour meter module. For detailed inrormation on this assembly, refer to “Center Display Panel” later in this section.

L.H. Control/Indicator Panel (Pod) The Control/Indicator Panel (5, Figure 5-1), located to the left of the steering wheel, provides an array of indicator/monitor lights and three switches. For detailed inrormation on this assembly, refer to “L.H. 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 5-1). “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 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 The BackUp/Deck Lights Switch (8, Figure 5-1) allows backup lights to be turned “On” providing added visibility and safety when the Transmission Range Selector lever (see OPERATOR CONTROLS) is not in “REV” position.

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R.H. Control/Indicator Panel (Pod) The Control/Indicator Panel (3, Figure 5-1), located to the right of the steering wheel, contains the following:

Cold Weather Starting Aid (Ether Injection) Switch The Starting Aid Switch (1, Figure 5-2) 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. DO NOT push ether injection switch after engine has started! SERIOUS DAMAGE TO ENGINE MAY OCCUR! Hazard Warning Lights Switch The Hazard Warning Light switch (2, Figure 5-2) causes all turn signal lights to flash simultaneously.

The “rocker” switch is an “ON-OFF” type. Depressing the bottom turns the switch “Off”. Depressing the top turns the switch “On”.

FIGURE 5-2. R.H. CONTROL/INDICATOR PANEL 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 Switch (Option)

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Automatic Idle Selector Switch (AISS)

ASR (Automatic Spin Regulator) Switch (Option)

The AISS Switch (3, Figure 5-2) 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 Centry Fuel Control System for a “low idle” RPM. This signal may be for either: • 750 RPM - “Normal” low idle, or • 1000 RPM - High-Low idle; depending on the following conditions: 1. Depressing the bottom of the switch selects the “Off/AUTO” position which is used for normal truck operations. 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 750 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 ASR switch (5, Figure 5-2) is used to de-activate the Optional traction control system.

The “rocker” switch is an “ON-OFF” type switch. Depressing the bottom turns the system “On”, and the lower icon will illuminate (green). Depressing the top turns the system “Off”, and the upper icon will illuminate (orange). When ASR is active, the system monitors individual wheel speeds and determines if one of the rear wheels is slipping (losing traction). Providing there is no operator command for braking (i.e. brake pedal or retarding) then braking effort is applied to the rear wheel with the higher speed. At this time, the indicator "ASR" on the dash panel will become visible for the duration while the ASR system is applying braking action to a rear wheel. 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 input to reduce/prevent wheel slippage.

2. Depressing the top of the switch selects the “On/Low” position. When the AISS switch is in this position, the PMC will signal for 750 RPM, regardless of other conditions. “On/Low position is used when fine control movements are needed, such as when parking in confined spaces.

Air Conditioner & Heater Vent The air conditioner/heater vent (4, Figure 5-2) 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.

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Center Display Panel The Center Display Panel (4, Figure 5-1) consists of a gauge and monitor module (1 – 27, Figure 5-3), 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 5-3. 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


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Air Pressure Monitor (NOT USED)

Retarder Oil Temperature Monitor

The Air Pressure Monitor (1, Figure 5-3) is NOT USED on this truck.

Air Pressure Gauge (NOT USED) The Air Pressure Gauge (2, Figure 5-3) is NOT USED on this truck. Coolant Temperature Monitor The Coolant Temperature Monitor (3, Figure 5-3) 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 The Engine Cooling Water Temperature Gauge (4, Figure 5-3) 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 run the engine with no load at 1200-1500 RPM until the green range lights. Torque Converter Oil Temperature Monitor The Torque Converter Oil Temperature Monitor (5, Figure 5-3) indicates a rise in the torque converter oil temperature. When the monitor lamp flashes, stop the machine and run the engine with no load at 1200-1500 RPM until the green range of the temperature gauge lights.

The Retarder Oil Temperature Monitor lamp (7, Figure 5-3) warns that 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 The Retarder Oil Temperature Gauge (8, Figure 5-3) indicates the temperature of the retarder cooling oil. During normal operation, a lamp in the green range should light up. If the lamp in the red range lights up 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 light up. Left Turn Signal Pilot Lamp When the turn signal lever is moved downwards, the left turn signal pilot lamp (9, Figure 5-3) flashes.

High Beam Pilot Lamp The High Beam Pilot Lamp (10, Figure 5-3) lights up when the head lamps are on high beam. Right Turn Signal Pilot Lamp When the turn signal lever is moved upwards, the right turn signal pilot lamp (11, Figure 5-3) flashes.

Torque Converter Oil Temperature Gauge The Torque Converter Oil Temperature Gauge (6, Figure 5-3) 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 The digital Speedometer (12, Figure 5-3) 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 demonstate that all segments are working.


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Tachometer

Automatic Transmission Mechatronics Monitor This red indicator (19, Figure 5-3) flashes whenever any abnormality occurs in the mechatronics related parts of the transmission control system.

The Tachometer (13, Figure 5-3) indicates 0-2500 RPM engine speed. Each bar represents 100 RPM.

Other Mechatronics Monitor (OPTIONAL) Lock-up Pilot Lamp The Lock-Up Pilot Lamp (14, Figure 5-3) lights up (blue) whenever the torque converter is locked up and the transmission enters direct drive.

This red indicator (20, Figure 5-3) 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 . Fuel Level Monitor

Shift Limiter Pilot Lamp The Shift Limiter Pilot Lamp (15, Figure 5-3) lights up (blue) whenever the shift limiter switch (on center console) is activated.

Shift Indicator The Shift Indicator (16, Figure 5-3) indicates the lever position of the transmission range selector.

This red indicator (21, Figure 5-3) flashes whenever the remaining fuel in the fuel tank goes below 40 gal. (150 liters). When this indicator flashes, check the fuel level gauge (22) and/or add fuel to the truck fuel tank.

Fuel Gauge The Fuel Gauge (22, Figure 5-3) 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 The Transmission Shift Position Pilot Lamp (17, Figure 5-3) will indicate the specific gear range in which the transmission is actually operating; R, N, 1, 2, 3, 4, 5, 6, or 7.

Engine Controller Monitor This red indicator (18, Figure 5-3) flashes whenever any abnormality occurs in any of the engine control systems.

Engine Power Derate Monitor This red indicator (23, Figure 5-3) flashes to alert the operator that the PMC (Powertrain Management Controller) has detected an engine fault and is signalling the Centry Fuel Control system to reduce power output to protect the engine.

F1 Start Monitor This blue indicator (24, Figure 5-3) illuminates whenever the F1 Shift Limit switch (on center console) is activated.

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Auto Cruise Control (NOT USED)

L.H. Panel/Pod Assembly

This indicator (25, Figure 5-3) is currently not used.

The L.H. Panel/Pod Assy. (1, Figure 5-4) 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.

ASR Monitor (Automatic Spin Regulator) (OPTIONAL) This indicator (26, Figure 5-3) only illuminates when the OPTIONAL traction control system (if installed) is applying controlled braking to a slipping rear wheel.

ABS Monitor (OPTIONAL) This indicator (27, Figure 5-3) illuminates whenever the OPTIONAL Anti-Slip Brake control system (if installed) is activated.

Service Meter

FIGURE 5-4. L.H. CONTROL/INDICATOR PANEL

The Service Meter (28, Figure 5-3) 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 The Odometer (29, Figure 5-3) indicates the total distance that the truck has traveled in miles or kilometers.

1. L.H. Panel (Pod Assy.) 2. Engine Oil Temp. 3. Engine Coolant Level 4. Low Steering Press. 5. Accumulator 6. Battery Charge (Amps) 7. Check Engine 8. Parking Brake 9. Body Float 10. Trans. Oil Temp.

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

Engine Oil Temperature The Engine Oil Temperature Monitor light (2, Figure 5-4) 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.

L.H. Control/Indicator Panel (Pod) The Control/Indicator Panel (5, Figure 5-1), located to the left of the steering wheel, contains the following:

At the same time, a fault code will be registered in the Centry System. Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.

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Engine Coolant Level

Parking Brake

The Engine Coolant Level Monitor light (3, Figure 5-4) will illuminate, if the engine coolant level is below the sensor for a continuous period of 5 seconds. At the same time, a fault code will be registered in the Centry System. (Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.) If this monitor lamp flashes and alarm buzzer sounds, stop truck, shutdown engine, and add coolant as required.

Low Steering Pressure The Low Steering Pressure Monitor light (4, Figure 5-4) 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.

The Parking Brake Monitor light (8, Figure 5-4) 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 The Body Float Monitor light (9, Figure 5-4) 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 The Transmission Oil Temperature Monitor light (10, Figure 5-4) will illuminate if the transmission controller detects that the oil temperature is over 248°F (120°C)

Accumulator Pre-Charge The Accumulator Pre-Charge Monitor light (5, Figure 5-4) 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 The Service Brakes Applied Monitor light (11, Figure 5-4) 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.

Battery Charge Amps T h e B

attery Charge Amps Monitor light (6, Figure 5-4) 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.

Maintenance Monitor The Maintenance Monitor lamp (12, Figure 5-4) will illuminate if the PMC (Powertrain Management Controller), detects any of the following faults:

Check Engine The Check Engine Monitor light (7, Figure 5-4) will illuminate if a problem occurs in the Centry engine control system. The light is also used to display the trouble code. (Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)

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* 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


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Transmission Oil Filters

Crankcase Pressure

The Transmission Oil Filters Monitor lamp (13, Figure 5-4) 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.

The Crankcase Pressure Monitor lamp (17, Figure 5-4) will illuminate if the engine crankcase pressure is greater than 14.5 in. of H2O (water) for more than 5 seconds. At the same time a fault code will be registered in the Centry System. (Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)

Panel Dimmer Switch

Lamp Test The Lamp Test switch (14, Figure 5-4) 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 held the lamp test for the check engine lamp will function. When the check engine lamp is illuminated because of a fault in the Centry 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 CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)

Low Brake Pressure The Low Brake Pressure Monitor lamp (15, Figure 5-4) 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.

The Panel Dimmer Switch (18, Figure 5-4) is used to adjust the brightness of the lighting inside the monitor panel. Adjust as follows: To increase brightness, turn clockwise. To decrease brightness, turn counter-clockwise.

Engine Oil Pressure The Engine Oil Pressure Monitor lamp (19, Figure 5-4) 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 Centry System. (Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)

Lateral Slope Warning The Lateral Slope Warning Monitor lamp (16, Figure 5-4) 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. (This is a tip-over warning device)

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Central Warning Lamp (Red Convex Lens)

REAR OF OPERATOR CAB

The Central Warning Lamp Monitor lamp (20, Figure 5-4) will illuminate if any of the monitor lamps in the L.H. pod (Figure 5-4) are activated. This lamp is also activated if a fault is registered on the “MOM” display.

The following components are located behind the operator and passenger seats across the back wall of the operator cab (Refer to Figure 5-5):

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:

This panel contains all of the electrical circuit breakers on the truck.

Coolant Temperature Monitor; Torque Converter Oil Temperature Monitor; Retarder Oil Temperature Monitor; Coolant Level Monitor; Engine Oil Pressure Monitor; High Engine Oil Temperature; High Engine Blowby Pressure; Transmission Oil Filter Monitor; 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 at Neutral. AC/Heater Vent The AC/Heater vent (21, Figure 5-4) is provided for circulation of cooled or heated air through the cab.

1. Circuit Breaker Panel

2. Relay Board This panel contains relays for various electrical circuits on the truck. Refer to the Service/Shop Manual for specific information regarding this relay board. 3. Relay Board This panel contains relays for various electrical circuits on the truck. Refer to the Service/Shop Manual for specific information regarding this relay board. 4. RCM - Retard Control Monitor This panel controls and monitors the fully hydraulic retarder system. Refer to the Service/Shop Manual for specific information regarding this device. 5. TMS - Tire Management System (Optional) This panel is a monitoring device for the truck tires (when installed). It supplies pressure and temperature information for each tire. Refer to the Service/Shop Manual for specific information regarding this device. 6. ASC - Automatic Suspension Controller (Optional) This panel (when installed) controls and monitors the Varible Rate Suspension units. Refer to the Service/Shop Manual for specific information regarding this device. 7. ATC - Automatic Transmission Controller 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 Service/Shop Manual for specific information regarding this device.

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8. PMC - Powertrain Management Controller This panel controls, monitors, and manages all of the other monitors and controllers listed above. Refer to the Service/Shop Manual for specific information regarding this device.

9. Terminal Strips - Terminals for various electrical circuits. Refer to the Service/Shop Manual Electrical Schematic for specific information.

FIGURE 5-5. REAR WALL OF OPERATOR CAB 1. Circuit Breaker Panel 2. Relay Board 3. Relay Board 4. RCM - Retard Control Monitor 5. TMS - Tire Management System (OPTIONAL)

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6. ASC - Automatic Suspension Controller (OPTIONAL) 7. ATC - Automatic Transmission Controller 8. PMC - Powertrain Management Controller 9. Terminal Strips


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CENTRY FUEL SYSTEM DIAGNOSTICS - CUMMINS Engine Only The CHECK ENGINE Monitor Light (7, Figure 5-4) monitors the Centry 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.

Determining “FAULT” Codes Centry 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 Centry “fault”, turn the keyswitch to the OFF position. Be sure engine completely stops, if it was running. 2. Turn keyswitch to ON position (engine not running) and press 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 below. 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 Centry governor performance could be significanly affected, resulting in a backup mode of operation. Active fault conditions MUST be corrected as soon as possible. The Lamp Test/Diagnostic Test Switch (14, Figure 5-4) may be used to activate the Centry Fuel System diagnostic codes. When the Centry fuel system detects a “fault” and the CHECK ENGINE Monitor Light (7, Figure 5-4) illuminates as described above, this switch will permit determination of the kind of “fault(s)” detected.

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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 Centry System “Troubleshooting and Repair Manual”, Bulletin No. 3666070, or contact an Authorized Repair Location.

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NOTES

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SECTION P LUBRICATION AND SERVICE INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . Service Capacities . . . . . . . . . . . . . . . . . . . . . . . Anti-Freeze Specifications . . . . . . . . . . . . . . . . . . . Transmission Oil Level Check . . . . . . . . . . . . . . . . . LUBRICATION CHART (Oil & Grease Specifications) . . . . . 10 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . 5000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Tank Service (Filling Instructions) . . . . . . . . . . Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . Hydraulic Tank Breather . . . . . . . . . . . . . . . . . . . . Periodic Replacement of Component Parts for Safety Devices

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. P2-1 . P2-1 . P2-1 . P2-1 . P2-2 . P2-3 . P2-5 . P2-7 . P2-8 . P2-9 . P2-10 . P2-11 . P2-12 . P2-13 . P2-14

LINCOLN AUTOMATIC LUBRICATION SYSTEM (P03013) . . . . System Components . . . . . . . . . . . . . . . . . . . . System Operation . . . . . . . . . . . . . . . . . . . . . System Priming . . . . . . . . . . . . . . . . . . . . . . . System Checkout . . . . . . . . . . . . . . . . . . . . . . Pressure Reducer Adjustment . . . . . . . . . . . . . . . 24 VDC Solid State Timer Check . . . . . . . . . . . . . . 24 VDC Solid State Timer Adjustment . . . . . . . . . . . Injectors & Adjustment . . . . . . . . . . . . . . . . . . . Pump Cycle (“Flasher”) Timer, Installation & Adjustment Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . Reservoir Fill Procedure . . . . . . . . . . . . . . . . . . . . Preventive Maintenance Procedures . . . . . . . . . . . . . .

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. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. P3-1 . P3-1 . P3-4 . P3-5 . P3-5 . P3-5 . P3-6 . P3-7 . P3-7 . P3-8 . P3-10 . P3-12 . P3-13

P01016 10/00

Index

P1-1

NOTES

P1-2

Index

P01016 10/00

LUBRICATION AND SERVICE Preventive Maintenance will contribute to the long life and dependability of the truck and its components. The use of proper lubricants and the performance of checks and adjustments at recommended intervals is most important. Lubrication requirements are referenced to the lube key found in the Truck Lubrication Specifications Chart (page 2-2). For detailed service requirements for specific components, refer to the service 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 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 manufacturer’s service manual when servicing the engine or any of its components.

530M SERVICE CAPACITIES Liters

U.S. Gallons

Cummins Engine Crankcase: including lube oil filters.

170

44.9

Cooling System:

511

135

Hydraulic System: Refer to “Hydraulic Tank Service”, page 4-10.

710

188

Fuel Tank Diesel Fuel–ASTM D975 No. 2 * * Below -10°C (14°F) use No. 1

2120

560

Differential Case Final Drive Case (each planetary)

300 120

79 31.7

Transmission Case: including torque converter.

120

31.7

TRANSMISSION OIL LEVEL CHECK

COOLING SYSTEM ANTI - FREEZE RECOMMENDATIONS (Ethlyene Glycol Permanent Type Anti-Freeze) Percentage of Protection Anti-Freeze To 10 + 23°F – 5°C 20 + 16°F – 9°C 25 + 11°F – 11°C 30 + 4°F – 16°C 35 – 3°F – 19°C 40 – 12°F – 24°C 45 – 23°F – 30°C 50 – 34°F – 36°C 55 – 48°F – 44°C 60 – 62°F – 52°C Use only anti-freeze that is compatible with engine as specified by engine manufacturer.

P02022 3/02

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.

Lubrication and Service

P2-1

LUBE KEY

LUBRICATION SPECIFICATIONS -25o F TO + 32o F

-65o F TO -25o F

TYPE LUBRICANT

+ 32o F T0 + 90o F

ABOVE 90o F

A

ENGINE OIL

SEE ENG. MANUAL*

SEE ENG. MANUAL*

SEE ENG. MANUAL

SEE ENG. MANUAL

B

HYDRAULIC OIL

MIL-L-2104 C SAE 30W




C

HYDRAULIC OIL

MIL-L-2104 C SAE 10W *

MIL-L-2104 C SAE 10W *



D

MOLYBDENUM DISULPHIDE GREASE 3% MIN

E

HYDRAULIC OIL

DESCRIPTION

SYM.

#0

#1

#2

#2

SEE SERVICE MANUAL

SEE SERVICE MANUAL

SEE SERVICE MANUAL

SEE SERVICE MANUAL

PTS.

LUBE KEY

10 HR

A

CHECK

50 HR

100 HR

250 HR

ENGINE CRANKCASE OIL

1

1

ENGINE LUBE FILTERS

2

5

CHANGE

ENGINE BY-PASS FILTERS

3

2

CHANGE

ENGINE CRANKCASE BREATHER

4

2

TRANSMISSION OIL

5

1

TRANSMISSION CASE BREATHER

6

1

TRANSMISSION OIL FILTER

7

1

TRANSMISSION STRAINERS

8

3

HYDRAULIC TANK – HOIST/STEERING/ BRAKES/FRONT AXLE

9

1

500 HR

1000 HR

LUBRICATION CHART

2000 HR

CHANGE

CLEAN C

CHECK

CHANGE CLEAN CHANGE CLEAN

C

CHECK

CHANGE

HYDRAULIC TANK BREATHER

10

1

HYDRAULIC FILTERS

11

4

CHANGE

HYDRAULIC TANK STRAINERS

12

4

DIFFERENTIAL CASE BREATHER

13

1

DIFFERENTIAL CASE

14

1

B

CHECK

CHANGE

FINAL DRIVE CASE

15

2

B

CHECK

CHANGE

FUEL FILTER ELEMENTS

16

2

CHANGE CLEAN CLEAN

CHANGE

CORROSION RESISTORS

17

2

PARKING BRAKE

18

6

D

CHANGE

LUBRICANT RESERVOIR

19

1

D

GREASE CHECK

20 21 22 23 24 25 26 27 28 29 30 31

* AUXILIARY HEATERS REQUIRED BELOW -23°C (-10°F)

EG6631-1

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:______________Hour Meter_________________ Serviceperson Name___________________________ COMMENTS

√’d

INITIALS

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. Battery - Check electrolyte level and add water if necessary. d. Steering, Brake Oil Tank - Check oil level in tanks, add if necessary. Lube key “C”. Refer to "Hydraulic Tank Service", page 2-10. e. Hoist & Brake Cooling Oil Tank - Use Lube key “C”. Refer to "Hydraulic Tank Service", page 2-10. NOTE: Check oil level with truck level, engine STOPPED, body down, and oil warm. Oil should be visible in sight glass. - DO NOT OVERFILL. f. Transmission - Check oil level. Add oil, if necessary. Lube key “C”. Refer to "Transmission Oil Level Check", page 2-1. g. Fuel Tank - Fill as required. h. Differential - Truck should be on level surface, oil level should be even with plug hole or at plug hole. Refill with oil as necessary. Lube key “B”.

P02022 3/02


P2-3

10 HOUR (DAILY) INSPECTION (continued) AIR CLEANERS

COMMENTS

√’d

INITIALS

Check service indicator. If indicator shows red, clean filter. Push the indicator reset button to return the red piston to original position.

DRIVE BELTS a. Check alternator and fan belts for proper tension and condition. b. Inspect for alignment.

ENGINE AND TURBOCHARGERS Inspect for leaks, vibrations or odd noises.

WHEELS AND TIRES

After each wheel mounting operation, recheck wheel mounting capscrew tightness after 4 – 5 hours of operation. Check again at the end of the shift and then periodically until all capscrews hold at the prescribed 225 ± 25 kg.m (1628 ± 180 ft.lbs.) torque. This requirement is prescribed for both front and rear wheels. TIRES a. Inspect for proper inflation and wear. b. Inspect for debris embedded in cuts or tread.

P2-4


P02022 3/02

250 HOURS SERVICE INITIAL 250 HOURS SERVICE Perform the following maintenance after running the machine for the first 250 hours. Thereafter, these services are to be accomplished at the 1000/2000 hour interval as scheduled. Refer to pages 2-8, -9, & -10.

Truck Serial Number ____________________________ Site Unit Number _____________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________

COMMENTS

√’d

INITIALS

a. Fuel Filter, replace cartridges. b. Transmission - change oil and filter elements. c. Steering & Brake Oil Tank - change oil and filter elements. d. Hoist & Brake Cooling Oil Tank - change oil and filter elements. e. Differential Case, change oil. f. Final Drive Case, change oil.

EVERY 250 HOURS SERVICE 1. Lubrication Check automatic lube system to be sure ample grease supply is reaching pins and bearings. - Dump body hinge pin - 2 points. - Rear Suspension - 4 points. - Axle Supports pins - 8 points. - Hoist Cylinder pin - 4 points. - Front Suspension Assembly - 8 points. - Steering Cylinder pin - 4 points. - Steering Linkage - 5 points. - Drive Shafts Front, 2 points; Rear, 3 points. Refill grease reservoir - Use lube key "D". (Reservoir Capacity is approximately 7.7 gal. or 60 lbs [27kg] of grease.) 2. BATTERY - Check electrolyte level and add distilled water if necessary to maintain proper level. 3. ENGINE - Refer to engine manufacture’s service manual for oil recommendations and capacity. - change engine oil. - change engine lube oil filter.

P02022 3/02


P2-5

250 HOURS SERVICE (continued) 4. ALTERNATOR BELT - Check condition of the 24V alternator belt for evidence of belt slippage, looseness or physical defects.

COMMENTS

√’d

INITIALS

5. AIR CONDITIONER COMPRESSOR BELT Check for condition of belt and proper tension. 6. TRANSMISSION CASE BREATHERS Remove breathers, disassemble breathers remove filter element, clean in solvent. Dry with air pressure and reassemble then reinstall. 7. HYDRAULIC TANK BREATHERS Remove breathers, disassemble breathers remove filter element. Replace filter element, reassemble and reinstall. 8. DIFFERENTIAL CASE Check oil level. Use lube key “B”. 9. DIFFERENTIAL CASE BREATHER Remove breather. Wash to flush out the dirt from inside. Reinstall after cleaning. 10. FINAL DRIVE CASE - Check oil level in R.H. and L.H. case. Use lube key “B”. 11. DRIVE SHAFT - Inspect drive shafts for any abnormalities: loose joints, worn splines or bearings, unusual vibration of shaft. Refer to Section "C", Engine and Cooling System. Notify the proper maintenance personnel, if any discrepancies are found. 12. PARKING BRAKE - Measure brake pad for proper wear and thickness. Refer to Section "J", Brake System, for limits and specifications. Use lube key “D” chart. 13. FUEL FILTER - Remove and replace two fuel filter elements. 14. CORROSION RESISTOR - Remove and replace four corrosion resistor elements.

P2-6


P02022 3/02

500 HOUR SERVICE In addition to the 250 hour lubrication and inspection schedule, perform the following:


√’d

INITIALS

1. FAN BELT - Check for condition of belt and proper tension. Refer to Section "C", Engine and Cooling System. 2. RADIATOR FINS - Check for clogged or damaged fins. Notify the proper maintenance personnel if any discrepancies are found. 3. TRANSMISSION OIL FILTER - Remove and replace (2) filter elements. Refer to Section "F", Transmission.

P02022 3/02


P2-7

1000 HOUR SERVICE In addition to the 250 and 500 hour lubrication and inspection schedules, perform the following:


1. LUBRICATING

√’d

INITIALS

- Transmission mount - 1 point. - Lube key “D”. - Parking brake linkage - 6 point - Lube key “D”. 2. TRANSMISSION CASE Drain oil, remove and replace element. Remove clean, and reinstall strainer. Refill tank with oil approximate 40.5 gal (153 l). Refer to "Lubrication Chart" for fuel, coolant and lubricants and type of oil to use. Lube key “C”. 3. STEERING, BRAKE, HOIST, and REAR BRAKE COOLING OIL FILTERS.

When removing tank caps, turn cap slowly at first to relieve inner pressure. Remove cap only after pressure has been completely relieved. 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. Remove & replace (4) filter elements. Refer to "Hydraulic Tank Service", page 2-10. 4. FRONT & REAR BRAKE WEAR Refer to Section "J", Brake System, for proper inspection procedure.

Carry out inspection when the oil temperature is below 60°C (140°F ). Hot oil may cause serious personal injury.

P2-8


P02022 3/02

EVERY 2000 HOUR SERVICE Maintenance for every 250, 500 and 1000 hours should also be carried out at this time.

Truck Serial Number ____________________________ Site Unit Number ______________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________

1. STEERING, BRAKE & COOLING OIL TANK

COMMENTS

√’d

INITIALS

Drain oil from tank and refill tank to specified level, capacity 576 liters (152 U.S. gal.). Refer to "Lubrication Chart" for type of oil to use. Lube key “C”. Refer to "Hydraulic Tank Service", page 2-10. 2. 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 castline and fill to specified level. This operation is performed on the right and left hand final drives. Capacity is 240 liters (63.5 U.S. gal.) each side. Refer to "Lubrication Chart" for type of oil to use. Lube key “B”. 3. DIFFERENTIAL CASE Drain oil from differential and refill to the specified level: capacity = 300 liters (79 U.S. gal.). Refer to "Lubrication Chart" for type of oil to use. Lube key “B”.

P02022 3/02


P2-9

5000 HOUR SERVICE Maintenance for every 250, 500, and 1000 hours should also be carried out at this time.

Truck Serial Number ________________________ Site Unit Number ___________________________ Date:___________Hour Meter________________ Serviceperson Name_______________________ COMMENTS

1. ENGINE DRIVELINE ADAPTER

√’d

INITIALS

Inspect driveline adapter splines, rubber dampers for cracks or separation on rubber surfaces, and bearings. If any defects are noted, repair as required. Refer to Service Manual, Section “C” for repair procedures. 2. FRONT AND REAR DRIVESHAFTS If truck is equipped with driveshaft universal joints that DO NOT have grease fittings, 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 Ujoints on a given shaft should be replaced. Refer to Service Manual, Section “F” for replacement procedures. 3. FRONT SUSPENSIONS Drain Front suspension oil. Inspect upper flange internal bearing. Replace worn parts. Refill suspensions with clean oil and recharge with nitrogen. Refer to Service Manual, Section “H”. 4. FRONT WHEEL BEARINGS Check front wheel bearing adjustment. Refer to Service Manual, Section “G”, “Front Wheel Hub Bearing Adjustment”. Refill hydraulic tank - Refer to “Hydraulic Tank Service”, page 4-11.

P2-10


P02022 3/02

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) and release hydraulic tank filler cap slowly to remove any internal pressure. 2. Depress relief valve (2, Figure 2-1) for 30 - 45 seconds to release any internal tank pressure. Turn the oil filler cap (4) slowly counterclockwise to release any posssible residual tank pressure. 3. Fill tank with recommended oil, until oil is visible in the top sight glass (5). Refer to "Lubrication Chart", Lube key "C". NOTE: If Hydraulic tank has be completely drained, refill capacity is: 576 Liters (152 gal.) 4. Replace fill cap.

FIGURE 2-1. HYDRAULIC TANK 1. Hydraulic Tank 2. Pressure Relief Valve 3. Breather 4. Filler Cap

5. Hydraulic Oil Level Upper Sight Glass 6. Hydraulic Oil Level Lower Sight Glass 7. Hydraulic Oil Drain

5. Start the engine, and raise and lower dump body 2-3 times to circulate oil and fill lines/components. 6. Lower the dump body, shut down the engine, and turn the keyswitch "Off". If oil level falls below lower sight glass (6), repeat steps 2. through 4.

HYDRAULIC TANK SERVICE When servicing the hydraulic tank, always llow 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 2-2) 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 2. Whenever oil is drained from tank, clean diffissers (7 & 11) and stainers (8,9, & 10).

P02022 3/02

FIGURE 2-2. HYDRAULIC TANK (TOP VIEW) 1. Hydraulic Tank 7. Diffusers 2. Pressure Relief Valve 8. Strainers 3. Breather 9. Wire Mesh Strainer 4. Filler Cap 10. Strainer 5. Sight Glass Guard 11. Diffuser 6. Access Cover


P2-11

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. 2. Remove plug (10, Figure 2-3) 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). NOTE : The indicator switch (2, Figure 2-3) 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.

P2-12

FIGURE 2-3. STEERING CIRCUIT FILTER 1. Head 2. Indicator Switch 3. O-Ring 4. O-Ring 5. Backup Ring


6. Bypass Valve 7. Filter Element 8. Housing 9. O-Ring 10. Plug

P02022 3/02

HYDRAULIC TANK BREATHER Cleaning 1. Shut down the engine and open hydraulic tank filler caps slowly to relieve any internal pressure. 2. Clean dirt accumulation from area of breather (3, Figure 2-2). 3. Remove the breather from the tank. 4. Remove snap ring (1, Figure 2-4), 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. 7. Install breather element on hydraulic tank.

P02022 3/02

FIGURE 2-4. HYDRAULIC TANK BREATHER 1. Snap Ring 2. Cover


3. Element

P2-13

PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES To ensure safety in operation, the user is requested to perform the periodic maintenance recommended in the previous schedules. In addition, special care should be paid to the periodic replacement of certain other part which may affect safety in operation. Fabrication of safety devices and other component parts have been designed to high standards. However, all parts are subject to wear and gradual fatigue during continuous use. Since it is difficult to determine accurately the process of change in quality, wear, or fatigue, judgements must be made whether or not some parts should be replaced even if they do not show any faulty symptom at the time. Of course, any part found to have an abnormality should be repaired or replaced, regardless of the time it has been used. NOTE: This recommendation for the replacement of parts is to ensure safety in operation. The warranty guarantee to be free from manufacturing defects does not apply to the replacement of functioning parts for precautionary reasons.

1 year / 2000 hours

2 years / 4000 hours

The following parts should be considered for repair or replacement every 2000 hours, or every one year, whichever comes first:

The following parts should be considered for repair or replacement every 4000 hours, or every two years, whichever comes first:

1. Brake high pressure hoses

1. Engine rear flywheel dampener pilot bearing

2. Parking brake pads and retract springs

2. Rockford fan clutch oil seals

3. Parking brake actuation components

3. High pressure brake hoses

4. Retard Control valves

4. High pressure steering hoses

5. Emergency brake actuation parts

5. Outlet hoses on all pumps

6. Engine components Refer to Cummins engine service manual for proper inspection, procedures and tools

6. Steering valve hoses

7. Hydraulic relief valves 8. Electrical sensors in general 9. Coolant level sensor 10. Electric relays and solenoids 11. Air intake piping hoses 12. Air conditioner cab air filter 13. Wiggins quick fuel components 14. Instrument panel lamp bulbs

7. Fuel filter and tank hoses 8. Ether start components 9. Drive shaft spiders / cross & bearings 10. Engine flywheel dampener rubber biscuits 11. Engine mounting rubber biscuits 12. Transmission mounting rubber biscuits 13. Steering & axle links dust seal boots 14. Brake cooling system hoses 15. Radiator coolant hoses 16. Hoist pilot cable and seal 17. Hoist control electrical components

P2-14


P02022 3/02

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 530M/HD1500-5, these components (valves, pump, and reservoir/cannister) are mounted on the right deck structure to the right of the hydraulic cabinet just above the right front suspension. System Components

Solenoid Valve SV2 (8) directs the hydraulic fluid to the hydraulic cylinder which operates the grease pump. b. Pressure Reducing Valve: The Pressure Reducing Valve (10) lowers the hydraulic fluid pressure to the operating range of the hydraulic pump cylinder. It is factory set at its maximum pressure of 300 p.s.i. (2069 kPa), but may be adjusted lower. c. The Cylinder Pressure Gauge (2): indicates hydraulic pressure going to the pump cylinder (after the pressure reducing valve).

The system is comprised of these basic elements plus the necessary hoses and lube lines: 1. Hydraulically Powered Reciprocating Cylinder and Pump (1 & 5, Figure 3-1). Pump Specifications: 16:1 Pressure Ratio. 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 p.s.i. (2.1 - 20.1 MPa) Input Flow (when pumping): 1.0 g.p.m. (3.8 l/min.) Maximum Hydraulic Temperature: 210°F (98.8°C) MAXIMUM Output Pressure: Not to Exceed 3500 p.s.i. (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. 2. Combination Valve Body (3, Figure 3-1) includes: a. 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.

P03013 8/00

FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM 1. Pump Cylinder 8. Solenoid Valve, SV2 2. Cyl. Pressure Gauge 9. Solenoid Valve, SV1 3. Valve Body Assy. 10. Press. Reducing Valve 4. Orifice Assembly 11. Vent Valve Assy. 5. Pump Assembly 12. Grease Return Line 6. Cannister/Reservoir 13. Grease Supply Line 7. Pump Cycle Timer 14. Fill Vent Port 15. Fill Supply Port

Lincoln Automatic Lube System with Hydraulic-Actuated Pump

P3-1

FIGURE 3-2. 530M/HD1500-5 AUTO LUBE 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”

P3-2

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 / Cannister 8. Grease Supply Line 9. Vent Valve Assy. 10. Lube Injector 11. Typical Lube Injector Group


P03013 8/00

d. Orifice Fitting Assembly (4): meters hydraulic pressure from the pressure reducing valve to the top of the vent valve assembly (reduces shock during operation of the vent valve). This fitting is assembled to the side of the Valve Body (3) and is connected to the top of the Vent Valve Assembly (11) by a high pressure 1/4 in. hose. Figure 3-2. Lube Injector Groups Group No. of Lube Inj.

Injector Point of Lubrication

“A”

3

R.H. Front Suspension, Top R.H. Front Suspension, RR “A”-Arm R.H. Front Suspension, FRT “A”-Arm

“B”

3

L.H. Front Suspension, Top L.H. Front Suspension, RR “A”-Arm L.H. Front Suspension, FRT “A”-Arm

“C”

3

R.H. Steering Cylinder, Spindle R.H. Steering Rod, Spindle R.H. Front Suspension, BTM “A”-Arm

“D”

3

L.H. Steering Cylinder,Spindle L.H. Steering Rod, Spindle L.H. Front Suspension, BTM “A”-Arm

“E”

5

R.H. Steering Cylinder, FRAME L.H. Steering Cylinder, FRAME L.H. Steering Rod, PIVOT R.H. Steering Rod, PIVOT CENTER Steering Pivot, FRAME

“F”

3

Rear Axle, BTM L.H. BAR FRAME L.H. Hoist Cylinder, FRAME Transmission, FRT MOUNT

“G”

3

Rear Axle, TOP FRT BAR FRAME Rear Axle, BTM R.H. BAR FRAME R.H. Hoist Cylinder, FRAME

“H”

3

L.H. Rear Suspension, FRAME L.H. Hoist Cylinder, BODY L.H. BODY PIVOT

“J”

4

Rear Axle, TOP SWAY BAR, FRAME R.H. Rear Suspension, FRAME R.H. Hoist Cylinder, BODY R.H. BODY PIVOT

“K”

3

L.H. Rear Suspension, AXLE Rear Axle, TOP FRT BAR, AXLE Rear Axle, TOP SWAY BAR, AXLE

“L”

3

Rear Axle, BTM R.H. BAR, AXLE L.H. Rear Suspension, FRAME R.H. Rear Suspension, AXLE

P03013 8/00

3. Pump Cycle Timer (7, Figure 3-1) [also called a “Flasher” timer, because it contains an LED that illuminates when there is power going to SV2]: The Pump Cycle Timer 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”. 4. Grease Reservoir: For the 530M/HD1500-5, the Cannister or 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. 5. Vent Valve (11, Figure 3-1): When SV1 solenoid is energized, hydraulic pressure closes the Vent Valve, 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. 6. 24 VDC Solid State System Timer (Not Shown): The Solid State System Timer 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). 7. Lube Injectors (10, Figure 3-2): each injector delivers a controlled amount of pressurized lubricant to a designated lube point. Refer to Figure 3-2 for locations. 8. Safety Unloader Relief Valve (Not Shown); is located on the back of the vent valve (11, Figure 3-1). The Safety Unloader Relief Valve 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 atmospere. *NOTE: This setting is not adjustable. ! WARNING!: DO NOT TO EXCEED Maximum Pump Pressure of 3500 p.s.i. (24.1 MPa). Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel.


P3-3

System Operation: 1. During truck operation, with the pump and timer systems in a rest state, a preset time interval (2.5 to 80 minutes) occurs. 2. The solid state system timer sends a 24 VDC signal to energize SV1, and also the flasher timer on SV2. 3. As SVI opens, the hydraulic fluid flows through the pressure reducing valve and on to SV2. 4. The pressure reducing valve lowers hydraulic fluid pressure to the operating range of the hydraulic pump [maximum pressure 300 p.s.i. (2069 kPa)]. This pressure also signals the Vent Valve causing it to close. 5. 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. 6. 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. 7. 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: DO NOT TO EXCEED Maximum Pump Pressure of 3500 p.s.i. (24.1 MPa). Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel. 8. After approximately 75 seconds, the Solid State System Timer returns to the rest state, which de-energizes SV1 solenoid valve. 9. As SV1 is de-energized, the hydraulic supply to the pressure reducing valve and the vent valve is shut off, causing the vent valve to open. 10. 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 (0), so the injectors can recharge for their next output cycle.

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 p.s.i. (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. * Make sure all fluid connections are securely tightened before using this equipment. * Always read and follow the fluid manufacturer’s recommendations regarding fluid compatibility, and the use of protective clothing and equipment. * Check all equipment regularly and repair, or replace, worn or damaged parts immediately. This equipment generates very high grease 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 overpressurizing 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 manual. Annual inspection by the factory authorized warranty and service center is recommended.

11. The system is now at rest, ready for another lube cycle and the sequence repeats itself.

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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 reprime the system to eject all entrapped air. NOTE: To run the grease pump when priming the lube system, connect a jumper wire between the “LUBE SW” and “SOL” terminals on the solid state timer. 1. Fill lube reservoir with lubricant, if necessary. 2. Remove plugs from all injector manifold dead ends and supply lines. 3. Run grease pump until grease flows from any one plug opening in the system. Replace 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.

System Checkout To check system operation (not including timer), proceed as follows:

If 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 the Cylinder Pressure gauge (2, Figure 3-1) 6. Disconnect jumper wire. System should vent. 7. Turn Keyswitch “Off” and shut down engine to de-energize system. Remove the 5000 PSI (35 MPa) pressure test gauge previously installed. Re-connect system.

Pressure Reducer Adjustment NOTE: Steering accumulator pressure is necessary to power the lube system for this procedure.

While 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. Turn Keyswitch (3, Figure 3-7) “Off” and shut down engine to de-energize system. Install a 5000 PSI (35 MPa) pressure test gauge in the grease supply line (13, Figure 3-1).

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. Turn Keyswitch “On”. Start engine to energize system.

2. At the truck Hydraulic Bleeddown Manifold, disconnect the Bleeddown Solenoid. (This will prevent accumulators from bleeding down when engine is shut down, later in step 4.)

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. Pump should operate. NOTE: If terminal identification on the solid state timer is not legible, refer to Figure 3-7 for terminal positions. 4. Keep jumper wire connected until the pump stalls. 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 p.s.i. (24.1 MPa). Exceeding this value will damage components and/or cause components to rupture, resulting in possible serious injury to any nearby personnel.

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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 completely stop 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” terminalson the 24 VDC solid state lube timer. Pump should operate. Keep jumper wire connected until the pump stalls. 6. 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).


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DO NOT EXCEED Maximum Pump Pressure of 3500 p.s.i. (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 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. While jumper wire is 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. c. Pump gets to a “stalled state” with no noticeable piston movement. 8. Turn the keyswitch “Off” and remove jumper wire installed in step 5, then verify the following: a. The pressure on the 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).

NOTE: If the timer check is being made on a cold start, the first cycle will be approximately double the nominal setting. All subsequent cycles should be within the selected time tolerance. 4. If the these checks do not identify the problem, check Voltage at the timer: a. Insure timer ground connection is clean and tight. b. Using a Volt-Ohm meter, read voltage between the “BAT (+)” and “BAT (+)” terminals on the solid state timer with the truck key switch on. Normal reading should be 18-26 VDC, depending upon whether or not the engine is running. 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 aligning the slot in the adjustment screw with desired frequency. Timer interval adjustment is made by using a screwdriver to turn the adjusting screw to the desired position (see Figure 3-3). NOTE: Set timer by turning the adjusting screw fully clockwise, this is the 2.5 minute setting point. Then, turn the adjusting screw counterclockwise, one click at a time, to the desired setting, or until the maximum limit of eighty minutes is reached. The recommended setting is 20 minutes.

9. Remove grease pressure test gauge (installed at 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 timer dust cover. NOTE: The timer incorporates a liquid and dust tight cover which must be in place and secured at all times during truck operation. 2. Adjust timer to 5 minute interval setting. 3. The timer should cycle in five minutes if the truck is operating.

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FIGURE 3-3. SOLID STATE TIMER (TOP COVER OFF) 1. Timer 3. Timer Selector 2. Red LED (Light Emitting Diode) indicates pump solenoid is “ON”.


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Injectors (SL-1 Series “ H”) Injector Specifications a. 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. b. Injectors are available in banks of two, three, four and five as well as single replacement units. c. Injector output is adjustable: Maximum output = 0.08 in3 (1.31 cc). Minimum output = 0.008 in3 (0.13 cc).

FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE) 1. Adjusting Screw 11. Spring Seat 2. Locknut 12. Plunger 3. Piston Stop Plug 13. Viton Packing 4. Gasket 14. Inlet Disc 5. Washer 15. Viton Packing 6. Viton O-Ring 16. Washer 7. Injector Body Assy. 17. Gasket 8. Piston Assembly 18. Adapter Bolt 9. Fitting Assembly 19. Adapter 10. Plunger Spring 20. Viton Packing NOTE: The Piston Assembly (8) has a visible indicator pin at the top of the assembly to verify the injector o

d. Operating Pressure: Minimum - 1850 psi (12 755 kPa) Maximum - 3500 psi (24 133 kPa) Recommended - 2500 psi (17 238 kPa) Maximum Vent Pressure - (Recharge) 600 psi (4 137 kPa)

Injector Adjustment The injectors may be adjusted to supply from 0.008 in3 to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per injection cycle. The injector piston travel distance determines the amount of lubricant supplied. This travel is in turn controlled by an adjusting screw in the top of the injector housing. Turn the adjusting screw (1, Figure 3-4) 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 (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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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 (relieved at the pump).

STAGE 4. After venting, the injector spring expands, causing the slide valve (5) to move, so that the passage (4) and discharge chamber (3) are connected by a valve port (8). Further expansion of the spring causes the piston to move upward, forcing the lubricant in the measuring chamber (1) through the passage (4) and valve port (8) to refill the discharge chamber (3). Injector is now ready for the next cycle.

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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

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. Connect cycle timer to SV2. Be sure to install gasket. 2. Connect the “Sol” 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.

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 2. Red LED (Indicates Timer Has Turned On.)

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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.


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FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE 1. Grease Pump Cylinder 5. Combination Valve 8. Solenoid (SV1) 12. Hydraulic Supply 2. Grease Pump (Pressure Reducing & 9. Gauge (Cyl. Press.) 13. Hyd. Tank (Return) 3. Grease Reservoir Solenoid Valves) 10. Safety Unloader Valve 14. Injectors 4. Vent Valve 6. Solenoid (SV2) 11. Orifice Assembly Fitting 7. Pressure Reducer

FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE 1. Timer Assembly 3. Keyswitch 5. Timer (solid State) 8. Battery (24 V) 2. Combination Valve 4. Relay 6. Solenoid (SV1) 9. Cycle Timer (Pressure Reducing & 7. Solenoid (SV2) Solenoid Valves) P3-10


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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 to state the nature of the problem and indicate if a repair cost estimate is required. POSSIBLE CAUSES


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. Turn truck keyswitch “ON”.

Timer malfunction.

Replace timer assembly

Solenoid valve malfunctioning.

Replace the solenoid valve assembly

Pump malfunction.

Replace pump assembly

NOTE: On intial 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.

Fill Reservoir.

Dirt in reservoir, pump inlet clogged.

Clean pump and reservoir. Remove source of contamination.

Pump Jammed.

Repair/replace pump assembly.

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.

Reservoir empty.

Fill Reservoir.

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. Repair/replace pump assembly. Also check pump cylinder pressure and line pressure at pump.

Whole series of injectors inoperative -

Check for broken or clogged intermediate supply line and replace.

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POSSIBLE CAUSES


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.

Broken gauge.

Replace gauge.

Damaged combination valve.

Replace combination 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

Pulsing signal of cycle timer incorrect.

Set flasher timer.

TROUBLE: 24VDC Timer Not Operating: Timer BAT (-) connection is not on grounded member.

Connect to good ground.

Timer BAT (+) connection not connected to 24VDC BAT (+) terminal during operation of vehicle.

Establish direct connection between Timer BAT (+) connection and 24 VDC 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.

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POSSIBLE CAUSES


TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval: Electrical noise is being introduced into the power supply to the timer overcoming suppressor capacitor causing uncontrolled turn-on of its output relay.

IMPORTANT: In some instances, electrical noise may be generated into vehicle electrical system which may cause timer to turn on at random intervals, independent of timer setting. If this occurs, a 250 to 1,000 MFD capacitor rated 150 to 350 VDC should be added across BAT (+) and BAT (-) terminals to suppress this noise and improve timer performance.

TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings: Timer out of adjustment or damaged component.

Refer to “Timer Adjustment and re-adjust timer or replace timer.

Reservoir Fill Procedure Lubricant Required for System Refer to “Lubrication Chart”, for correct lubricant specifications. •. Above 90°F (32°C) - Use NLGI No.2 multipurpose grease (MPG). •. -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 line from Lubricant Delivery system to bottom fill port (15) and fill reservoir until grease just begins to come out of top vent hole above. 4. Disconnect line from Lubricant Delivery system and install plugs (14 & 15) previously removed.

FIGURE 3-8. TYPICAL AUTO LUBE SYSTEM 1. Pump Cylinder 8. Solenoid Valve, SV2 2. Cyl. Pressure Gauge 9. Solenoid Valve, SV1 3. Valve Body Assy. 10. Press. Reducing Valve 4. Orifice Assembly 11. Vent Valve Assy. 5. Pump Assembly 12. Grease Return Line 6. Cannister/Reservoir 13. Grease Supply Line 7. Pump Cycle Timer 14. Top Vent Plug 15. Fill Supply Port

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Preventive Maintenance Procedures The following maintenance procedures should be used to insure proper system operation. Daily Lubrication System Inspection 1. Check grease reservoir level. 4. Inspect all bearing points for a bead of lubricant around the bearing seal. Inspect grease level height after each shift of operation. Grease usage should be consistent It is good practice to manually lube each bearing from day-to-day operations. point at the grease fitting (Zerk, Figure 3-4) provided on each Injector. This will indicate if there • Lack of lubricant usage would indicate an are any frozen or plugged bearings, and will help inoperative system. flush the bearings of contaminants. • Excessive usage would indicate a broken sup5. System Checkout ply line. 2. Check all grease feed lines hoses from the SL-1 Injectors to the lubrication points (Figure 3-2). a. Repair or replace all worn / broken feed line hoses. b. Make sure that all air is purged and all new feed line hoses are filled with grease before sending the truck back into service. 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 3-2). a. Repair or replace all worn / broken feed line hoses. b. Make sure that all air is purged and all new feed line hoses are filled with grease before sending the truck back into service. 2. Check all grease supply line hoses from the pump to the SL-1 injectors. a. Repair or replace all worn / broken supply lines. b. Make sure that all air is purged and all new supply line hoses are filled with grease before sending the truck back into service. 3. Check grease reservoir level.

a. Remove all SL-1 injector cover caps to allow visual inspection of the injector cycle indicator pins during system operation. b. Start Truck. c. Lift the passenger seat and connect a jumper wire between “SOL” (Wire 68A) and “LUBE SW” on the 24VDC solid state timer (Figure 3-7). The hydraulic grease pump should operate. d. Keep the jumper wire connected until the pump stalls out at 2000 PSI. e. 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. f. Once all of the SL-1 injectors have been inspected under pressure remove the jumper wire between the “SOL” and “LUBE SW” terminals on the timer assembly. The pump should shut off and the pressure in the system should drop to zero venting back to the grease reservoir. g. With the system vented, check all of the SL-1 injector indicator pins. All of the pins should be visable. NOTE: Refer to the system troubleshooting chart, if the injectors are not working properly. Replace or repair injectors, if defective. h. Reinstall all injector cover caps.

a. Fill reservoir if low.

i. Check timer operation.

b. Check reservoir for contaminants. Clean, if required. c. Check that all filler plugs, covers and breather vents on the reservoir are intact and free of contaminants.

With engine running, lube system should activate within 5 minutes. The system should build 2000PSI within 25-40 seconds. j. If the system is working properly, the machine is ready for operation. k.If the system is malfunctioning, refer to the troubleshooting chart in the service manual.

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SECTION Q ALPHABETICAL INDEX A

C

Accelerator Pedal . . . . . . . . . . . . Accumulator, Steering . . . . . . . . . Accumulator, Brake . . . . . . . . . . . Automatic Suspension System (Option) Air Cleaners . . . . . . . . . . . . . . . Air Conditioning System . . . . . . . . Component Service . . . . . . . . . . Alternator, 24VDC . . . . . . . . . . . Antifreeze Recommendations . . . . . Assembly, Sealants & Adhesives . . . Automatic Lubrication System . . . . . Axle, Rear . . . . . . . . . . . . . . . .

. . . . . . . . . . . .

. . . . . . . . . . . .

D3-11 . L6-7 J3-20 D27-1 . C5-1 . M9-1 . M9-1 . D2-2 . P2-1 . A5-5 . P3-1 . G5-1

. . . . . .

. . . . . .

. . . . . .

. D2-1 . D2-1 . D2-2 D3-13 D3-13 D3-14

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. G3-1 . G3-3 . L6-1 . B3-1 . B3-4 . B3-3 . B3-3 D3-13 J3-20 . J2-1

. . . . . . . . . . .

. . . . . . . . . . .

. . . . . . . . . . .

. . . .

B Batteries . . . . . . . . . . . . . . . . Maintenance and Service . . . . . . Battery Charging System . . . . . . . Battery Control Box . . . . . . . . . . Battery Disconnect Switch . . . . . . Battery Equalizer . . . . . . . . . . . Bearing, Wheel Front, Installation . . . . . . . . . . Front, Adjustment . . . . . . . . . . Bleeddown Manifold Valve . . . . . . Body, Dump . . . . . . . . . . . . . . Body Guide . . . . . . . . . . . . . . Body Pad . . . . . . . . . . . . . . . Body-Up Retention Cable . . . . . . Body-Up Sensor . . . . . . . . . . . Brake Accumulators . . . . . . . . . Brake Circuit . . . . . . . . . . . . . Bleeding Procedures Service Brakes . . . . . . . . . . Checkout Procedure . . . . . . . . Failure Modes Checkout Procedure Troubleshooting . . . . . . . . . . . Brake Cooling Valve (BCV) . . . . . Brake Disc Wear Indicator . . . . . . Brake, Parking . . . . . . . . . . . . Brake Seal Assembly/Installation . . Brakes, Wet Disc . . . . . . . . . . . Brake Valve . . . . . . . . . . . . . . Test and Adjustment . . . . . . . .

Q01024

J5-5 J4-5 J4-6 J4-8 J3-25 . J5-3 . J7-1 . J6-7 . J5-1 . J3-1 J3-10

Cab . . . . . . . . . . . . . . . . . Capacities, Service . . . . . . . . Charging Procedure Brake Accumulators . . . . . . . Steering Accumulators . . . . . Suspensions . . . . . . . . . . . Checkout Procedures Brake Circuit . . . . . . . . . . . Data Sheet . . . . . . . . . . . Hoist Circuit . . . . . . . . . . . Steering Circuit . . . . . . . . . . Circuit Breaker Chart . . . . . . . Console Controls . . . . . . . . . Controllers Powertrain Management (PMC) Retard Control & Monitor (RCM) Suspension (SSP) . . . . . . . . Transmission (ATC) . . . . . . . Cooling System, Engine . . . . . . Cranking Motor Troubleshooting . Cylinders Hoist . . . . . . . . . . . . . . . Steering . . . . . . . . . . . . . .

. . . . . N2-1 . . . . . P2-1 . . . . . J3-21 . . . . . L6-10 . . . . . H4-2 . . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. J4-1 J4-13 L10-5 L10-1 D3-3 N4-7

. . . . . .

. . . . . .

. . . . . .

. . . . . .

. . . . . .

D23-1 D26-1 D27-1 D24-1 C3-1 D2-18

. . . . . L8-11 . . . . . L6-11

D ‘‘DAD’’ (Data Acquisition Device) Decks . . . . . . . . . . . . . . . Differential Assembly . . . . . . Differential Pressure Switch . . Drive Line Adapter . . . . . . . . Drive Shafts . . . . . . . . . . . Dump Body . . . . . . . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

D32-1 B2-2 G5-3 . J3-9 C4-5 F5-1 B3-1

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

R1-1 D25-1 D22-6 C4-1 A2-3

E Electrical System Schematic . Electronic Display Panel (EDP) Emergency Truck Operation . Engine . . . . . . . . . . . . . Engine Specifications . . . . .

Alphabetical Index

. . . . .

Q1-1

F

I

Fan, Heater . . . . . . . . . . . . . . . . . N3-4 Fault Code Tables Electronic Display Panel . . . . . . . . . D22-9 Transmission Controller . . . . . . . . . D22-10 Suspension Controller . . . . . . . . . . D22-13 PMC . . . . . . . . . . . . . . . . . . . . D22-14 Payload Meter . . . . . . . . . . . . . . D22-16 Filter, Engine Air . . . . . . . . . . . . . . . C5-1 Filter, Heater . . . . . . . . . . . . . . . . . N3-4 Filters, Hydraulic High Pressure (Steering) . . . . . . . . . . L9-1 Low Pressure (Brake, Hoist, Transmission) L9-2 Final Drive . . . . . . . . . . . . . . . . . . G4-1 Planetaries . . . . . . . . . . . . . . . . . G6-1 Flow Amplifier . . . . . . . . . . . . . . . . . L6-3 Flushing, Hydraulic System . . . . . . . . . . L3-5 Front Suspension . . . . . . . . . . . . . . H2-1 Front Tires and Rims . . . . . . . . . . . . G2-2 Front Wheel Hub and Spindle . . . . . . . G3-1 Fuel Tank . . . . . . . . . . . . . . . . . . . B4-1 Vent . . . . . . . . . . . . . . . . . . . . . B4-3 Gauge Sender . . . . . . . . . . . . . . . B4-3

G Grille & Hood . . . . . . . . . . . . . . . . .

B2-2

H Heater/Air Conditioner . . . . . Actuators . . . . . . . . . . . . Coil . . . . . . . . . . . . . . . Fan Motor and Speed Control . Hoist Circuit Operation . . . . . Hoist Pilot Valve . . . . . . . . . Hoist Cylinders . . . . . . . . . . Hoist Relief Valve (Adjustment) Hoist Valve . . . . . . . . . . . . Hood . . . . . . . . . . . . . . . Hub, Wheel . . . . . . . . . . . . Hydraulic System Brake Cooling Circuit Pump . . Filters . . . . . . . . . . . . . . Hoist Circuit Pump . . . . . . . Strainers . . . . . . . . . . . . Schematic . . . . . . . . . . . Steering/Brake Pump . . . . . System Flushing Procedure . . Tank . . . . . . . . . . . . . . . Troubleshooting Steering System . . . . . . .

Q1-2

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

N3-3 N3-4 N3-4 N3-4 . L7-1 . L8-8 L8-11 L10-5 . L8-1 B2-1 G3-1 . . . .

L3-6 L9-1 L3-6 L3-3 R1-1 L6-16 . L3-5 . L3-1

Instrument Panel . . . . . . . . . . . . . . . N5-1

L Ladders . . . . . . . . . . . . . . . . . . . . B2-2 Lubrication and Service . . . . . . . . . . . P2-1 Lubrication Chart . . . . . . . . . . . . . . . P2-2 Lubrication System, Automatic . . . . . . . P3-1

M Maintenance Information Screens ‘‘MOM’’ . . . . . . . . . . . . . . . . Metric Capscrews, Torque Chart . Metric Conversion Chart . . . . . .

. . . .

. . . .

. . . .

. . . .

D32-3 D30-1 . A5-6 A5-1, 8

N Nitrogen Specifications

. . . . . . . . . . . H4-1

O Oiling and Charging Procedure, Operator Controls . . . . . . . Optional Equipment Air Conditioning System . . . Cab Radio . . . . . . . . . . . Fire Control Systems . . . . . Fuel, Quick Fill . . . . . . . . Payload Meter II . . . . . . . 3-Mode Suspension Control . Traction Control (ASR) . . . .

Susp.. . . . H4-1 . . . . . . . N5-1 . . . . . . .

. . . . . . .

. . . . . . .

. . . . M9-1 . . . M27-1 . . . . M2.3 . . . . M5-1 . . . M20-1 D27-1, H2-4 . . . D26-1

P Panhard Rod . . . . . . . . . . . . . . . Parking Brake . . . . . . . . . . . . . . . Pedal Accelerator . . . . . . . . . . . . . . . Brake . . . . . . . . . . . . . . . . . . Plates, Warning and Caution . . . . . . Planetary Assemblies . . . . . . . . . . Powertrain Management Control System Fault Codes, PMC System . . . . . . . Pressure Control Adjustment, Pump . . Pump, Hoist System . . . . . . . . . . . Pump, Steering/Brake System . . . . .

. . G4-3 . . J7-1 . . . . . . . . .

D3-11 . J3-1 . A4-1 . G6-1 D22-1 D22-8 L10-2 . L3-6 L6-16

. . . . . . L6-26

Alphabetical Index

Q01024

R Radiator . . . . . . . . . . . . . . . Real Time Data Tables . . . . . . . Rear Axle Assembly . . . . . . . . Rear Suspension . . . . . . . . . . Rear Tire and Rim . . . . . . . . . Relay Boards . . . . . . . . . . . . Relay Valve . . . . . . . . . . . . . Retard Control and Monitor (RCM) Retarder Control Lever . . . . . . . Rims . . . . . . . . . . . . . . . . . Rock Ejectors . . . . . . . . . . . .

T . . . . . . . . . . .

. . . . . . . . . . .

. . . . . . . . . . .

. . . . . . . . . . .

. C3-1 D34-1 . G5-2 . H3-1 . G2-3 . D3-9 J3-15 D26-1 J3-26 . G2-4 . B3-4

. . . .

. . . .

. . . .

. . . .

. A3-1 D2-11 N4-10 . P2-1

S Safety Rules . . . . . . . . . . . . . Starter, 24VDC . . . . . . . . . . . Seat, Operator . . . . . . . . . . . Service Capacities . . . . . . . . . Solenoid Bleeddown . . . . . . . . . . . . . Special Tools . . . . . . . . . . . . Specifications Sealants & Adhesives . . . . . . . Suspension Oil . . . . . . . . . . Nitrogen . . . . . . . . . . . . . . Hydraulic Oil . . . . . . . . . . . . Lubrication Chart . . . . . . . . . Truck . . . . . . . . . . . . . . . . Spindle, Front Wheel Hub . . . . . Steering Accumulator Charging Procedure Circuit Test Procedure . . . . . . Control Valve . . . . . . . . . . . Cylinders . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . Wheel & Controls . . . . . . . . . Storage Instructions Engine . . . . . . . . . . . . . . . Transmission . . . . . . . . . . . Strainer, Hydraulic Tank . . . . . . Suspension A-Frame . . . . . . . . Suspension Front . . . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . .

Q01024

. . . . . L4-2 . . . . . M8-1 . . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. A5-5 H4-1 . H4-1 . P2-1 . P2-2 . A2-3 . G3-1

. . . . . .

. . . . . .

. . . . . .

. . . . . .

L6-10 L10-1 . L5-1 L6-11 L6-26 . N4-2

. . . .

. . . .

. . . .

. . . .

. A7-9 A7-11 . L3-3 . G3-4

. . . . . H2-1 . . . . . H3-1

Tank Fuel . . . . . . . . . . . . . . . . . . . Hydraulic . . . . . . . . . . . . . . . . Tires and Rims Front . . . . . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . . . . . Tools, Special . . . . . . . . . . . . . . Torque Converter . . . . . . . . . . . . Torque Tables Metric Capscrews . . . . . . . . . . . Standard . . . . . . . . . . . . . . . . 12-Point Capscrews (Grade 9) . . . . Transmission . . . . . . . . . . . . . . . Oil Cooler . . . . . . . . . . . . . . . . Range Selector . . . . . . . . . . . . . Sensors & Switches . . . . . . . . . . Transmission Controller (ATC) . . . . . Troubleshooting Brake System . . . . . . . . . . . . . Hoist System . . . . . . . . . . . . . . ‘‘MOM’’ . . . . . . . . . . . . . . . . . PMC System . . . . . . . . . . . . . . PMC Controller . . . . . . . . . . . Retard and Control Monitor Controller Suspension Controller . . . . . . . Transmission Controller . . . . . . . Steering Circuit . . . . . . . . . . . . . Transmission/Torque Converter . . . .

. . B4-1 . . . L3-1 . . . .

. G2-1 . G2-3 . M8-1 . F2-2

. . . . . . . .

. A5-2 . A5-6 . A5-6 . F2-8 . F3-1 . F6-4 . F6-5 . D24-1

. . . . . . . . . .

. . J4-8 . L3-15 D30-11 . D22-3 . D23-7 . D26-2 . D27-6 . D24-6 . L6-26 . F6-14

V Valves Bleeddown Solenoid . . . . . . . . . . . Brake . . . . . . . . . . . . . . . . . . . ECMV . . . . . . . . . . . . . . . . . . . Flow Amplifier . . . . . . . . . . . . . . Hoist . . . . . . . . . . . . . . . . . . . Hoist Pilot . . . . . . . . . . . . . . . . . Hoist Relief, Adjustment . . . . . . . . . Hoist Power-down Spool Limit Solenoid Hoist Power-up Spool Limit Solenoid . . Pressure Compensator, Adjustment . . Relay . . . . . . . . . . . . . . . . . . . Steering Control . . . . . . . . . . . . . Torque Converter Relief . . . . . . . . . Torque Converter Regulator . . . . . . . Transmission Control . . . . . . . . . .

Alphabetical Index

. . . . . . . . . . . . . . .

. L4-2 . J3-1 F2-14 . L4-4 . L8-1 . L8-8 L10-5 . L7-4 . L7-4 L10-2 J3-15 . L5-1 F2-5 F2-6 F2-11

Q1-3

W Weights (Truck) . . . . . . Wheel Bearing Adjustment Front Wheel . . . . . . . Front Wheel Bearing Seal Wheel Hub and Spindle . .

Q1-4

. . . . . . . . .

A2-4

. . . . . . . . . G3-1 Adjustment . . G3-3 . . . . . . . . . G3-1

Wheels and Tires Front . . . . . . . . . Rear . . . . . . . . . Window Service, Cab Windshield Washer . . Windshield Wiper . . .

Alphabetical Index

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

G2-2 G2-3 N2-4 N3-2 N3-1

Q01024

SECTION R SYSTEM SCHEMATICS

INDEX

HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ED8475 HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH8885 ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH2888

R01030 10/01

530M Schematics

R1-1

NOTES

R1-2

530M Schematics

R01030 10/01

Ce Bd 008300

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