DG675
Shop Manual
630E DUMP TRUCK
SERIAL SUFFIX
AFE42-M AFE46-U
and up
®
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in accordance with written authorization from KAC. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA Proposition 65 Warning Diesel engine exhaust, some of its constituents, and certain vehicle components contain or emit chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA Proposition 65 Warning Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands after handling.
NON-OEM PARTS IN CRITICAL SYSTEMS For safety reasons, Komatsu America Corp. strongly recommends against the use of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical systems include but are not limited to steering, braking and operator safety systems. Replacement parts manufactured and supplied by unauthorized sources may not be designed, manufactured or assembled to Komatsu's design specifications; accordingly, use of such parts may compromise the safe operation of Komatsu products and place the operator and others in danger should the part fail. Komatsu is also aware of repair companies that will rework or modify an OEM part for reuse in critical systems. Komatsu does not generally authorize such repairs or modifications for the same reasons as noted above. Use of non-OEM parts places full responsibility for the safe performance of the Komatsu product on the supplier and user. Komatsu will not in any case accept responsibility for the failure or performance of non-OEM parts in its products, including any damages or personal injury resulting from such use.
EMISSION CONTROL WARRANTY EMISSION CONTROL WARRANTY STATEMENT (APPLIES TO CANADA ONLY) 1.
Products Warranted Komatsu America International Company, Komatsu Mining Systems Inc. and Komatsu Utility Corporation (collectively “Komatsu”) produce and/or market products under brand names of Komatsu, Dresser, Dressta, Haulpak and Galion. This emissions warranty applies to new engines bearing the Komatsu name installed in these products and used in Canada in machines designed for industrial off-highway use. This warranty applies only to these engines produced on or after January 1, 2000. This warranty will be administered by Komatsu distribution in Canada.
2.
Coverage Komatsu warrants to the ultimate purchaser and each subsequent purchaser that the engine is designed, built and equipped so as to conform, at the time of sale by Komatsu, with all U.S. Federal emission regulations applicable at the time of manufacture and that it is free from defects in workmanship or material which would cause it not to meet these regulations within five years or 3,000 hours of operation, whichever occurs first, as measured from the date of delivery of the engine to the ultimate purchaser.
3.
Limitations Failures, other than those resulting from defects in materials or workmanship, are not covered by this warranty. Komatsu is not responsible for failures or damage resulting from what Komatsu determines to be abuse or neglect, including, but not limited to: operation without adequate coolant or lubricants; over fueling; over speeding; lack of maintenance of lubricating, cooling or intake systems; improper storage, starting, warm-up, run-in or shutdown practices; unauthorized modifications of the engine. Komatsu is also not responsible for failures caused by incorrect fuel or by water, dirt or other contaminants in the fuel. Komatsu is not responsible for non-engine repairs, “downtime” expense, related damage, fines, all business costs or other losses resulting from a warrantable failure.
KOMATSU IS NOT RESPONSIBLE FOR INCIDENTAL OR CONSEQUENTIAL DAMAGES. This warranty, together with the express commercial warranties, are the sole warranties of Komatsu. THERE ARE NO OTHER WARRANTIES, EXPRESS OR IMPLIED, OR OF MERCHANTABILITY OR FITNESS FOR A PARTICUALR PURPOSE.
GARANTIE SUR LE CONTRÔLE DES ÉMISSIONS ÉNONCÉ DE GARANTIE SUR LE CONTRÔLE DES ÉMISSIONS (APPLICABLE AU CANADA SEULEMENT): 1.
Produits garantis: Komatsu America International Company, Komatsu Mining Systems Inc. et Komatsu Utility Corporation (collectivement Komatsu) produisent et/ou font la mise en marché de produits portant les noms de marque Komatsu, Dresser, Dressta, Haulpak et Galion. Cette garantie sur les émissions s’applique à tous les nouveaux moteurs portant le nom Komatsu, installés dans ces produits et utilisés au Canada dans des machines conçues pour utilisation industrielle nonroutière. Cette garantie s’applique seulement sur les moteurs produits à partir du 1er Janvier 2000. Cette garantie sera administrée par la distribution de Komatsu au Canada .
2.
Couverture: Komatsu garantit à l’acheteur ultime et chaque acheteur subséquent que le moteur est conçu, construit et équipé en toute conformité, au moment de la vente par Komatsu, avec toutes les Réglementations fédérales américaines sur les émissions applicables au moment de la fabrication et qu’il est exempt de défauts de construction ou de matériaux qui auraient pour effet de contrevenir à ces réglementations en dedans de 5 ans ou 3000 heures d’opération, mesuré à partir de la date de livraison du moteur au client ultime.
3.
Limitations: Les bris, autres que ceux résultant de défauts de matériaux ou de construction, ne sont pas couverts par cette Garantie. Komatsu n’est pas responsable pour bris ou dommages résultant de ce que Komatsu détermine comme étant de l’abus ou négligence, incluant mais ne se limitant pas à: l’opération sans lubrifiants ou agent refroidissants adéquats; la suralimentation d’essence; la survitesse; le manque d’entretien des systèmes de lubrification, de refroidissement ou d’entrée; de pratiques non-propices d’entreposage, de mise en marche, de réchauffement, de conditionnement ou d’arrêt; les modifications non-autorisées du moteur. De plus, Komatsu n’est pas responsable de bris causés par de l’essence inadéquate ou de l’eau, des saletés ou autres contaminants dans l’essence. Komatsu n’est pas responsable des réparations non-reliées au moteur, des dépenses encourues suite aux temps d’arrêts, des dommages relatifs, amendes, et de tout autre coût d’affaires ou autres pertes résultant d’un bris couvert par la garantie.
KOMATSU N’EST PAS RESPONSABLE DES INCIDENTS OU DOMMAGES CONSÉQUENTS. Cette garantie, ainsi que les garanties expresses commerciales, sont les seules garanties de Komatsu. IL N’Y A AUCUNE AUTRE GARANTIE, EXPRESSE OU SOUS -ENTENDUE, MARCHANDABLE OU PROPICE A UNE UTILISATION PARTICULIÈRE.
CEHQ000700 - Komatsu America International Company 12/99
AVERTISSEMENT DES BLESSURES PEUVENT RÉSULTER ET LA GARANTIE S’ANNULER SI LES RPM DU TAUX D’ESSENCE OU L’ALTITUDE EXCÈDENT LES VALEURS MAXIMALES PUBLIÉES POUR CE MODÈLE ET SON APPLICATION.
INFORMATION IMPORTANTE SUR LE MOTEUR CE MOTEUR EST CONFORME AUX NORMES AMÉRICAINES DEL’EPA (ANNÉE DU MODÈLE) ET DE LA CALIFORNIE POUR LES MOTEURS LARGES NON-ROUTIERS A IGNITION PAR COMPRESSION. CE MOTEUR EST CERTIFIÉ POUR OPERATION À ESSENCE DIÉSEL.
MODÈLE DU MOTEUR
IMPORTANT ENGINE INFORMATION THIS ENGINE CONFORMS TO YYYY MODEL YEAR U.S. EPA REGULATION AND THE CALIFORNIA REGULATIONS LARGE NON ROAD COMPRESSION IGNITION ENGINES. THIS ENGINE IS CERTIFIED TO OPERATE ON DIESEL FUEL. WARNING INJURY MAY RESULT AND WARRANTY IS VOIDED IF FUEL RATE RPM OR ALTITUDES EXCEED PUBLISHED MAXIMUM VALUES FOR THIS MODEL AND APPLICATION.
FAMILLE DU MOTEUR
ENGINE MODEL
SERIAL NO.
SYSTÈME DE CONTROLE DES ÉMISSIONS D’ÉCHAPPEMENT
ENGINE FAMILY
DISPLACEMENT
EXHAUST EMISSION CONTROL SYSTEM
FIRING ORDER
CHARGE DE SORTIE ADV. PORTÉE DE VALVE À FROID (mm) VITESSE STATIQUE
ADV. LOAD OUTPUT VALVE LASH COLD (mm)
IN.
HP)
EX. FUEL RATE AT ADV.
DÉPLACEMENT LITERS 1-5-3-6-2-4 RPM
LITRES SÉQUENCE DE MISE À FEU
mm3/STROKE
mm3/BATTEMENT TAUX D’ESSENCE À ADV.
IDLE SPEED INITIAL INJECTION TIMING
RÉGLAGE DE L’ALLUMAGE INJECTION INITIALE
Kw (
NO. SÉRIE
RPM FAMILY EMISSION LIMIT DEG. BTDC DATE OF MANUFACTURE
_____________________________________________
KOMATSU LTD. MADE IN JAPAN
DEG. BTDC KOMATSU LTÉE FABRIQUÉ AU JAPON
ENGINE DATAPLATE - ENGLISH / FRENCH
LIMITE D’ÉMISSION DE LA FAMILLE
DATE DE FABRICATION
FOREWORD This Service Manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel should read and understand the materials in this manual before performing maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should be understood and followed when accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to "Right", "Left", "Front", or "Rear" are made with respect to the operator’s normal seated position, unless specifically stated otherwise. Standard torque requirements are shown in torque charts in the general information section and individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have ±10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame in front of the right side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W. (Gross Vehicle Weight) rating. The HAULPAK® Model designation consists of three numbers and one letter (i.e. 630E). 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 othercomponents. 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. For Model 630E HAULPAK® Trucks, optional heavy duty components may be required to utilize the630,000 lbs. (286 020 kg) GVW. Contact factory if clarification is needed.
A00004 7/95
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
A00004 7/95
TABLE OF CONTENTS SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C ELECTRIC SYSTEM (24 VDC. NON-PROPULSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D ELECTRIC PROPULSION AND CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M OPERATOR’S CAB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00004 7/95
Introduction
A-3
KOMATSU 630E HAULPAK TRUCK
A-4
Introduction
A00004 7/95
SECTION A GENERAL INFORMATION INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
STANDARD TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 02/94
Index
A1-1
NOTES
A1-2
Index
02/94 A01001
MAJOR COMPONENT DESCRIPTION ENGINE
POWER STEERING
The 630E HAULPAK® is powered by a Detroit Diesel 16V-149TIB engine rated at 1800 HP (1342 kW) or a Cummins KTTA 50-C engine rated at 1800HP (1342 kW). Other engines may be specified as optional equipment.
The 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.
ALTERNATOR The diesel engine drives an alternator mounted inline with the engine. The alternating current (AC) output of the alternator is rectified to direct current (DC) and sent to the DC drive wheel motors.
WHEEL MOTORS (GE 776) The output of the alternator supplies electrical energy to the two wheel motors attached to the rear axle housing. The two wheel motors convert electrical energy back to mechanical energy through built-in gear trains within the wheel motor assembly. The direction of the wheel motors is controlled by a forward or reverse hand selector switch located on a console to the right side of the operator. The GE788 wheel motor may be specified as optional equipment.
BLOWER The blower supplies cooling air for the alternator, rectifiers, and both wheel motors. The air is then exhausted to the atmosphere through the wheel motors.
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. The cab is rubber mounted to reduce noise and vibration. It includes a tinted safety-glass windshield and sliding side windows for excellent visibility, a deluxe interior, controls mounted within easy reach of the operator, and an instrument panel which provides the operator with all instruments and gauges which are necessary to control and monitor the truck's operating systems.
A2-1
DYNAMIC RETARDING The dynamic retarding is used to slow the truck during normal operation or control speed coming down a grade. The dynamic retarding ability of the DC electric system is controlled by the operator through the activation of the retarder pedal in the operators cab and by setting the RSC (Retarder Speed Control). Dynamic Retarding is automatically activated if truck goes to a preset overspeed setting.
BRAKE SYSTEM The braking system consists of an all hydraulic actuation system. Depressing the brake pedal actuates wheel-speed single disc front brakes and armaturespeed dual disc rear brakes. The brakes can also be activated by operating a switch on the instrument panel as described later in this manual. The brakes will be applied automatically if system pressure decreases below a preset minimum.
SUSPENSION HYDRAIR® II suspension cylinders located at each wheel provide a smooth and comfortable ride for the operator and dampens shock loads to the chassis during loading and operation.
Major Component Description
A02028
A2-2
Major Component Description
A02028
SPECIFICATIONS The SPECIFICATIONS listed on these pages cover standard production. When Optional equipment is selected, some of these specifications and/or capacities may change.
ENGINES (Standard Options)
BATTERY ELECTRIC SYSTEM Batteries. . . . . Two 12 Volt Batteries in Series
Cummins KTTA 50-C Number of Cylinders . . . . . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . 140 Ampere-Hour Capacity
Operating Cycle . . . . . . . . . . . . . . . . 4-Stroke
With Disconnect Switch
Rated Brake HP 1800 HP (1342 kW) @ 1900 RPM
Alternator . . . . . . 24 Volt, 140 Ampere Output
Flywheel HP 1704 HP (1271 kW) @ 1900 RPM Weight (Dry) . . . . . . . . . 10,895 lbs. (4942 kg) Detroit Diesel 16V-149TIB
Lighting . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
SERVICE CAPACITIES U.S. Gallons .Liters Crankcase (Includes lube oil filters)
Number of Cylinders . . . . . . . . . . . . . . . . . . 16 Operating Cycle . . . . . . . . . . . . . . . . 2-Stroke Rated Brake HP . 1800 HP (1342 kW) @ 1900 RPM Flywheel HP 1704 HP (1271 kW) @ 1900 RPM Weight (Dry) . . . . . . . . . 11,210 lbs. (5085 kg)
ELECTRIC DRIVE SYSTEM
Detroit Diesel . . . . . . . . . . 52.5 . . . . . . . . . 199 Cummins . . . . . . . . . . . . . 56.6 . . . . . . . . . 214 Cooling System . . . . . . . . 83 . . . . . . . . . . 314 Fuel . . . . . . . . . . . . . . . . . 850 . . . . . . . . 3217 Hydraulic System . . . . . . . 134 . . . . . . . . . 507 Whl. Motor Gear Box . . . . 4.5/Whl. . . . 17/Whl.
AIR SYSTEM
STATEX III AC/DC Current Alternator. . . . . . . . . General Electric GTA - 22 Motorized Wheels . . . . . . . . . General Electric 776 Gear Ratio . . . . . . . . . . . . . . . . . . 28.85:1 Maximum Speed . . . . . 34.0 MPH (54.7 km/h) 788 (Optional) Gear Ratio . . . . . . . . . . 26.14:1 Maximum Speed . . . . . 34.4 MPH (55.4 km/h)
Compressor Bendix-Westinghouse TU-FLO 501 Capacity . . . . . . . . . 12 ft³/min. (0.34 m³/min.) Starter with Interlock . . . . . Ingersol Rand 815 . . . . . . . . . . . . . . . . . . . Optional, Electric Start Air Tank Capacity . . . 15 cubic feet (425 liters)
HYDRAULIC SYSTEM Pump 145 GPM (549 liters/min.) @ 1900 RPM
DYNAMIC RETARDING Electric Dynamic Retarding. . . . . . . . Standard Maximum Retarding . . . . 2677 HP (1996 kW) Optional. . . . . . . . . . . . . . . 3700 HP(2759 kW) With . . . . . . . . Continuous Rated Blown Grids . . . . . . . . . . . . . . . Extended Range Retarding . . . . . . . . . . . . . . . . . . . . . Reverse Retarding
Relief Pressure- Hoist . . 2500 psi (17.2 MPa) Relief Pressure- Steering 3000 psi (20.7 MPa) Hoist. . . . . . 3-Stage Hydraulic Twin Cylinders Tank . . . . . . . . . . . . . . . . . . . Non-Pressurized 0Service Capacity . 134 U.S. Gal. (507 Liters) Filtration . Accessible, Replaceable, Elements Suction . . . . . . . . Single, Full Flow, 100 Mesh Return . . . . . . . . . . . . . . . . . . . . . . . . Full Flow Optional Hoist & Steering High Pressure Filter . . . . . . . . . . . . . . . . . . . . . Full Flow, 7 Micron
A2-3
Major Component Description
A02028
SERVICE BRAKES
TIRES
Actuation . . . . . . . . . . . . . . . . . . All Hydraulic
Radial Tires (standard) . . . . . . . . . . 36.00 R51
. . . . . . . . . . . . . . . . . . . . . . . . . . (Front)(Rear)
Rock Service, Deep Tread . . . . . . . . Tubeless
Type . . . . . . . . . . . . . . . . Single DiscDual Disc
Tire Rims. . . . . . . . . . . . . . . . . . . . . Separable
. . . . . . . . . . . . . Wheel SpeedArmature Speed
Tires and Rims . . . . . . . . . . . Interchangeable
STEERING
WEIGHT DISTRIBUTION
Turning Circle (SAE) . . . . . . . . . 80 ft. (24.4 m) Emergency Power Steering With Accumulators
DUMP BODY Capacity: Struck . . . . . . . . . . . . . . . . . . . . 101 yds³77 m³ Heaped @ 2:1 (SAE) . . . . . . .135 yds³ 103 m³ Width (Inside) . . . . . . . . . . 20 ft. 7 in. (6.27 m) Depth . . . . . . . . . . . . . . . . . 7 ft. 8 in. (2.35 m) Loading Height . . . . . . . . . . 18 ft. 9 in. (5.71 m) Dumping Angle . . . . . . . . . . . . . . . . . . . . . 45°
EMPTY . . . . . . . . . . . . . . . . . . . Pounds . . Kilograms Front Axle . . . . . . . . . . . 117,150 . . . . . 53 138 Rear Axle . . . . . . . . . . . 122,650 . . . . . 55 633 Total . . . . . . . . . . . . . . . 239,800 . . . . 108 771 LOADED Front Axle . . . . . . . . . . . 206,600 . . . . . 93 712 Rear Axle . . . . . . . . . . . 413,200 . . . . 187 424 Total * . . . . . . . . . . . . . . 619,800 . . . . 281 136 * Not to exceed 630,000 lbs. (285 763 kg) including options, fuel and payload. Optional heavy duty components may be required to utilize this Gross Vehicle Weight limit. Contact Haulpak Division if clarification is required.
OVERALL TRUCK DIMENSIONS
All dimensions are with 101/135 cu.yd. (77/103 m3 body, 36.00 R51 tires, and 776 wheel motors.
A2-4
Major Component Description
A02028
GENERAL SAFETY AND OPERATION 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 HAULPAK® operator. However, local conditions and regulations may add many more to this list.
SAFETY IS THINKING AHEAD Prevention is the best safety program. Potential accidents can be prevented by knowing the employer's safety requirements, all necessary job site regulations, as well as use and care of the safety equipment on the HAULPAK® truck. Only qualified operators or technicians should attempt to operate the HAULPAK®. 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.
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 before the operator attempts engine start-up. 1. When walking to and from the truck, BE ALERT, remain a safe distance from all other machines even if the operator is visible. 2. Check for any oil or coolant leaks. When checking coolant in radiator, use coolant level sight gauge (if equipped). If necessary to remove radiator cap, shut down engine, and relieve coolant pressure SLOWLY before removing radiator cap.
A03004 7/95
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. 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. 3. Check tires for cuts, damage or "bubbles". Check tires for proper inflation before beginning shift and periodically during shift. 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.
Do not stand in front of rim and locking ring when inflating tire. 4. Visually inspect all headlights, worklights and taillights and safety equipment for external damage from rocks or misuse. Make sure lenses are clean. 5. Always use hand rails and ladder when mounting or dismounting from the truck. Clean your shoes, ladder, and hand rails of all accumulations, such as ice, snow, oil, or mud before climbing.
Always mount and dismount the truck facing the truck. Never attempt to mount or dismount the truck while it is in motion. 6. Check the deck areas for debris, loose hardware or tools. 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.
General Safety & Operation
A3-1
7. Read and understand the contents of the Operator's Handbook. Give particular attention to safety material and operating instructions. Read and understand CAUTION and WARNING decals in the operator's cab. 8. Become thoroughly acquainted with all gauges, instruments and controls. Be familiar with all brake and steering system controls and warning devices, road speeds, and loading capabilities, before operating the truck. 9. Keep all unauthorized reading material out of truck cab. 10. 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. 11. Insure steering wheel, controls and pedals are free of any oil, grease or mud. 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 windshield washer reservoir for fluid level. 15. Insure adequate ventilation before start-up if the truck is in an enclosure. Exhaust fumes are dangerous!
ENGINE START-UP SAFETY PRACTICES 1. Insure all personnel are clear of truck before starting engine. Always sound the horn as a warning before actuating any operational controls. 2. Check and insure Selector Switch is in "Neutral" before starting. 3. If truck is equipped with auxiliary cold weather heater system(s), do not attempt to start engine while heaters are in operation. Damage to coolant heaters will result. NOTE: If truck is equipped with HMS control system, refer to Operator Handbook for starting procedures
A3-2
4. The keyswitch is a three position (Off, Run, Start) switch. When switch is rotated one position clockwise, it is in the "Run" position and all electrical circuits (except "Start") are activated. With Selector Switch in "Neutral", rotate keyswitch fully clockwise to "Start" position and hold this position until engine starts. "Start" position is spring loaded to return to "Run" when key is released. NOTE: If truck 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.
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 50°F (10°C), 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 at least two minutes for starter cooling before attempting to start engine again. Severe damage to starter motor can result from overheating.
General Safety & Operation
A03004 7/95
AFTER ENGINE HAS STARTED 1. Become thoroughly familiar with steering and emergency controls. After engine has started and low pressure and warning systems are normal, test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the truck's brake circuits at least twice prior to operating and moving the truck. These circuits include individual activation from the operator's cab of the service brake, parking brake, and brake lock (also emergency brake, if equipped). With the engine running and with the hydraulic circuit fully charged, activate each circuit individually. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated on application or release, shut the engine down and notify maintenance personnel. Do not operate truck until brake circuit in question is fully operational.
SAFETY PRECAUTIONS DURING TRUCK OPERATION 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.
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. Operating truck with stalled or free spinning wheel motors may cause serious damage to wheel motors! If truck does not begin to move within 10 seconds after depressing throttle pedal (Selector Switch in a drive position), release throttle pedal and allow wheels to regain traction before accelerating engine again.
3. Check gauges, warning lights and instruments before moving the truck to insure proper system operation and proper instrument functioning. Give special attention to braking and steering circuit hydraulic warning lights. If warning lights come on, shut down the engine immediately and determine the cause.
At the beginning of each shift, check the automatic emergency steering for proper operation. This can be accomplished as follows:
4. Insure headlights, worklights and taillights are in proper working order. Good visibility may prevent an accident. Check operation of windshield wiper.
• Shut down engine and leave keyswitch in "Run" position (leave HMS "On").
5. When truck body is in dump position, do not allow anyone beneath it unless body-up retaining pin or cable is in place. 6. Do not use the fire extinguisher for any purpose other than putting out a fire! If extinguisher is discharged, report the occurrence, so the used unit can be refilled or replaced. 7. Do not leave truck unattended while engine is running. Shut down engine before getting out of cab.
• With engine running and steering system fully charged, no red warning lights or buzzer should be "on" (HMS trucks should have no warnings displayed.).
• Turn steering wheel one full turn left and right; if front wheels turn, system is operating properly. Restart engine. NOTE: Automatic Emergency Steering ability is limited by the capacity of the steering accumulators. This function is intended to allow the operator only enough time to steer the HAULPAK® to a safe stop during an emergency situation. 1. WEAR SEAT BELTS AT ALL TIMES! Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab compartment while truck is in operation. 2. Do not allow unauthorized personnel to ride in the truck. Only authorized persons are allowed to ride in truck cab, and they should have seat belts fastened. Do not allow anyone to get on or off truck while it is in motion, or to ride on the deck or the ladder of the truck.
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General Safety & Operation
A3-3
3. Do not move truck into or out of a building without a signal person present. Know and obey the hand signal communications between operator and spotter. When other machines and personnel are present, the operator should move in and out of buildings, loading areas and through traffic, under the direction of a signalman. Courtesy at all times is a safety precaution! Always look to the rear before backing the truck. Watch for and obey ground spotter's hand signals before making any reverse movements. Sound the warning horn (3 blasts). Spotter should have a clear view of the total area at the rear of the truck. 4. Check gauges and instruments frequently during operation for proper readings. 5. DO NOT leave truck unattended while engine is running. Do not allow engine to run at "Idle" for extended periods of time. When parking, always apply parking brake, and park a safe distance from other vehicles, as determined by supervisor. 6. Report immediately to supervisor any conditions on haul road, pit or dump area that may present an operating hazard. 7. Observe all regulations pertaining to the job site's traffic pattern. Be alert to any unusual traffic pattern. Obey the spotter's signals. 8. Match the truck speed to haul road conditions and slow the truck in any congested area. Keep a firm grip on steering wheel at all times. 9. Check parking brake periodically during shift. Use parking brake ONLY for parking. Do not use park brake for loading / dumping. Do not attempt to apply parking brake while truck is moving! Do not use "Brake Lock" or "Emergency Brake" (if equipped) for parking. 10. Check brake lock performance periodically for safe loading and dump operation. 11. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges and the edge of fill area. 12. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck. 13. Keep serviceable fire fighting equipment at hand. If extinguisher is discharged, report the occurrence, so the used unit can be refilled or replaced.
In the event of fire in the tire and wheel area (including brake fires), stay away from the truck at least 8 hours until the tire and wheel are cool. Tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near tire and wheel area. If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at least 50 ft. (15 m) from the tread of the tire. 14. 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.
LOADING 1. Pull into the loading area with caution. Remain at a safe distance while truck ahead is being loaded. 2. Do not drive over unprotected power cables. 3. When approaching or leaving a loading area, watch out for other vehicles and for personnel working in the area. 4. When pulling in under a loader or shovel, follow "Spotter" or "Shovel Operator" signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similar pattern. 5. When being loaded, operator should stay in truck cab. Place Selector Switch in "Neutral" and apply brake lock with engine running.
If operator must leave truck cab during loading, engine must be shut down and parking brake applied. DO NOT use brake lock or emergency brake (if equipped) for parking. Remain far enough away from truck to avoid being struck by flying material. 6. When loaded, pull away from shovel as quickly as possible but with extreme caution.
A3-4
General Safety & Operation
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HAULING 1. Always stay alert! If unfamiliar with the road, drive with extreme caution. Cab doors should remain closed at all times if truck is in motion or unattended. 2. Obey all road signs. Operate truck so it is under control at all times. Govern truck speed by the road conditions, weather and visibility. Report haul road conditions immediately. Muddy or icy roads, pot holes or other obstructions can present hazards. 3. When backing the truck, give back-up signal (three blasts on the horn); when starting forward, two blasts on the horn. Sound these alarms each time the truck is moved forward or backward. 4. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles. 5. Maintain a safe distance when following another vehicle. Never approach another vehicle from the rear, in the same lane, closer than 50 ft. (15 m). When driving on a down grade, this distance should not be less than 100 ft. (30 m).
11. When maximum truck speed is reached, haul trucks equipped with Statex III w/Fuel Enhancement system will experience a DECREASE in engine RPM. NOTE: This is different from trucks equipped with Statex II or Statex III without Fuel Enhancement, which increase RPM upon reaching speed limit. 12. Check tires for proper inflation periodically during shift. If truck has been run on a "flat", or under-inflated tire, it must not be parked in a building until the tire cools.
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.
DUMPING
6. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place, apply parking brake, block wheels securely, shut down engine and notify maintenance personnel for assistance.
1. Pull into dump area with extreme caution. Make sure area is clear of persons and obstructions, including overhead utility lines. Carefully maneuver truck into dump position. Obey signals directed by the spotter, if present.
7. Before starting up or down a grade, maintain a speed that will insure safe driving and provide effective retarding under all conditions. Refer to Grade/Speed decal in operator's cab.
2. Avoid unstable areas. Stay a safe distance from edge of dump area. Position truck on a solid, level surface before dumping.
8. 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. Always dim headlights when meeting oncoming vehicles. 9. If the "Emergency Steering" light and/or "Low Brake Pressure Warning" light (if equipped) illuminate during operation, steer the truck immediately to a safe stopping area, away from other traffic, if possible. Refer to item 6 above.
As body raises, the truck Center of Gravity (CG) will move. Truck must be on level surface to prevent tipping / rolling! 3. When in dump position, apply Brake Lock and move Selector Switch to the "Neutral" position.
10. The Statex III w/Fuel Enhancement system monitors wheel motor, ambient, and static exciter temperatures. If any one of these values is outside the limits established, the Statex III controls will cause the engine to increase to 1650 RPM. (Normal engine RPM for haul road/retarding operation is 1250 RPM.)
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General Safety & Operation
A3-5
To Raise dump body:
The dumping of very large rocks (10% of payload, or greater) or sticky material (loads that do not flow freely from the body) may allow the material to move too fast and cause the body to move RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the hoist cylinders, frame, and/or body hinge pins. If it is necessary to dump this kind of material, refer to the CAUTION in the following procedure:
The HAULPAK® is not to be moved with the dump body raised except for emergency moves only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 9. With body returned to frame, move Selector Switch to "Forward", release Brake Lock, and leave dump area carefully.
TOWING 4. Pull the lever to the rear to actuate hoist circuit. (Releasing the lever anywhere during "hoist up" will place the body in "hold" at that position.) 5. Raise engine RPM to accelerate hoist speed. Refer to the CAUTION below.
Prior to towing a truck, many factors must be carefully considered. Serious personal injury and/or significant property damage may result if important safety practices, procedures and preparation for moving heavy equipment are not observed. Do not tow the truck any faster than 5 MPH (8 kph). A disabled machine may be towed after the following MINIMUM precautions have been taken.
If dumping very large rocks or sticky material as described in WARNING above, slowly accelerate engine RPM to raise body. When the material starts to move, release hoist lever to "HOLD" position. If material does not continue moving and clear body, repeat this procedure until material has cleared body. 6. Reduce engine RPM as last stage of hoist cylinder begins to extend and let engine go to low idle as last stage reaches half-extension. 7. Release hoist lever as last stage of hoist cylinder reaches full extension. 8. After material being dumped clears body, lower body to frame. To Lower Body: Move hoist lever forward to "down" position and release. Releasing the lever places hoist control valve in the "float" position allowing the body to return to frame. NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, shift Selector Switch to "Forward", release Brake Lock, depress Override button and drive forward to clear material. Stop, shift Selector Switch to "Neutral", apply Brake Lock and lower body.
A3-6
1. Shut down engine. 2. If truck is equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. Check towed vehicle for braking system. 3. Inspect tow bar for adequacy (approximately 1.5 times the gross vehicle weight of truck being towed). 4. Determine that towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 5. Protect both operators in the event of tow bar failure. 6. Block disabled truck to prevent movement while attaching tow bar. 7. Release disabled truck brakes and remove blocking. 8. Sudden movement may cause tow bar failure. Smooth and gradual truck movement is preferred. 9. Minimize tow angle at all times - NEVER EXCEED 30°. The towed truck must be steered in the direction of the tow bar.
General Safety & Operation
A03004 7/95
WHEN REPAIRS ARE NECESSARY 1. Only qualified maintenance personnel, who understand the systems being repaired, should accomplish repairs. 2. If truck is to be towed for any reason, use a rigid tow bar. Refer to TOWING procedure. 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. 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 air conditioning system with refrigerant (Freon), wear a face shield and cold resistant gloves for protection against freezing.
11. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs on these structures. 12. After adjustments or repairs, replace all shields, screens and clamps. 13. Tire Care: Mounting and demounting a multi-piece tire and rim assembly can be extremely dangerous. An incorrect assembly can blow apart leading to extensive property damage, severe injury, or even death for anyone in its trajectory path. Before servicing tire and rim assemblies, read all available publications on proper tire handling and safety instructions.
6. Follow package directions carefully when using cleaning solvents. 7. If an auxiliary battery assist is needed, hook up positive (+) leads of the auxiliary battery cables to the positive (+) posts of both truck batteries. Connect the negative (-) lead to the auxiliary battery and then connect cable to a frame ground on the disabled truck away from the battery. 8. Disconnect batteries (or battery disconnect switch, if so equipped), battery charging alternator, and plug-in cards before making welding repairs. When welding, the ground connections must be as close as possible to weld area. Welding current must not pass through any bearings. 9. Many components on the HAULPAK® are large and heavy. Insure that lifting equipment (hoists, slings, chains, lifting eyes) are of adequate capacity to handle the lift. 10. Relieve pressure in lines or hoses by shutting engine down, activating the system to relieve accumulator pressure, and place all system controls in neutral before making the disconnects.
Do not stand in front of rim and locking ring when inflating/deflating tire mounted on vehicle. Inflate ONLY to tire manufacturer's recommendation. • Use an air chuck with extension hose clipped on the tire inflation valve to allow service from behind the tread of the tire. • 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 jacking a vehicle, DO NOT rely entirely on vehicle braking system; use chocks to block the wheels on opposite side from jack. • DO NOT remove any rim or wheel mounting hardware, such as nuts or clamps, before COMPLETELY exhausting all air from the tire, or both tires on a dual assembly. • DO NOT reuse cracked, damaged, or worn rim parts. Replace with new parts. • DO NOT mix/assemble rim parts of different designs. If in doubt of compatibility, consult rim manufacturer. • DO NOT use a steel hammer to aid assembly. Use soft mallets only.
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.
A03004 7/95
14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should move the truck under its own power to the repair facility or in road testing after repairs are complete.
General Safety & Operation
A3-7
SAFE PARKING PROCEDURES
SHUTDOWN PROCEDURE
The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
The following procedure (1. - 4.) should be followed at each engine shutdown.
In the event that the equipment is being worked in consecutive shifts, any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released to another operator.
1. Stop truck. Reduce engine RPM to low idle. Place Selector Switch in "Neutral" and apply parking brake. 2. Allow engine to cool gradually by running at low idle for 3 to 5 minutes.
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.
NOTE: If truck is equipped with HMS control system, refer to Operator Handbook for shutdown procedure.
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. With truck stopped and engine cooled down, turn keyswitch counterclockwise to "Off" for normal shutdown of engines equipped with electronic engine controls (MTU, Detroit Diesel w/ DDEC, or Cummins w/Centry™ Fuel Control). If engine does not shutdown with keyswitch, use engine shutdown switch (*) and hold switch down until engine stops. * For 445E - 685E, this is the Engine Shutdown Switch on center console (see "Operator Controls" in Operator Handbook). * For 830E, this is the instrument panel Emergency Engine Shutdown switch (see "Instruments and Indicators" in Operator Handbook).
3. Haul roads are not safe parking areas. In an emergency, pick the safest spot most visible to other machines in the area. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight or flares at night.
4. With keyswitch "Off", and engine stopped, wait at least 90 seconds. Insure steering circuit is completely bled down by turning steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved. NOTE: A switch is located at lower left front of truck for ground level engine shutdown. 5. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly.
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General Safety & Operation
A03004 7/95
WARNINGS AND CAUTIONS The following paragraphs give an explanation of the Warning, Caution, and Service Instruction plates and decals attached to the HAULPAK® truck. The plates and decals listed are typical of this model HAULPAK®, 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 can no longer be read because of deterioration or damage, it should be replaced with a new one. A plate is located on the front left corner by the ladder. This plate indicates the location of the ground level engine shutdown switch.
A warning plate is mounted directly under the red warning lights in the instrument panel and warns that the truck should not be operated if any red warning lights on. If any of the red warning lights come on, safely stop truck, shut down engine, notify maintenance.
A warning plate is mounted around the key switch on the instrument panel. The warning stresses the importance of reading and understanding the operator's manual before operation. A warning plate is mounted on the instrument panel around the Parking Brake switch and the Wheel Brake Lock switch. The Parking Brake switch is for parking only. Truck must be completely stopped before applying parking brake or damage may occur to parking brake. Parking brake is not designed to stop a moving truck.
A warning plate is mounted on top of the instrument panel above the voltmeter and ammeter. The voltmeter indicates the condition of the batteries. Normal indicated voltage at high RPM is 27 to 28 volts with batteries in fully charged condition. The ammeter indicates the charging or discharging rate of the batteries. NOTE: Do not use parking brake at shovel or dump. The Wheel Brake Lock should be used only with engine running during dumping and loading operations, or when brake pedal is inoperative. Wheel Brake Lock must NOT be used for parking truck with engine shut down. Under these conditions, pressure will bleed down and wheel brakes will NOT hold truck.
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Warnings and Cautions
A4-1
A warning plate is mounted on the instrument panel around the "Dry/Slippery Road" switch on the instrument panel. It warns that the slippery road position reduces front wheel braking effort while maintaining full braking of the rear wheels. Reduced braking of the front wheels assists in steering control on slippery roads but increases stopping distance.
The Dry / Slippery road control switch permits the operator to select either full braking capability at all wheels for "dry" road or reduced braking at the front wheels for "slippery" road. A warning plate is located inside the operator's cab to define maximum speed to be used when descending various grades with a loaded truck. This chart will vary depending on tire size and wheel motors.
Attached to the exterior of the battery compartment is a danger plate. This plate stresses the need to keep from making any sparks near the battery. When another battery or 24VDC power source is used for auxiliary power, all switches must be Off prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive (+) posts together and then connect the negative (-) lead of the auxiliary power cable to a good frame ground. Do not connect to the negative posts of the truck battery or near the battery box. This hookup completes the circuit but minimizes danger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety gear, goggles, rubber gloves and rubber apron when handling and servicing batteries.
A4-2
Warnings and Cautions
A04015 1/91
A danger plate and a warning plate are attached to the hydraulic brake accumulators mounted on deck at rear of cab. The danger plate provides instructions on how to relieve hydraulic pressure prior to loosening or disconnecting any hydraulic lines or components while accumulators are under pressure. These plates are also located on the cabinet behind cab. The warning plate is also located on the inside of the box cover.
Warning plates are mounted on the frame just in front of and to the rear of the front tires. Technicians making adjustments while the truck is being steered are warned the clearances change when the truck is steered and could cause serious injury.
An instruction plate is applied to the side of the hydraulic tank. This plate furnishes instructions for filling of 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.
The engine cooling system is controlled by thermostats which keep coolant temperature between 160°190°F (71°-89°C) during operation. Unless the pressure is first released, removing the radiator cap after engine has been running for a time will result in the hot coolant being expelled from the radiator. Serious scalding and burning can result. The warning plate is mounted on top of the radiator grille near the radiator cap.
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A caution decal is attached under the hydraulic tank oil level sight gauge. With body down, engine stopped, and oil level below top of sight glass, add oil per filling instructions.
Warnings and Cautions
A4-3
The dump procedure for a disabled truck is located on the left side of the torque tube near the hoist valve. This decal provides the operator or technician with the proper hook-up procedure for dumping a loaded disabled truck.
A warning plate is attached to the hydraulic tank to alert technicians that hydraulic oil becomes heated during operation and care must be taken to avoid burns 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.
Warning plates are attached to both the hydraulic and fuel tank to alert technicians not to work on the truck with the body in the raised position unless body-up safety devices are in position.
A steering procedure for a disabled truck is located on the left frame rail near the unloader valve. This decal provides the operator or technician with the proper hookup procedure for steering on a disabled truck. Quick disconnects are located at the bottom of the bleeddown manifold.
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. A warning decal is located on the left top corner of the operator's cab. This decal states that the cab assembly must not be lifted by using the handrail.
A4-4
Warnings and Cautions
A04015 1/91
High Voltage Danger Plates and Caution Plates are attached to both doors of the Electrical Control Cabinet. The High Voltage Plate is also attached to the blown grid housing, extended range housing, rectifier housing, inlet duct structure and rear hatch cover.
A warning plate is located near the HOT START connection which is attached to the back side of the front bumper on the left side of the truck. This warning plate states that the engine should not be started while the optional HOT START is in operation. Operators should observe this area during Ground Level Inspection and be certain that this option is disconnected from the truck before starting engine.
A decal is attached to the frame rail near the hoist cylinder creep down valve which is located on the hydraulic tank. This decal states that the body may be lowered in a controlled manner by opening the valve and allowing the hoist cylinders to slowly retract.
A wheel motor oil level decal is attached to the gear cover on both electric wheel motors. This decal stresses the fact that the truck must be on a level surface and parked for 20 minutes prior to checking the oil level. This is necessary in order to get an accurate reading.
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A danger plate is attached to or near the steering accumulator mounting bracket. This plate alerts technicians to read the warning label attached to the top of the steering accumulator prior to releasing internal nitrogen pressure or disconnecting any hydraulic lines or hardware.
Warnings and Cautions
A4-5
A danger plate is attached to each suspension cylinder and steering accumulator. The plate contains instructions for releasing internal pressure prior to disconnecting any hydraulic lines or hardware.
A Product Identification plate is located on the frame in front of the right side front wheel and gives Model Number, Maximum G.V.W. and the Product Identification Number.
The Lubrication Chart is located on the left hand side of the radiator grille. Refer to the “Lubrication Section” in this service manual for more complete lubrication instructions.
A4-6
Warnings and Cautions
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STANDARD CHARTS AND TABLES This manual provides dual dimensioning for most specifications. U.S. standard units are specified first, with metric (SI) units in parentheses. References throughout the manual to standard torques or other standard values will be to one of the following Charts or Tables. For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in TABLE XIII, page 1-14. INDEX OF TABLES TABLE I . . . . . . . Standard Torque Chart (SAE) . . A5-1 TABLE II . Standard Torque, 12-Point, Grade 9 . . A5-2 TABLE III . . Standard Metric Assembly Torque . . A5-2 TABLE IV . . . . . . JIC Swivel Nuts Torque Chart . . A5-3 TABLE V . . . . . . . . .Pipe Thread Torque Chart . . A5-3 TABLE VI . . . . . . . . O-Ring Boss Torque Chart . . A5-3 TABLEVII . . . . O-Ring Face Seal Torque Chart . . A5-3 TABLE VIII . Torque Conversions (ft.lbs. - N.m) . . A5-4 TABLE IX . . Torque Conversions (ft.lbs. - kg.m) . . A5-4 TABLE X . . . Pressure Conversions (psi - kPa) . . A5-4 TABLE XI . . Pressure Conversions (psi - MPa) . . A5-5 TABLE XII . . . . . . . .Temperature Conversions . . A5-5 TABLE XIII . . . Common Conversion Multipliers . . A5-6
Grade 5
Capscrew Thread Size
kg.m
1/4-20
7
1/4-28
8
5/16-18
KOMATSU engineering department does NOT recommend the use of special “friction-reducing” lubricants such as, “Copper Coat”, “Never Seize”, and other similar products on the threads of standard fasteners where “standard torque” values are applied. The use of special “friction-reducing” lubricants will significantly alter the clamping force being applied to fasteners during the tightening process. If special “friction-reducing” lubricants are used with the “Standard Torque” values listed below in Table I (and in Komatsu shop manuals), excessive stress and possible breakage of the fasteners may result. Where Torque Tables specify “Lubricated Threads” for the Standard Torque values listed, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, page 1-10) on the threads and seats, unless specified otherwise. NOTE: Always be sure threads of fasteners and tapped holes are free of burrs and other imperfections before assembling. Standard torque values are not to be used when “Turn-of-the-Nut” tightening procedures are recommended.
TABLE I. -STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) - TOLERANCES ±10%
TORQUE GRADE 5 ft. lbs.
EFFECT OF SPECIAL LUBRICANTS On Fasteners and Standard Torque Values
TORQUE GRADE 8 N.m
Capscrew Thread Size
Grade 8
TORQUE GRADE 5
TORQUE GRADE 8
N.m
ft. lbs.
kg.m
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
0.97
9.5
10
1.38
13.6
1.11
10.8
11
1.52
14.9
3/4-16
235
32.5
319
335
46.3
454
7/8-9
350
48.4
475
500
69.2
15
2.07
20.3
21
2.90
28
678
7/8-14
375
51.9
508
530
73.3
719
5/16-24
16
2.21
22
22
3.04
3/8-16
25
3.46
34
35
4.84
30
1.0-8
525
72.6
712
750
103.7
1017
47
1.0-12
560
77.4
759
790
109.3
3/8-24
30
4.15
41
40
1071
5.5
54
1.0-14
570
78.8
773
800
110.6
7/16-14
40
5.5
54
1085
58
8.0
79
1 1/8-7
650
89.9
881
1050
145
7/16-20
45
6.2
61
1424
62
8.57
84
1 1/8-12
700
96.8
949
1140
158
1546
1/2-13
65
9
88
90
12.4
122
1 1/4-7
910
125.9
1234
1480
205
2007
1/2-20
70
9.7
95
95
13.1
129
1 1/4-12
975
134.8
1322
1580
219
2142
9/16-12
90
12.4
122
125
17.3
169
1 3/8-6
1200
166
1627
1940
268
2630
9/16-18
95
13.1
129
135
18.7
183
1 3/8-12
1310
181
1776
2120
293
2874
5/8-11
125
17.3
169
175
24.2
237
1 1/2-6
1580
219
2142
2560
354
3471
5/8-18
135
18.7
183
190
26.2
258
1 1/2-12
1700
235
2305
2770
383
3756
3/4-10
220
30.4
298
310
42.8
420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
A05001 12/99
Standard Torque Chart and Tables
A5-1
Standard Assembly Torques For 12-Point, Grade 9, Capscrews (SAE) The following specifications apply to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews.
•Capscrew threads and seats SHALL be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (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.
Standard Metric Assembly Torque For Class 10.9 Capscrews & Class 10 Nuts The following specifications apply to required assembly torques for all metric Class 10.9 finished hexagon head capscrews and Class 10 nuts.
•Capscrew threads and seats SHALL NOT be lubricated when assembled. These specifications are based on all capscrews, nuts, and hardened washers being phosphate and oil coated.NOTE: If zinc-plated hardware is used, each piece must be lubricated with a Rust Preventive Grease or Lithium-base grease to achieve the same clamping forces provided below.
•Torques are calculated to give a clamping force of approximately 75% of proof load.
•The maximum torque tolerance shall be within
•The maximum torque tolerance shall be ±10% of the torque value shown.
±10% of the torque value shown. TABLE III. - STANDARD METRIC ASSEMBLY TORQUE CAPSCREW SIZE*
TABLE II. - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9 Capscrews
TORQUE N.m
TORQUE ft.lbs.
TORQUE kg.m 1.22
M6 x1
12
9
M8 x 1.25
30
22
3.06
M10 x 1.5
55
40
5.61
CAPSCREW SIZE*
TORQUE ft. lbs.
TORQUE N.m
TORQUE kg.m
M12 x 1.75
95
70
9.69
0.250 - 20
12
16
1.7
M14 x 2
155
114
15.81
0.312 - 18
24
33
3.3
M16 x 2
240
177
24.48
0.375 - 16
42
57
5.8
M20 x 2.25
465
343
47.43
0.438 -14
70
95
9.7
M24 x 3
800
590
81.6
0.500 -13
105
142
14.5
M30 x 3.5
1600
1180
163.2
0.562 - 12
150
203
20.7
M36 x 4
2750
2028
280.5
0.625 - 11
205
278
28.3
* Shank Diameter (mm) - Threads per millimeter
0.750 - 10
360
488
49.7
0.875 - 9
575
780
79.4
This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
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 inch This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
Suggested* Sources for Rust Preventive Grease: •AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Company (also American Oil Co.)
•GULF NORUST #3 from Gulf Oil Company. •MOBILARMA 355, Product No. 66705 from Mobil Oil Corporation.
•RUST BAN 326 from Humble Oil Company. •RUSTOLENE B GREASE from Sinclair Oil Company.
•RUST PREVENTIVE GREASE - CODE 312 from the Southwest Grease and Oil Company. * NOTE: This list represents the current Engineering approved sources for use in Komatsu manufacture. It is not exclusive. Other products may meet the same specifications of this list.
A5-2
Standard Torque Chart and Tables
12/99 A05001
TABLE IV. TORQUE CHART FOR JIC 37° SWIVEL NUTS WITH OR WITHOUT O-RING SEALS
TABLE VI. TORQUE CHART FOR O-RING BOSS FITTINGS
SIZE CODE
TUBE SIZE (O.D.)
THREADS UNF-2B
TORQUE FT. LBS.
SIZE CODE
TUBE SIZE (O.D.)
THREADS UNF-2B
TORQUE FT. LBS.
–2
0.125
0.312 – 24
4 ±1
–2
0.125
0.312 – 24
4 ±2
–3
0.188
0.375 – 24
8 ±3
–3
0.188
0.375 – 24
5 ±2
–4
0.250
0.438 – 20
12 ±3
–4
0.250
0.438 – 20
8 ±3
–5
0.312
0.500 – 20
15 ±3
–5
0.312
0.500 – 20
10 ±3
–6
0.375
0.562 – 18
18 ±5
–6
0.375
0.562 – 18
13 ±3
–8
0.500
0.750 – 16
30 ±5
–8
0.500
0.750 – 16
24 ±5
– 10
0.625
0.875 – 14
40 ±5
– 10
0.625
0.875 – 14
32 ±5
– 12
0.750
1.062 – 12
55 ±5
– 12
0.750
1.062 – 12
48 ±5
– 14
0.875
1.188 – 12
65 ±5
– 14
0.875
1.188 – 12
54 ±5
– 16
1.000
1.312 – 12
80 ±5
– 16
1.000
1.312 – 12
72 ±5
– 20
1.250
1.625 – 12
100 ±10
– 20
1.250
1.625 – 12
80 ±5
– 24
1.500
1.875 – 12
120 ±10
– 24
1.500
1.875 – 12
80 ±5
– 32
2.000
2.500 – 12
230 ±20
– 32
2.000
2.500 – 12
96 ±10
TABLE V. TORQUE CHART FOR PIPE THREAD FITTINGS
TABLE VII. TORQUE CHART FOR O-RING FACE SEAL FITTINGS
SIZE CODE
PIPE THREAD SIZE
WITH SEALANT 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
A05001 12/99
SIZE CODE
TUBE SIZE (O.D.)
THREADS 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
Standard Torque Chart and Tables
A5-3
TABLE VIII. TORQUE CONVERSIONS Foot Pounds – ft. lbs. To Newton-meters (N.m) FT. LBS.
0
1
2
3
4
5
6
7
8
9
0
(N.m)
1.36
2.71
4.07
5.42
6.78
8.14
9.49
10.85
12.20
10
13.56
14.91
16.27
17.63
18.98
20.34
21.69
23.05
24.40
25.76
20
27.12
28.47
29.83
31.18
32.54
33.90
35.25
36.61
37.96
39.32
30
40.67
42.03
43.39
44.74
46.10
47.45
48.81
50.17
51.52
52.87
40
54.23
55.59
56.94
58.30
59.66
60.01
62.37
63.72
65.08
66.44
50
67.79
69.15
70.50
71.86
73.21
74.57
75.93
77.28
78.64
80.00
60
81.35
82.70
84.06
85.42
86.77
88.13
89.48
90.84
92.20
93.55
70
94.91
96.26
97.62
98.97
100.33
101.69
103.04
104.40
105.75
107.11
80
108.47
109.82
111.18
112.53
113.89
115.24
116.60
117.96
119.31
120.67
90
122.03
123.38
124.74
126.09
127.45
128.80
130.16
131.51
132.87
134.23
See NOTE on page A5-5 regarding Table usage
TABLE IX. TORQUE CONVERSIONS Foot Pounds – ft. lbs. To kilogram-meters (kg.m) FT. LBS.
0
1
2
3
4
5
6
7
8
9
0
(kg.m)
0.138
0.277
0.415
0.553
0.692
0.830
0.968
1.106
1.245
10
1.38
1.52
1.66
1.80
1.94
2.07
2.21
2.35
2.49
2.63
20
2.77
2.90
3.04
3.18
3.32
3.46
3.60
3.73
3.87
4.01
30
4.15
4.29
4.43
4.56
4.70
4.84
4.98
5.12
5.26
5.39
40
5.53
5.67
5.81
5.95
6.09
6.22
6.36
6.50
6.64
6.78
50
6.92
7.05
7.19
7.33
7.47
7.61
7.74
7.88
8.02
8.16
60
8.30
8.44
8.57
8.71
8.85
8.99
9.13
9.27
9.40
9.54
70
9.68
9.82
9.96
10.10
10.23
10.37
10.51
10.65
10.79
10.93
80
11.06
11.20
11.34
11.48
11.62
11.76
11.89
12.03
12.17
12.30
90
12.45
12.59
12.72
12.86
13.00
13.14
13.28
13.42
13.55
13.69
See NOTE on page A5-5 regarding Table usage
TABLE X. PRESSURE CONVERSIONS Pounds/square inch (psi) To Kilopascals (kPa) Formula: psi x 6.895 = kPa PSI
0
1
2
3
4
5
6
7
8
9
0
(kPa)
6.895
13.79
20.68
27.58
34.47
41.37
48.26
55.16
62.05
10
68.95
75.84
82.74
89.63
96.53
103.42
110.32
117.21
124.1
131.0
20
137.9
144.8
151.7
158.6
165.5
172.4
179.3
186.2
193.1
200.0
30
206.8
213.7
220.6
227.5
234.4
241.3
248.2
255.1
262.0
268.9
40
275.8
282.7
289.6
296.5
303.4
310.3
317.2
324.1
331.0
337.9
50
344.7
351.6
358.5
365.4
372.3
379.2
386.1
393.0
399.9
406.8
60
413.7
420.6
427.5
434.4
441.3
448.2
455.1
462.0
468.9
475.8
70
482.6
489.5
496.4
503.3
510.2
517.1
524.0
530.9
537.8
544.7
80
551.6
558.5
565.4
572.3
579.2
586.1
593.0
599.9
606.8
613.7
90
620.5
627.4
634.3
641.2
648.1
655.0
661.9
668.8
675.7
682.6
See NOTE on page A5-5 regarding Table usage
A5-4
Standard Torque Chart and Tables
12/99 A05001
TABLE XI. PRESSURE CONVERSIONS Pounds/square inch (psi) To Megapascals (MPa) Formula: psi x 0.0069 = MPa PSI
0
10
20
30
40
50
60
70
80
90
0
(MPa)
0.069
0.14
0.21
0.28
0.34
0.41
0.48
0.55
0.62
100
0.69
0.76
0.83
0.90
0.97
1.03
1.10
1.17
1.24
1.31
200
1.38
1.45
1.52
1.59
1.65
1.72
1.79
1.86
1.93
2.00
300
2.07
2.14
2.21
2.28
2.34
2.41
2.48
2.55
2.62
2.69
400
2.76
2.83
2.90
2.96
3.03
3.10
3.17
3.24
3.31
3.38
500
3.45
3.52
3.59
3.65
3.72
3.79
3.86
3.93
4.00
4.07
600
4.14
4.21
4.27
4.34
4.41
4.48
4.55
4.62
4.69
4.76
700
4.83
4.90
4.96
5.03
5.10
5.17
5.24
5.31
5.38
5.45
800
5.52
5.58
5.65
5.72
5.79
5.86
5.93
6.00
6.07
6.14
900
6.21
6.27
6.34
6.41
6.48
6.55
6.62
6.69
6.76
6.83
See NOTE below regarding Table usage
NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
3. Multiply by 10: 970 psi = 6688 kPa.
Example: Convert 975 psi to kilopascals (kPa).
4. Go to PSI row 0, column 5; read 34.475 psi = 34.47 kPa. Add to step 3.
1. Select Table X. 2. Go to PSI row 90, column 7; read 668.8 97 psi = 668.8 kPa.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
TABLE XII. TEMPERATURE CONVERSIONS Formula: F° - 32 / 1.8 = C° or C° x 1.8 + 32 = F° CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT C° F° C° F° C° F° 121 250 482 63 145 293 4 40 104 118 245 473 60 140 284 2 35 95 116 240 464 57 135 275 –1 30 86 113 235 455 54 130 266 –4 25 77 110 230 446 52 125 257 –7 20 68 107 225 437 49 120 248 –9 15 59 104 220 428 46 115 239 – 12 10 50 102 215 419 43 110 230 – 15 5 41 99 210 410 41 105 221 – 18 0 32 96 205 401 38 100 212 – 21 –5 23 93 200 392 35 95 293 – 23 – 10 14 91 195 383 32 90 194 – 26 – 15 5 88 190 374 29 85 185 – 29 – 20 –4 85 185 365 27 80 176 – 32 – 25 – 13 82 180 356 24 75 167 – 34 – 30 – 22 79 175 347 21 70 158 – 37 – 35 – 31 77 170 338 18 65 149 – 40 – 40 – 40 74 165 329 15 60 140 – 43 – 45 – 49 71 160 320 13 55 131 – 46 – 50 – 58 68 155 311 10 50 122 – 48 – 55 – 67 66 150 302 7 45 113 – 51 – 60 – 76 NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the center, unmarked column.
A05001 12/99
Standard Torque Chart and Tables
A5-5
TABLE XIII COMMON CONVERSION MULTIPLIERS
COMMON CONVERSION MULTIPLIERS ENGLISH To METRIC
COMMON CONVERSION MULTIPLIERS METRIC To ENGLISH
TO
Multiply By
inch – in.
millimeter (mm)
25.40
millimeter (mm)
inch – in.
0.0394
inch – in.
centimeter (cm)
2.54
centimeter (cm)
inch – in.
0.3937
foot – ft.
meter (m)
0.3048
meter (m)
foot – ft.
3.2808
yard – yd.
meter (m)
0.914
meter (m)
yard – yd.
1.0936
1.61
kilometer (km)
mile – mi.
0.6210
To Convert From
mile – mi.
kilometer (km) 2
To Convert From
sq. in. – in.
sq. centimeters
(cm2)
6.45
sq. centimeters (cm
sq. ft. – ft.2
sq. centimeters (cm2)
929
cu. in. – in.3
cu. centimeters (cm3)
cu. in. – in.3
Multiply By
TO
in.2
0.1550
sq. centimeters (cm2)
sq. ft. – ft.2
0.001
16.39
cu. centimeters (cm3)
cu. in. – in.3
0.061
liters (l)
0.016
liters (l)
cu. in. – in.3
61.02
cu. ft. – ft.3
cu. meters (m3)
0.028
cu. meters (m3)
cu. ft. – ft.3
35.314
cu. ft. – ft.3
liters (l)
28.3
liters (l)
cu. ft. – ft.3
0.0353
ounce – oz.
kilogram (kg)
0.028
grams (g)
ounce – oz.
0.0353
fluid ounce – fl. oz.
milliliter (ml)
29.573
milliliter (ml)
fluid ounce – fl. oz.
0.0338
pound (mass)
kilogram (kg)
0.454
kilogram (kg)
pound (mass)
2.2046
pound (force) – lbs.
0.2248
pound (force) – lbs.
2)
Newton (N)
4.448
Newton (N)
Newton.meters (N.m)
0.113
Newton.meters (N.m)
ft. lbs. (force)
Newton.meters (N.m)
1.356
ft. lbs. (force)
kilogram.meters (kg.m)
0.138
Newton.meters (N.m)
9.807
in. lbs. (force)
kilogram.meters (kg.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
psi (pressure)
0.1450
Kilopascals (kPa)
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
0.0907
quart – qt.
liters (l)
0.946
gallon – gal.
liters (l)
3.785
HP (horsepower)
Watts
745.7
HP (horsepower)
kilowatts (kw)
0.745
A5-6
sq. in. –
megapascals (MPa)
psi (pressure)
145.038
2
2
psi (pressure)
14.2231
2
2
kilograms/cm (kg/cm )
kilopascals (kPa)
98.068
kilogram (kg)
ton (short)
0.0011
metric ton
ton (short)
1.1023
liters (l)
quart – qt.
1.0567
kilograms/cm (kg/cm )
liters (l)
gallon – gal.
0.2642
Watts
HP (horsepower)
0.00134
kilowatts (kw)
HP (horsepower)
1.3410
Standard Torque Chart and Tables
12/99 A05001
#. ! $
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SECTION B STRUCTURES INDEX STRUCTURAL COMPONENTS GRILLE AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Right Deck and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Left Deck and Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Right Deck and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Left Deck and Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B2-1 B2-1 B2-1 B2-1 B2-2 B2-2 B2-3 B2-4 B2-4 B2-4
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BODY PAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Body Pad Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BODY POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BODY SLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Body Sling Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BODY-UP LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicator Arm Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B3-1 B3-1 B3-1 B3-2 B3-2 B3-3 B3-3 B3-3 B3-3 B3-3 B3-4 B3-4 B3-5 B3-5
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BREATHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B4-1 B4-1 B4-2 B4-2 B4-2 B4-2 B4-2 B4-2 B4-2
B01007
Index
B1-1
NOTES:
B1-2
Index
B01007
STRUCTURAL COMPONENTS GRILLE AND HOOD
Installation
Removal 1. Attach lifting device to the hood and grille assembly (1, Figure 2-1). 2. Remove upper mounting capscrews (3) from the hood and grille assembly. 3. Remove all side mounting capscrews (2) from the hood and grille assembly. 4. Disconnect upper hood mounted headlights, if equipped. 5. Lift hood and grille assembly from truck and move to work area.
1. Move hood and grille assembly from work area to truck and lift into place. 2. Install side mounting capscrews (2). 3. Install upper mounting capscrews (3). 4. Connect hood mounted headlights, if equipped.
DECKS The HAULPAK® truck decks are mounted to the frame support structures using rubber mounts, as shown in Figure 2-2. These mounts are placed between the deck and mounting structure to reduce noise and vibration. The rubber mounts should be visually checked periodically and worn or defective mounts should be replaced. When tightening capscrews, tighten the .750 in.-10UNC capscrews to 200 ft. lbs. (271 N.m.) torque. NOTE: Rubber mounting pads should be checked periodically for wear. Rubber pads reduce the amount of vibration and should be replaced as they become worn.
FIGURE 2-1. HOOD AND GRILLE REMOVAL 1. Hood & Grille Assembly 2. Capscrews & Lockwashers 3. Capscrews & Lockwashers
B02008
4. Rubber Retainer 5. Cover 6. Hand Rail 7. Radiator
FIGURE 2-2. TYPICAL DECK MOUNTING DETAIL 1. Button Plug 2. Capscrew & Flatwasher 3. Rubber Mount
Structural Components
4. Nut & Lockwasher 5. Flatwasher 6. Deck Structure
B2-1
FIGURE 2-3. RIGHT DECK REMOVAL 1. Bumper Structure 2. Nut and Lockwasher 3. Capscrew and Flatwasher 4. Ladder 5. Upright
6. Capscrew and Flatwasher 7. Nut and Lockwasher 8. Deck Structure 9. Ground Strap 10. Flatwasher
11. Nut and Lockwasher 12. Rubber Mount 13. Button Plug 14. Capscrew
Removal The decks of the HAULPAK® Trucks are also covered with anti-slip surfaces. These anti-slip coverings should be kept clean and replaced as they become worn.
Right Deck and Components 1. Shut down engine, turn key switch off and allow steering accumulator to bleed down. NOTE: If desired, the entire right deck and components, i.e. grid assembly, battery box, and extended range retarder contactor box can be removed as a complete unit. The following instructions cover deck component removal and installation.
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel.
B2-2
2. Open the battery disconnect switch.
Structural Components
B02008
3. Attach a lifting device to the ladder structure (4, Figure 2-3) and take up slack, remove capscrews and flatwashers (3) nuts and lockwashers (2) securing the ladder to the bumper structure, (1). 4. If equipped, disconnect ladder light wiring. 5. Remove capscrews and flatwashers (6), nuts and lockwashers (7). Remove ladder structure. 6. Remove grid attaching hardware. Remove grid side covers. Tag and disconnect all electrical leads. Attach lifting device to grid lifting eyes.
The right hand deck structure weighs approximately 1500 lbs. (681 Kg). Make sure the lifting device to be used is of adequate capacity. 12. Remove button plugs (13, Figure 2-3) at six locations on the deck surface. Remove nut and lockwasher (11). Remove flatwasher (10) and capscrew (14). Disconnect ground strap (9) at deck support. 13. Carefully raise deck and remove from deck supports. Remove rubber mounts (12, Figure 2-3).
The grid assembly weighs approximately 2,500 lbs. (1135 Kg). Make sure lifting device is of adequate capacity. 7. Disconnect the electrical leads attached to the FP and GRR resistor panel located directly above the grid assembly. Remove resistor panel attaching hardware and move resistor panels to one side to provide clearance for grid assembly removal. 8. Lift grid assembly clear of deck structure and move to a work area.
Left Deck and Cab NOTE: The left hand deck mounting hardware is identical to the right deck, refer to Figure 2-2 for the deck mounting arrangement. 1. Completely bleed down main air tank. Tag and disconnect all hydraulic and air lines which will interfere with deck removal. Cap all lines to prevent entrance of foreign material. 2. Tag and disconnect all electrical connections at locations other than at the cab or cab foot box.
NOTE: If grid assembly or cooling blower repairs are required refer to applicable G.E. publication for service and maintenance procedures. 9. If equipped, tag and disconnect electrical wires at the extended range contactor box. Remove capscrews and washers securing the contactor box to the deck structure. Attach the lifting device to the lifting eyes and remove the contactor box. NOTE: To attach lifting eyes to the right front corner of the deck structure it will be necessary to remove the battery box on trucks equipped with electric start. 10. On trucks equipped with electric start, disconnect and remove batteries. Remove battery cables. Remove battery box mounting hardware and remove battery box. Disconnect clearance light electrical wires. 11. Install lifting eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure.
B02008
If equipped with air conditioning, refer to Section M, Options for instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines. 3. Disconnect and cap air conditioning compressor lines. Disconnect outlet line from receiverdryer and cap line. 4. Disconnect air compressor supply hose at the main air tank and cap the line. 5. If the left hand ladder is to be removed disconnect ladder light wiring if equipped. Disconnect engine shut down switch and battery disconnect wiring. Attach lifting device to the ladder structure. Remove attaching hardware and remove ladder. NOTE: Ladder removal is not necessary to accomplish deck removal. However, the top ladder attaching hardware must be removed.
Structural Components
B2-3
3. Attach the lifting device to the brake grid lifting eyes. Raise brake grid assembly into position. Install attaching hardware. Tighten capscrews to standard torque. Attach all electrical cables and tighten all connections securely. Replace grid side covers. 4. Move the FP and GRR resistor panel into position and install mounting hardware. Tighten capscrews to standard torque. Connect electrical wires and tighten connections securely. 5. Attach lifting device to the extended range contactor box lift eyes and raise into position. Install mounting hardware. Tighten capscrews to standard torque. Connect electrical cables and tighten connections securely. 6. If removed, install the battery box. Tighten mounting capscrews to standard torque. If removed, install and connect batteries. FIGURE 2-4. CAB AND DECK REMOVAL 1. Cab 2. Sling
8. If removed, install ladder. Tighten mounting hardware to standard torque. Connect ladder light wires.
3. Hoist Chains 4. LH Door
6. Remove the retaining screws and clip securing the door stop rod to the cab doors. Removal of the door stop rod from the cab door will prevent stop rod damage when the lifting sling is used. Refer to Figure 2-4.
The cab and deck assembly weigh approximately 5,000 lbs. (2270 Kg). Make sure lifting device to be used is of adequate capacity. 7. Attach a web type sling at the rear of the door opening as shown in Figure 2-4. Carefully lift the cab and deck and observe that all connections have been removed or disconnected. Move the cab and deck to a work area. Installation Right Deck and Components 1. Install new rubber mounts in deck support and front upright, refer to Figure 2-3. 2. Attach lifting device to the deck structure and raise into position. Install capscrew and flatwasher (14, Figure 2-3). Install flatwasher (10), nut and lockwasher (11). Tighten capscrew to 200 ft. lbs. (271 N.m.) torque. Install button plugs (13).
B2-4
7. Connect electrical wires to clearance lights.
Left Deck And Cab 1. Refer to Figure 2-4 and install a web type sling.
The cab and deck weighs approximately 5,000 lbs. (2270 Kg). Make sure lifting device to be used is of adequate capacity. 2. Install new rubber mounts in the deck support and front upright. 3. Raise cab and deck into position. Install capscrew and flatwasher (2, Figure 2-2). Install flatwasher (5) and nut and lockwasher (4). Tighten capscrews to 200 ft. lbs. (271 N.m.) torque. Install button plugs (1). Replace door stop rod retaining screw and clip. 4. Connect all air, hydraulic and electrical lines. Tighten all connections securely. 5. If equipped with air conditioning, refer to Section M, Options for the correct procedure for system service.
Structural Components
B02008
6. If removed, install ladder. Tighten mounting hardware to standard torque. Connect ladder light wiring, engine shut down and battery disconnect if equipped. 7. Start engine and allow systems to charge. Observe for any air or oil leaks. Make sure all shields, covers and clamps are in place. 8. Service the hydraulic reservoir if required. Check for proper operation of the steering and brake systems, including dynamic retarding.
B02008
Structural Components
B2-5
NOTES:
B2-6
Structural Components
B02008
DUMP BODY DUMP BODY
1. Connect cables and lifting device to the dump body and take up slack as shown in Figure 3-1.
Removal
Be sure that lifting device is rated for at least a 35 ton capacity. Total Body Weight is approximately 58,000 lbs. (26,332 kg) 2. Remove mud flaps and rock ejectors from both sides of the truck. 3. On each side of the dump body, remove the keeper plate capscrews (2, Figure 3-2) from the keeper plate (1) on top hoist cylinder eye.
FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables
2. Guide Rope
FIGURE 3-3. BODY PIVOT PIN CROSS SECTION FIGURE 3-2. HOIST CYLINDER MOUNTING 1. Keeper Plate 2. Capscrew & Lockwasher 3. Pin
B03008
4. Snap Ring 5. Bearing 6. Hoist Cylinder
1. Dump Body 2. Spacer 3. Lock Key 4. Keeper Plate
Dump Body
5. Capscrew & Lockwasher 6. Pin 7. Bushing 8. Frame
B3-1
4. Align top eye of hoist cylinder and install hoist cylinder pin. Secure pin with keeper plate. Tighten keeper plate capscrews to 310 ft.lbs. (420 N.m) torque. Refer to Figure 3-2. Some means of supporting hoist cylinders will be necessary prior to removing hoist cylinder pin. After pin removal allow hoist cylinder to rest against the inside dual tire. 4. Drive the top hoist cylinder pin (4) out of the dump body bracket.
5. Install mud flaps and rock ejectors on dump body.
BODY PAD NOTE: It is not necessary to remove the dump body for replacing the body pads. Replace pads if worn excessively. 1. Raise dump body to sufficient height for removal of body pads.
5. Remove the capscrews and lockwashers (5, Figure 3-3) securing the pivot pin keeper plate (4). Pull the pivot pin (6) from each dump body pivot point. Pivot pin spacers (2) will come out after pin is removed. 6. Lift dump body clear of truck and move to storage or work area. Place on blocks. 7. Inspect bushings (7) in the body pivots for wear or damage. Replace, if necessary.
Place blocks between dump body and frame. Secure blocks in place. 2. Remove capscrews, lockwashers and rubber body pad with shim from body pad mounting. Refer to Figure 3-5.
Installation 1. Attach lifting device to dump body and lower over the truck frame. Align the dump body pivot with frame mounting bracket.
3. Install new rubber body pads and shims. Install capscrews and lockwashers. Tighten nuts to 25 ft.lbs. (34 N.m) torque.
2. Install spacers and body pivot pin on each side of truck. Refer to Figure 3-4. 3. Secure pivot pin in place with keeper plate and capscrews. Tighten keeper plate capscrews to 460 ft.lbs. (624 N.m) torque.
FIGURE 3-4. PIVOT PIN INSTALLATION 1. Dump Body 2. Pivot
B3-2
3. Frame
FIGURE 3-5. BODY PAD 1. Dump Body 2. Shim 3. Capscrew, Lockwasher & Nut
Dump Body
4. Body Pad 5. Frame
B03008
Body Pad Adjustment
BODY POSITION INDICATOR
Lower empty dump body until in contact with frame rail. Check each body pad to determine if proper contact has been achieved at each pad. Refer to NOTE. If not, adjust with shims.
The body position indicator is a structure mounted to the canopy of the dump body. The indicator is located to the front right of the operators cab and is designed as a visual reference for the dump body being in the down position.
NOTE: Only the front two pads on each side should be in contact with the frame rail, the rear pad on each side should have a 0.03 in. (0.76 mm) gap between frame rail and body pad.
BODY GUIDE At time of body pad replacement, wear plates, which the body guides contact, should be inspected for serviceability. Prior to checking the gap between the body guides and wear plates, insure the body is centered on the frame. The gap between the guides and wear plates should be 0.12-0.50 in. (3.05-12.7 mm). If the gap is greater than 0.50 in. (12.7 mm), measure the thickness of the wear plate (3, Figure 3-6) and the bent plate of the body guides (4). Replace wear plates or body guides if thickness is 0.55 in. (13.9 mm) or less. Refer to Parts Catalog for parts replacement. NOTE: Size of weld for body guide and wear plate is 0.31 inch unless otherwise specified. Use AWS E 70 Series, Low Hydrogen Type Welding Rods, such as E7016 or E7018.
BODY SLING The body sling is a cable located under the dump body at the rear of the truck. This cable is intended to be used as a safety cable to hold the body in the up position while the technicians work under it. Body Sling Hook-Up With body in the "Up" position: 1. Remove cotter pin (1, Figure 3-8) and clevis pin (2) from the small mounting bracket (4) under dump body.
Inspect body cable and mounting brackets for signs of fatigue or wear before placing the weight of the dump body on these parts. 2. Hook body sling cable to mounting eye of rear suspension lower mounting bracket on the rear drive case. 3. With cable attached, open the Creep down Valve located on the hydraulic tank and let the body down until cable is tight. 4. After work has been completed, raise body, unhook cable and reattach to its storage position.
FIGURE 3-6. BODY GUIDE AND WEAR PLATE 1. Dump Body 2. Frame
B03008
3. Wear Plate 4. Body Guide
FIGURE 3-7. BODY SLING CABLE 1. Cotter Pin 2. Clevis Pin 3. Cable
Dump Body
4. Small Mounting Bracket
B3-3
ROCK EJECTORS Rock ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the dual tires. Failure to keep ejectors in working order 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 dual wheels within 0.25 in. (6.35 mm). 2. The arm structure should be approximately 3.25 in. (8.25 cm) away from the rear wheel spacer ring. Refer to Figure 3-9. 3. Arm structure must be straight. 4. Check for worn wear plates (2). 5. Check for wear on mounting brackets and clevis pins. If the condition of any of these items are unsatisfactory, repair or replace the item.
FIGURE 3-8. ROCK EJECTOR INSTALLATION 1. Rock Ejector Arm 2. Wear Plate
B3-4
3. Rear Wheel Spacer Ring
FIGURE 3-9. ROCK EJECTOR MOUNTING BRACKET (Detail View) 1. Rock Ejector Arm 2. Pin
Dump Body
3. Stop Block 4. Mounting Bracket
B03008
BODY-UP LIMIT SWITCH
Indicator Arm Adjustment
The Body-up Limit Switch is a magnetic proximity switch. It is mounted on the left inside frame rail near the upper rear suspension mount and when properly adjusted will prevent the dump body from going "over center". When the switch is activated by the indicator arm, an electrical signal is sent to the hoist up limit solenoid which prevents additional oil flow to the hoist cylinders, thus limiting body-up travel.
1. Carefully raise dump body to within 6 in. (15.2 cm) of maximum hoist cylinder extension. 2. Position indicator arm (2) as shown in Figure 3-11. 3. Adjust switch (4) to provide an air gap of 0.56 in. (14 mm) between switch and indicator arm.
FIGURE 3-10. BODY-UP LIMIT SWITCH ADJUSTMENT 1. Body Pivot Structure 2. Indicator Arm
B03008
3. Inside Frame Rail 4. Switch
Dump Body
5. Upper Rear Suspension Mount
B3-5
NOTES:
B3-6
Dump Body
B03008
FUEL TANK FUEL TANK
3. Loosen the bottom mounting and top clamp capscrews and take up slack of hoist or fork lift. Remove capscrew (2, Figure 4-1) and capscrews (6) and move tank to clean work area
Removal 1. Drain all fuel from tank to lessen weight to be handled.
4. Remove fuel gauge and sending unit, breather on top of tank, and other fittings as required to carry out interior cleaning.
2. Attach a lifting device capable of handling 3000 lbs. (1362 kg) (empty tank) to the tank before loosening any attachment bolts. Disconnect fuel supply and return lines at the tank. Plug lines to keep out contamination.
FIGURE 4-1. FUEL TANK 1. Fuel Tank 2. Capscrews 3. Mount Cap
B04005 7/90
4. Fuel Gauge 5. Drain Valve 6. Capscrew
7. Flatwasher 8. Rubber Dampner 9. Breather
Fuel Tank
10. Quick Fill Connection (Optional) 11. Cover 12. Washer
B4-1
NOTE: If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. If necessary, consult local authorities on safety regulations before proceeding. The lower mount of the fuel tank is cushioned by rubber dampners (8, Figure 4-1). Replacement of worn items in this area may be necessary after tank removal and before installation. Installation 1. If removed, install fuel gauge and sending unit (4, Figure 4-1) breather on top of tank, and other fittings as required. 2. Lift tank into position, install flatwashers (7) and (12, on 445E/510E arrangement) and capscrews (6). Install cap (3) and capscrews (2). 3. Tighten all mounting hardware to standard torque. Connect and tighten all connections. 4. Fill tank. Cleaning The fuel tank is provided with a drain valve (5, Figure 4-1) located at the bottom of the tank. It is not necessary to remove the tank from the truck for cleaning of sediment, but rust and scale on the walls and baffles can best be removed by taking the tank off the truck. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions. Internal tank cleaning can be accomplished by removing the optional quick fill connection (10, Figure 4-1).
BREATHER The fuel tank is vented through a small mesh type breather installed at the top of the tank. This breather should be cleaned periodically and can be blown out with solvent and reused. The area around the breather must be free of mud and debris that would cover the breather and prevent proper fuel suction and return. Installation is opposite of removal. Note that the breather port on the fuel tank for a standard fill tank is in a different location than quick fill type vents. Also the breathers for quick fill type options are a different size and type. NOTE: Refer to Options, Section "M" of this manual for additional required maintenance for Quick Fill Option.
GAUGE A direct readout type gauge is mounted in an opening in the front of the tank. The gauge is a magnetic arm type with float inside the tank. Removal 1. Drain fuel below level of gauge. 2. Loosen the small screws holding the dial face in the fuel gauge sender unit and remove. 3. Loosen four socket head screws in sender unit and remove from tank. Remove and discard gasket. Installation
Prior to a cleaning procedure of this type, all vents, fuel gauges, 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. If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning. Also, a small amount of light oil should be sprayed into the tank to prevent rust if the tank is to remain out of service. All openings should be sealed after rust prevention.
B4-2
Fuel Tank
1. Install new gasket. 2. Install the sender unit in tank. Take care to insure that float is oriented properly and works freely in vertical plane during installation. 3. Install four socket head capscrews and tighten to standard torque. 4. Install dial face in sender. If a remote readout in the cab is utilized, connect electrical wires. 5. Fill tank and check for leaks.
B04005 7/90
SECTION C ENGINE INDEX POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-5
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radiator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Temperature Thermostats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C3-1 C3-1 C3-2 C3-2
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternator End Play Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine End Play Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determining Shim Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C4-1 C4-1 C4-1 C4-2 C4-2 C4-3 C4-4 C4-4 C4-5 C4-5 C4-6 C4-6
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C5-1 C5-1 C5-3 C5-4
ENGINE COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL AIR CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detroit Diesel Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cummins Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW IDLE SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C6-1 C6-1
C01008
Index
C6-1 C6-1 C6-2 C6-2 C6-2 C6-3 C6-3 C6-3
C1-1
NOTES:
C1-2
Index
C01008
POWER MODULE POWER MODULE The radiator, engine and alternator/blower assemblies are mounted on a roller equipped subframe which is contained within the truck main frame and is referred to as a Power Module. This arrangement permits removal and installation of these components by utilizing the unique Roll In/Roll Out feature. Although the instructions in this section are primarily based upon the Roll Out method for major component removal, the radiator and fan may be removed as separate items. Instructions for radiator and fan removal are contained later in this section. Removal 1. Position the truck in a 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 2-1. HOIST PUMP DRIVE SHAFT 1. Capscrews 2. Companion Flange 3. Alternator
4. Drive Shaft 5. Hoist Pump
Do not work under raised body without first making sure the safety cable is securely installed. NOTE: Plug all ports and cover all hose fittings or connections when disconnecting to prevent dirt or foreign material from entering. 3. Remove grille following instructions in Section B. Remove radiator following instructions in this Section. 4. Disconnect batteries, positive and negative cables. Remove and service batteries if necessary. NOTE: Battery quick disconnect cable between engine and quick disconnect will have to be removed. 5. Disconnect hydraulic pump drive shaft (4, Figure 2-1) at the drive shaft universal joint companion flange (2). 6. Remove clamp (4, Figure 2-2) from the outlet hose on the blower assembly. Support blower hose (5) to prevent damage to flexible couplings. Cover all air duct openings to prevent entrance of foreign material.
C02007
FIGURE 2-2. BLOWER CONNECTIONS 1. Air Intake 2. Mounting Screws 3. Blower/Alternator
Power Module
4. Clamp 5. Blower Hose (Outlet)
C2-1
7. Tag or mark all electrical connections to be disconnected. Disconnect all 24 volt and high voltage electrical leads that would interfere with power module removal. Connections are located on the alternator and engine assemblies.
13. Remove capscrews, flat washers, lockwashers and nuts securing the rear portion of the center deck to the main frame cross member. Lift center deck and remove from machine.
8. Remove mounting screws (2, Figure 2-2) securing blower intake and remove gasket.
14. Disconnect exhaust ducts (9, Figure 2-5) on left and right side of engine by removing mounting hardware. Cover turbocharger exhaust openings to prevent entrance of foreign material.
9. Open drain valve on bottom of main air tank and bleed off air pressure.
15. Remove air compressor supply (8), air cleaner indicator (4), and Cummins throttle (10) hoses.
10. Mark and disconnect all electric, air, oil and fuel lines that would interfere with power module removal. Cover or plug all lines and their connections to prevent entrance of dirt or foreign material. To simplify this procedure, most connections utilize quick disconnects located on the left side of the engine (4, Figure 2-3).
16. Loosen clamps (6) at hump hoses (7) and flexible elbows (2) securing air inlet ducts to turbochargers and air cleaners (1). Remove clamps (5, Detroit Diesel) and remove all air ducts. Cover all openings to prevent entrance of foreign material.
11. Disconnect electrical wiring, hoses and air duct hanger supports (11, Figure 2-5) that would interfere with center deck removal. 12. Attach hoist to the center deck. Remove all capscrews, flat washers, lockwashers and nuts securing the center deck (2, Figure 2-3) to front support structure.
17. Remove capscrews and washers securing cover plate to the front bumper. Remove cover plate. 18. Disconnect grounding strap located at the front right corner of the engine subframe. 19. Remove capscrews and lockwashers (1, Figure 2-4) securing front subframe support (2) to main frame.
Install safety chain around the front engine subframe cross member and main frame to prevent the power module from rolling when the subframe rollers are installed.
FIGURE 2-4. FRONT SUBFRAME SUPPORT
FIGURE 2-3. CENTER DECK REMOVAL 1. Rear Mount 2. Center Deck
C2-2
3. Front Mount 4. Quick Disconnects
1. Capscrews & Lockwashers 2. Subframe Support
Power Module
3. Capscrew 4. Frame
C02007
FIGURE 2-5. ENGINE AIR INLET AND EXHAUST SYSTEMS, 2000 HP 1. Air Cleaner Assembly 2. Flexible Elbow 3. Upright Support Clamp 4. Air Cleaner Restriction Indicator Line Port
C02007
5. Clamps 6. Clamp 7. Hump Hose 8. Air Compressor Inlet Air Port
Power Module
9. Exhaust Duct 10. Cummins Throttle Cylinder Exhaust Air Port 11. Hanger Clamp
C2-3
FIGURE 2-6. REAR SUBFRAME MOUNTS 1. Subframe 2. Main Frame 3. Mounting Bracket
FIGURE 2-7. SUBFRAME ROLLERS
4. Capscrews 5. Bushing 6. Mounting Cap
1. Roller Assembly 2. Subframe
20. Remove capscrews (5, Figure 2-6) and caps (6) securing subframe mounting bushings (4) to the subframe support bracket at rear of subframe. 21. Check engine and alternator to make sure all cables, wires, hoses, tubing and linkages have been disconnected.
Lift power module only at the lifting points on subframe and engine/alternator cradle structure.
3. Capscrews
24. Roll the power module forward until lifting device can be attached to the rear engine and alternator lifting points, refer to Figure 2-8. 25. Block the subframe and install safety chain to prevent subframe from rolling. Reposition lifting device and attach to rear engine and alternator lifting points. 26. Raise the power module slightly to determine if module is on an even plane. Move the power module straight out of truck and to a clean work area for disassembly.
22. Raise the rear portion of engine subframe and install subframe rollers (Refer to Figure 2-7). Lower the rear portion of the subframe carefully until the rollers rest on the main frame guide rail. NOTE: Subframe rollers are supplied in the truck tool group and should be installed as shown in Figure 2-7.
The engine, alternator, radiator and subframe weigh approximately 22,000 lbs. (9988 kg). Make sure the lifting device has adequate capacity. 23. Attach hoist to front subframe lifting points and remove the safety chain.
C2-4
Power Module
FIGURE 2-8. POWER MODULE LIFT POINTS 1. Module Lifting Tool 2. Main Alternator 3. Module Lift Points
4. Engine 5. Power Module Subframe
C02007
Installation 1. Inspect the main frame guide rails. Remove any debris which would interfere with power module installation. 2. Clean the rear engine support brackets. Apply a light film of soap solution to each rubber bushing located at the rear of the subframe. 3. Check the subframe rollers making sure they roll freely. Make sure rollers are in the roll-out position. 4. Attach a lifting device to the power module lift points as shown in Figure 2-8.
The complete power module weighs approximately 22,000 pounds (9988 kg). Make sure lifting device to be used is of an adequate capacity. 5. Raise the power module and align the subframe rollers with the main frame guide rail. Refer to Figure 2-9. 6. Lower the power module to the subframe guide rail, relax the hoist slightly and roll the power module into truck frame until lifting chains contact cross frame. Block under the front of the subframe and lower to allow repositioning the hoist.
12. Reposition the hoist to lift the front portion of the subframe. Raise enough to allow removal of blocking. 13. Lower the subframe and align the front subframe support bracket with the tapped holes in the main frame. Install capscrews and lockwashers (1, Figure 2-4). Tighten capscrews to 220 ft.lbs. (298 N.m) torque. 14. Install the rear subframe mounting caps and secure caps in place with capscrews. Tighten capscrews to 407 ft.lbs. (552 N.m) torque. 15. Replace cover plate on front bumper, secure cover plate in place with capscrews and lockwashers. Tighten capscrews to 120 ft.lbs. (163 N.m) torque. 16. Connect all electric, air, oil and fuel lines. Tighten connections securely to insure against leaks. 17. Connect all engine intake and exhaust ducts. Tighten clamps securely to insure a positive seal is made. 18. Connect sub-frame ground cable. Tighten connection securely to insure a good ground. 19. Connect drive shaft universal joint between alternator and pump. Tighten capscrews to standard torque. Replace drive shaft cover.
7. Install a safety chain around the truck frame and the front subframe cross member. The safety chain will prevent the power unit from rolling forward. 8. Place a small block behind each rear subframe roller to prevent rolling. 9. Remove the lifting device from the hoist. Reposition hoist to allow lifting at the front lift eyes on the power module subframe. Remove the small blocks behind the subframe rollers and the safety chain and slowly roll the power module into position over the rear frame mounting brackets. 10. Block the front of the subframe and reposition hoist to raise the rear portion of the subframe just enough to permit removing the subframe rollers.
FIGURE 2-9. POWER MODULE INSTALLATION
11. Lower the rear portion of the subframe until the subframe rubber bushings are seated in the rear mounting brackets located on the main frame of the truck.
C02007
Power Module
C2-5
20. Attach hoist to the center deck and lift into position. Align the rear center deck mounting holes with the main frame cross member mounting pads. Install capscrews, flat washers and nuts. Do not tighten at this time. 21. Align the front center deck mounting holes with both left and right upright supports. Install capscrews, flat washers, lockwashers and nuts.
24. Attach hoist to the grille structure and raise into position over radiator. 25. Align the top and bottom mounting holes and install capscrews, flat washers, rubber washers, lockwashers and nuts. Tighten capscrews to standard torque. 26. Connect battery cables.
22. Tighten all mounting capscrews using standard torque values.
27. Service radiator and engine with appropriate fluids. Refer to Section P for capacity and fluid specifications.
23. Connect all air filter service indicator, air compressor, and throttle (if equipped with Cummins engine) air lines to the engine inlet air ducts.
28. Verify proper operation of all systems and controls.
C2-6
Power Module
C02007
COOLING SYSTEM RADIATOR Removal 1. Drain coolant from radiator and engine. Be prepared to catch approximately 108 gallons (409 liters) of coolant. If the coolant is to be reused, it must be stored in clean containers. 2. If radiator is being removed without the removal of the complete power module, remove grille and hood according to "Removal" instructions in Section "B". 3. Disconnect air supply line to the radiator top tank pressure regulating valve. 4. Unclamp and remove all coolant lines between the radiator and engine. Cap engine fittings to prevent contamination. 5. If the truck is equipped with radiator shutters, disconnect air lines to these components. FIGURE 3-2. FAN GUARD INSTALLATION
6. Attach hoist to lift radiator and take up slack. 7. Remove the radiator side supports by removing nuts, lockwashers and flat washers from upper end of each support (2, Figure 3-1).
1. Capscrew & Lockwasher
2. Fan Guard 3. Radiator Shroud
9. Remove nuts, lockwashers, flat washers and capscrews to free the lower end of the radiator at the subframe mounting plate. 10. Lift radiator slightly with the hoist, move assembly forward until clear of engine fan. Move radiator to work area for service. NOTE: Shims may be present between the radiator and subframe mounting plate, if so, these shims should be kept with the radiator for use at installation. The shims are used to equalize engine fan blade tip clearance in the shroud ring. Service Radiator service is a specialized function usually not accomplished by most maintenance shops. The large size and weight of the off-road truck radiators dictates that a specialized radiator shop be used for service and repair on the radiators. Installation 1. Attach sling and hoist to the radiator assembly and lift into position on the subframe.
FIGURE 3-1. RADIATOR REMOVAL 1. Lifting Chains 3. Radiator 2. Radiator Support 8. Remove capscrews and lockwashers (1, Figure 3-2) to free fan guard (2) from radiator shroud. Move fan guard to the rear and hang on the fan pulley clear of the radiator shroud.
C03007
2. Replace any shims that were removed from between the subframe mounting plate and the radiator mounting surfaces. Secure radiator with capscrews, flat washers, lockwashers and nuts. Tighten nuts to 125 ft.lbs. (169 N.m) torque.
Cooling System
C3-1
3. Check engine fan blade tip clearance at top and bottom of the radiator fan shroud ring. Clearance must be equalized top and bottom. If not, remove capscrews, washers and nuts and adjust shim pack as necessary to equalize this clearance. Replace fasteners and tighten as in Step 2. 4. If lower mounting brackets for side supports were removed, install both brackets and secure each with capscrews and lockwashers. Tighten capscrews to 65 ft.lbs. (88 N.m) torque. 5. Install rubber mounts in mounting brackets if these were removed. 6. Install nut, lockwasher and flatwasher on each end of radiator support rod and install rod between mounting brackets on radiator and frame. Install second flat washer and nut on each end of support rod. Repeat on second support rod on other side of the radiator. 7. Adjust the radiator support rods to position the radiator perpendicular to the subframe within 0.12 inch (3.0 mm). Tighten the support rod locknuts to 525 ft.lbs. (712 N.m) torque. Recheck perpendicularity of radiator. 8. Install upper radiator hoses and lines between radiator and engine, seat hoses fully and tighten clamps securely. 9. Install lower radiator hoses and lines between radiator and engine, seat hoses fully and tighten clamps.
Visual Inspection 1. Check coolant level and thoroughly inspect system for leaks. 2. Inspect radiator fins for restrictions. Be certain the air flow through the radiator is not restricted by debris or bent radiator fins. 3. Visually inspect fan blades for damage. Check radiator cap sealing surfaces. If overheating and loss of coolant is a problem, a pressure loss in the system could be the cause. If an overheating condition is indicated on the temperature gauge and loss of coolant is not evident, check the accuracy of the temperature gauge as follows: a. Start the engine. b. Partially cover the radiator to reduce air flow and cooling. Suspend a thermometer through the radiator cap opening so it contacts only the coolant. The reading on the instrument panel should agree with the reading on the thermometer. Pressure Cap One of the causes of cooling system pressure loss can be a faulty pressure cap seal. Inspect the pressure cap carefully for possible damage to the seal or sealing surfaces. Any build-up of deposits on the cap, seal or filler neck should be removed. Water Temperature Thermostats
10. If the fan guard was disassembled, position around engine fan hub and join the two sections with capscrews, lockwashers, flatwashers and nuts. Tighten nuts to 25 ft.lbs. (34 N.m) torque. Position fan guard on radiator shroud and secure with capscrews, flat washers and lockwashers (1, Figure 3-2.) Tighten capscrews to 25 ft.lbs. (34 N.m) torque.
The opening temperature of the thermostats (bench test in atmospheric pressure) is 165°F (74°C). The thermostats should be fully open at approximately 180°F (82°C).
11. Connect air lines to the radiator top tank air pressure regulating valve.
3. Apply heat to the pan and stir the water to maintain uniformity while observing the opening temperature of the thermostats.
12. Install grille and hood as per instructions in Section "B". 13. Make sure all coolant drains are closed and all hoses installed. Service cooling system with the proper mixture of antifreeze as recommended in the Lubrication and Service Section. Check for static leakage and correct any leaks. Start engine and run until at operating temperature, recheck the cooling system for leakage during engine run.
C3-2
1. Remove the thermostats from the engine. 2. Suspend the thermostats and a thermometer in a pan of water.
4. If the thermostats do not operate correctly, install new thermostats and gaskets.
Cooling System
C03007
POWER TRAIN ALTERNATOR Removal The following instructions cover the removal of the main alternator with inline blower assembly from the Detroit Diesel or Cummins engine after the power module has been removed from the truck. 1. Attach hoist with three lifting chains to alternator lifting eyes. Attach two of the chains to the lift eyes located at 10 o'clock and 2 o'clock. Attach the third chain to the front, 12 o'clock lift eye.
When lifting alternator, attach hoist to lift eyes only. Use care to prevent damage to fiberglass blower housing. (Weight: 7,400 lbs. (3357 kg)) 2. Disconnect air and lubrication lines from air starter and cap all lines to prevent entrance of foreign material. Remove starter. If equipped with electric starters, remove cables and remove starter motors.
FIGURE 4-2. ALTERNATOR ROTOR DRIVE ACCESS 1. Flywheel Housing Adapter 2. Access Hole
3. Block under rear of engine a. Loosen cradle adjustment setscrews (3, Figure 4-9). b. Loosen engine/cradle capscrews (6, Figure 4-1).
3. Capscrew 4. Engine Flywheel
4. The capscrews attaching the engine flywheel to the alternator rotor can be accessed through a hole near the starter mounting flange (2, Figure 4-2). Rotate the flywheel and remove MDUL all capscrews.
FIGURE 4-1. POWER MODULE 1. Alternator/Cradle Mounting Capscrews 2. Rear Alternator Lift Points (2)
C04010
3. Front Alternator Lift Point 4. Flywheel Housing to Alternator Housing Mounting Hardware
Power Train
5. Cradle Structure 6. Engine Mount Capscrews
C4-1
5. Remove capscrews, and nuts from the studs, securing alternator housing to the engine flywheel housing adapter. (4, Figure 4-1) 6. Take up hoist slack and remove capscrews and lockwashers (1) securing the alternator to the engine/alternator cradle structure. 7. Keep alternator as level as possible and move away from engine. Use care to prevent damage to alternator mounting studs. Retain shims for possible use during reinstallation. 8. For further disassembly instructions for the alternator refer to the General Electric Service Manual. Installation
FIGURE 4-3. ARMATURE CENTERING SHIMS
The following instructions, Engine/Alternator Mating, must be followed to ensure proper alignment and engine crankshaft endplay.
1. Alternator Housing
2. Rotor Drive Adapter
Alternator End Play Measurement 1. Thoroughly clean the alternator housing frame face and the rotor drive adapter face. 2. With the alternator in a horizontal position, place a level on the alternator housing and block it so housing is level.
Failure to follow these instructions can result in serious damage to the engine and/or alternator.
3. Shim coupling adapter with a 0.062 in. (1.57 mm) shim between each of the four radius corners of the rotor drive adapter and alternator housing. Because of machining tolerances between inside diameter and the coupling adapter flange, there is a possibility that a small number of shims must be added or subtracted from the above shim pack to line up the rotor as close as possible to its center line. (Refer to Figure 4-3.)
ENGINE/ALTERNATOR MATING Before attaching the alternator to the engine it is essential the axial end play and axial alignment of the crankshaft be maintained within limits. This will prevent possible thrust washer failure due to insufficient crankshaft end play and assure alternator to engine alignment to avoid placing an overstress condition on the rear main bearings, flywheel housing adapter and flex coupling. This procedure is to assure that crankshaft and alternator end play will remain within specification and the rotor and stator frame will be in alignment with the crankshaft.
ALTERNATOR MOUNTING SPECIFICATIONS Detroit Diesel 16V149TIB
Cummins KTTA 50C:
Max. Flywheel Housing or Adaptor Eccentricity
0.013 in. (0.33 mm) TIR
0.010 in. (0.25 mm) TIR
Max. Axial Runout of Flywheel Housing or Adaptor
0.013 in. (0.33 mm) TIR
0.010 in. (0.25 mm) TIR
Max. Eccentricity of Drive Ring (Flywheel)
0.011 in. (0.28 mm) TIR
0.007 in. (0.18 mm) TIR
Max. Axial Runout of Drive Ring (Flywheel)
0.011 in. (0.28 mm) TIR
0.010 in. (0.25 mm) TIR
Max. Eccentricity of Flywheel to Housing Adaptor
0.026 in. (0.66 mm) TIR
Max. Arial Runout of Flywheel to Housing Adaptor
0.026 in. (0.66 mm) TIR
Crankshaft End Clearance
.004-.014 in. (0.10-0.36 mm) .005-.017 in. (0.12-0.43 mm)
GE Alternator Rotor End Clearance
C4-2
0.005-0.031 in. (0.12-0.78 mm)
Power Train
C04010
6. Pull rotor toward rotor drive adapter end, and read total bearing movement, taking two or three readings for verification. 7. Move the rotor to half the distance of the bearing movement reading, this should place the bearing at center line of bearing race. 8. With the rotor in this position, place a parallel steel bar across the rotor drive adapter face and measure the distance between the adapter face and the alternator housing frame face. Take four readings 90 apart and record the average of readings as measurement “A”. (Refer to Figure 4-5.) Engine Endplay Measurement FIGURE 4-4. MEASURING ALTERNATOR ROTOR END PLAY 1. Dial Indicator 2. Rotor Drive Adapter
NOTE: Loosen or remove engine fan belt prior to measuring crankshaft endplay. 1. Place dial indicator on flywheel housing adapter with dial pointer on flywheel face. (Refer to Figure 4-6.)
3. Alternator Housing
a. If available, remove front crankshaft pulley and vibration dampener and install tool for prying crankshaft forward and backward.
4. Place a magnetic base dial indicator on the alternator housing face with its indicator stem on the rotor drive adapter. (Refer to Figure 4-4.)
b. If above tool is not available, an engine side plate cover can be removed and a bar used to pry the crankshaft forward and backward. This method does not require removal of the pulley or vibration dampener. Use caution to prevent internal engine damage or entrance of dirt. Do not pry on vibration dampener!
5. Push rotor toward the commutator end as far as the commutator bearing will allow it to move. Hold the rotor in this position and set the dial indicator at 0" reading.
FIGURE 4-5. DETERMINING MEASUREMENT “A” 1. Alternator Housing 2. Rotor Drive Adapter
3. Parallel Bar
FIGURE 4-6. MEASURING CRANKSHAFT ENDPLAY 1. Flywheel Housing or Adapter
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Power Train
2. Engine Flywheel 3. Dial Indicator
C4-3
2. Pull crankshaft toward front of engine as far as crankshaft bearings will allow it to move. Hold crankshaft in this position and set dial indicator at 0" reading.
Determining Shim Requirements 1. If the alternator reading Measurement A is greater than the engine reading Measurement B:
3. Push crankshaft toward rear of engine, read total bearing movement, taking two or three readings for verification.
Shim between the alternator stator frame face and flywheel housing face (5, Figure 4-8) by difference of these readings with allowable tolerance of 0.002 in. (0.051 mm). 2. If the engine reading Measurement B is greater than the alternator reading Measurement A:
4. Move crankshaft to half the distance of the total end play reading; this should place the crankshaft in the center of its end play.
Shim between armature rotor coupling adapter and engine coupling (6, Figure 4-8) by difference of these readings, with allowable tolerance of 0.002 in. (0.051 mm).
End play measurement should be 0.004-0.014 in. (0.10-0.36 mm) for a Detroit Diesel engine or 0.005-0.017 in. (0.12-0.43 mm) for a Cummins engine. If end play is not within these specifications consult the Engine Service Manual for service procedures. With engine crankshaft in center of its end play, measure from the flywheel housing face (1, Figure 4-7) to the rotor drive adapter mating face on flywheel (2). Take four readings 90° apart and record the average of the readings as measurement “B”.
FIGURE 4-8. SHIM PLACEMENT LOCATION 1. Alternator Housing 2. Rotor Drive Adapter 3. Flywheel
4. Flywheel Housing or Adapter 5. Shim Location
Installing Alternator on Engine FIGURE 4-7. DETERMINING MEASUREMENT “B” 1. Alternator Mounting Face 2. Rotor Drive Adapter Mounting Face
C4-4
3. Engine Flywheel
Power Train
1. Use the three brackets provided on the alternator for lifting. The top front lifting bracket should be equipped with some method of adjusting the alternator to keep it horizontal. The remaining two chains should be of equal length.
C04010
2. Install shim pack determined in previous steps. Carefully move alternator into place and engage flywheel coupling dowel pins into alternator rotor drive adapter. 3. Install four flywheel housing adapter-to-alternator rotor drive adapter capscrews and flat washers at 90° intervals, but do not tighten fully. 4. With feeler gauge, measure gap between flywheel housing adapter ring and alternator housing and adjust housing to get equal gap 360° around the adapter ring within 0.002 in (0.051 mm). 5. Install remaining capscrews, washers, and nuts. Torque flywheel housing adapter-to-alternator housing hardware (4, Figure 4-1) alternately in a crisscross pattern to 175 ft.lbs. (235 N.m) torque. 6. Install the engine flywheel-to-rotor drive ring bolts (3, Figure 4-2) and torque to 175 ft.lbs. (235 N.m). 7. Install alternator-to-cradle structure mounting bolts (1, Figure 4-1) and torque to 525 ft.lbs. (712 N.m) if equipped with a Detroit Diesel or 750 ft. lbs. (1017 N.m) for a Cummins engine. 8. Tighten engine-to-cradle structure mounting bolts (6, Figure 4-1) to 125 ft.lbs. (170 N.m) torque if equipped with a Detroit Diesel or 310 ft. lbs. (420 N.m) for a Cummins engine. 9. Equalize gap at right and left side of Engine/ Alternator cradle structure at mounting pin (Refer to Figure 4-9):
FIGURE 4-9. CRADLE GAP EQUALIZATION 1. Cradle Structure 2. Jam Nut
3. Adjustment Set-screw 4. Subframe
ENGINE Removal Refer to instructions in the appropriate section for removal instructions for the Power Module, alternator, and radiator assembly.
a. Loosen jam nuts (2) and adjust set screws (3) to equalize gap within 0.06 in. (1.5 mm). b. Lock setscrews by tightening jam nuts. 10. Check crankshaft end play with a magnetic base dial indicator at the front of the crankshaft. Refer to the Alternator Mounting Specifications chart for the engine installed. Do not pry against the crankshaft damper.
The engine weighs approximately 11,200 lbs. (5080 kg). Be sure lifting device is capable of lifting the load.
11. If end play cannot be obtained, repeat engine/ alternator mating procedure. 12. Rotate the crankshaft one full revolution and listen for any unusual noise caused by moving components contacting stationary parts. Install engine side-cover if removed. 13. Install lockwire on all alternator mounting capscrews.
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Power Train
1. Remove capscrews and lockwashers securing front engine mounts to subframe. (Refer to Figure 4-10). 2. Attach lifting device to front and rear lift eyes on engine. Remove capscrews and lockwashers securing engine to cradle structure (3) mounted on the subframe. 3. Lift engine from subframe and move to clean work area for further disassembly.
C4-5
Service Complete instructions covering the disassembly, assembly and maintenance of the engine and its components can be found in the engine manufacturer's service manual. Installation
ENGINE RPM SPECIFICATIONS Detroit Diesel Engine Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . 750 RPM Retard. . . . . . . . . . . . . . . . . . . . . . . . . . .1675 RPM Full Load . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
1. Align engine to subframe and install front mounting capscrews, hardened flatwashers, and lockwashers (Figure 4-10). Align and install rear engine mounting capscrews and lockwashers through cradle structure. Tighten front mounting capscrews to 220 ft.lbs. (298 N.m) torque if equipped with Detroit Diesel or 310 ft. lbs. (420 N.m) if equipped with Cummins engine. Install rear capscrews (2) but do not tighten. 2. Install alternator on engine following instructions for Engine/Alternator Mating. 3. Tighten rear engine mounting capscrews to 125 ft.lbs. (170 N.m) torque if equipped with a Detroit Diesel or 310 ft. lbs. (420 N.m) for a Cummins engine after alternator is installed.
High Idle, No Load . . . . . . . . . . . . . . . . 2040 RPM Cummins Engine Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . 750 RPM Retard. . . . . . . . . . . . . . . . . . . . . . . . . . .1675 RPM Full Load . . . . . . . . . . . . . . . . . . . . . . . 2100 RPM High Idle, No Load . . . . . . . . . . . . . . . . 2300 RPM
FAN For engines equipped with a fan clutch, refer to Section M for detailed service information. Refer to the engine manufacturer’s service manual for instructions regarding fan belt replacement and tension adjustment procedures.
FIGURE 4-10. TYPICAL ENGINE MOUNTING (Detroit Diesel Shown) 1. Front Engine Mount 2. Rear Engine Mount
C4-6
3. Cradle Structure 4. Engine Lift Points
Power Train
C04010
SECTION C5 AIR CLEANERS INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Service Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7 Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05005 11/01
Air Cleaners
C5-1
NOTES
C5-2
Air Cleaners
11/01 C05005
AIR CLEANERS Air used by the diesel engine and by the truck's air system passes through the air cleaner assemblies mounted on the front of the truck. These dry type air cleaners discharge heavy particles of dust and dirt by centrifugal action in precleaner sections and then filter finer particles as air passes through filter elements. The air compressor intake line is connected into the engine air intake line immediately after air cleaner.
2. During operation or after the engine has been shut down, observe the instrument panel mounted air cleaner service vacuum gauges. Filter service is required when a gauge shows maximum restriction. 3. Make certain that the air inlets on the air cleaners are free of obstruction, inlets must not be clogged or damaged. 4. Check all engine air intake lines, hoses and clamps. All connections and joints must be air tight to prevent entrance of dirty air. 5. Air cleaner housing fasteners and mountings must be tight. 6. After filter service has been accomplished, reset air cleaner service vacuum gauges by pushing the reset button in center of gauge.
Filter Element Replacement
The truck engine MUST NEVER be operated with elements removed. Engine operation with filter elements removed can cause serious engine damage. Run the engine ONLY with the air cleaner assembly completely assembled and closed. FIGURE 5-1. AIR CLEANER 1. Dust Collector 3. Air Intake Cover 2. Precleaner Section 4. Element Cover
Main filter element restriction is registered by service indicators located on right hand instrument panel. As filters become clogged with dirt, a differential vacuum is created by engine demand for air, causing indicator float to rise and expose red area of float to denote that filter service is needed.
Service Checks
1. Shut engine down. Clean area around filter element cover.
The truck engine must be shut down before servicing the air cleaner assemblies or opening the engine air intake system. 1. Inspect and empty air cleaner dust collectors at regular intervals. Daily inspections are recommended. Do not allow dust level in the collectors to build up to the Donaclone tube section (precleaner).
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Air Cleaners
2. Loosen large wing nut (5, Figure 5-2) on air cleaner to free main element assembly. 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, wing nut assembly must be removed from element assembly and installed on new filter element.
C5-3
FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY 1. Dust Cap 2. Dust Cap Gasket 3. Donaclone Tube 4. Unfiltered Air Inlet
C5-4
5. Wing Nut 6. Wing Nut Gasket 7. Safety Element Indicator
12. Clean Air Outlet 8. End Cover 9. Safety Filter Element 13. Pre-cleaner Gasket 14. Safety Filter Element 10. Main Filter Element Gasket 11. Main Element Gasket
Air Cleaners
11/01 C05005
4. Check safety (secondary) filter element indicator nut (7). If solid red area is showing, safety filter replacement is required. If center is green, safety element does not require service.
Have a new safety (secondary) filter element on hand before removing old one. Do not keep intake system open to the atmosphere any longer than absolutely necessary. 5. If indicator indicates safety filter replacement is required, remove indicator and remove safety filter element. Discard element; DO NOT attempt to clean the safety element.
Main Filter Element Cleaning NOTE: Remember that only main filter elements may be cleaned and then only if they are structurally intact, do not reuse any element which is damaged. DO NOT clean and reuse the safety (secondary) filter elements, replace these items when clogged or damaged. After inspection, determine if the element should be cleaned by either washing or compressed air methods. If element is clogged with dust, compressed air will clean element. If element is clogged with carbon, soot, oil and/or dust, the compete washing procedure will produce the best results.
6. Reset the indicator nut from RED to GREEN by gently blowing air into threaded hole from gasket side of nut. 7. Install new safety element and tighten safety indicator wing nut to 10 ft. lbs. (13 N.m) torque. 8. Install clean or new, main filter element into air cleaner and secure with wing nut. Tighten wing nut hand tight, do not use a wrench or pliers. If filter element is being reused, make sure sealing gasket is not damaged. The gasket must seal completely. 9. Close and latch the dust collectors on the bottom of the air cleaner assembly.
1. Wash elements with water and detergent as follows: a. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate element back and forth in the solution to loosen dirt deposits. DO NOT soak elements for more than 24 hours. b. Rinse element with a stream of fresh water in the opposite direction of normal air flow until rinse water runs clear. Maximum permissible water pressure is 40 psi (276 kPa). A complete, thorough rinse is essential. c. Dry the element thoroughly. If drying is done with heated air, the maximum temperature must not exceed 140°F (60°C) and must be circulated continually. Do not use a light bulb for drying elements. d. When the element is thoroughly clean, inspect carefully for even the slightest ruptures or punctures and for damaged gaskets. A good method to detect ruptures in the paper filter material is to hold a light inside filter element as shown in Figure 5-3 and inspect outer surface of element, any holes or ruptures will be easily spotted. If holes or ruptures are found, do not reuse the element, discard and install a new unit.
FIGURE 5-3. INSPECTING FILTER ELEMENT
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Air Cleaners
C5-5
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.
FIGURE 5-5. CLEANING DONACLONE TUBES
FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR
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.
Precleaner Section
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 if tubes become clogged with oil, sludge or dirt.
FIGURE 5-6. WASHING AND SOAKING OF PRECLEANER SECTION
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.
C5-6
Air Cleaners
11/01 C05005
Cleaning Precleaner Tubes
Air Intake Troubleshooting
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.
To insure maximum engine protection, be sure that all connections between air cleaners and engine intake are tight and positively sealed. If air leaks are suspected, check the following:
1. 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. 2. Heavy plugging of tubes may require soaking and washing of complete precleaner section. The following instructions cover these procedures.
1. All intake lines, tubes and hump hoses for breaks, cracks, holes, etc., which could allow an intake air leak. 2. Check all air cleaner gaskets for positive sealing. 3. Check air cleaner elements, main and safety, for ruptures, holes or cracks. 4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.
NOTE: The precleaner section may be separated from the air cleaner assembly without dismounting the complete air cleaner from the truck. 3. Remove the air intake cover (3, Figure 5-1). Remove capscrews and locknuts holding precleaner section to the cleaner assembly and remove precleaner. The safety element must remain in place to protect the engine intake. 4. Loosen clamps and remove dust collector cup from precleaner section. 5. Submerge precleaner section in a solution of Donaldson D-1400 and warm water (mix solution according to package directions). Tube section must be down. Soak for 30 minutes, remove from solution and rinse thoroughly with fresh water and blow dry. 6. Severe plugging may require the use of an Oakite 202 and water solution. The solution should be mixed 50% Oakite 202 and 50% fresh water. Soak precleaner section for 30 minutes, rinse clean with fresh water and blow dry completely. 7. Check precleaner gaskets carefully for any evidence of air leaks, replace all suspected gaskets. 8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and replace all mounting hardware removed. 9. With a serviceable gasket, install dust collector cup assembly on precleaner section and secure with mounting clamps.
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Air Cleaners
C5-7
NOTES
C5-8
Air Cleaners
11/01 C05005
ENGINE COMPONENTS THROTTLE CONTROL AIR CYLINDERS The throttle control cylinder(s) controls the engine RPM. The cylinder is controlled by the operator's throttle treadle valve. Various system components and the position of the engine idle switch can affect the RPM range available to the operator. On Detroit Diesel engines, one cylinder provides the full range of engine RPM (750 to 2040 RPM) and also is designed to provide a midrange engine speed (1675 RPM) required while operating the dynamic retarding system. On Cummins engines, two cylinders are required. The inboard cylinder provides full range RPM (750 to 2300 RPM). The outboard cylinder controls the dynamic retarding RPM (1675 RPM). Detroit Diesel Engine Throttle Cylinder Removal 1. Remove the hoses attached to the cylinder ports.
2. Remove hardware attaching cylinder rod eye to the governor. 3. Remove cylinder anchor bolt (1, Figure 6-1) and remove cylinder. Throttle Cylinder Installation 1. Attach cylinder with cylinder eye bolt. Do not tighten cylinder anchor bolt (1, Figure 6-1) excessively. Cylinder must be able to pivot freely. 2. Thread bearing rod end (2) into cylinder rod until it bottoms and then back out 11 turns. 3. Install throttle control lever (9) on governor shaft with head of capscrew (3) toward throttle cylinder. Reversing this installation may cause interference with governor control lever. 4. With throttle control lever (9) connected to throttle cylinder and air system charged, turn key switch to the On position to retract the cylinder. Rotate governor throttle shaft (4) fully clockwise (facing shaft) and tighten throttle control lever clamp capscrew (3).
FIGURE 6-1. DETROIT DIESEL ENGINE THROTTLE AIR CYLINDER 1. Cylinder Anchor Bolt 2. Rod End 3. Shaft-Clamp Capscrew 4. Governor Throttle Shaft
C06008 11/92
5. Low Idle Adjustment Bolt 6. Cylinder Rod 7. High Idle Adjustment Bolt 8. Throttle Control Lever Stop
Engine Components
9. Throttle Control Lever 10. Restrictor Fitting
C6-1
NOTE: If the throttle response is too quick, a restricted fitting (10) may be installed in the throttle control air part of the throttle cylinder. The following procedure requires operation of the engine. Use caution when working near the fan, belts, and other rotating equipment. Adjustment 1. Start engine and allow air system to reach 135 psi (931 kPa). Adjust idle to 750 RPM by the adjustment bolt (5) on top of governor. 2. Turn Key Switch Off to cause engine to advance to dynamic retarding RPM. Adjust to 1675 RPM by loosening throttle cylinder rod end locknut and rotating cylinder rod (6). Hold rod and retighten locknut. 3. Turn Key Switch On. Engine should return to low idle. Step down fully on throttle pedal and adjust engine high idle (no load) to 2040 RPM by setting the small adjusting bolt (7) on the throttle cylinder side of the governor body. 4. Adjust throttle control lever stop (8) to touch (no clearance) the throttle control lever.
Cummins Engine Throttle Removal 1. Remove hoses from cylinder fittings 2. Remove adjusting nuts (3) and jam nuts (2) from piston rod. 3. Remove cylinder mounting nuts (1, Figure 6-1) from cylinder rod mounting bracket. Installation 1. Mount the longer of two cylinders to inboard position of cylinder bracket and secure with the mounting nut. 2. Mount shorter retard cylinder to outboard position of bracket securing with mounting nut. 3. Install cylinder rod jam nuts (3) to threaded end of both cylinders. 4. Install supply hoses to cylinders, connecting hoses to rod end of retard cylinder and head end of throttle cylinder.
5. Verify the three engine speed settings (750, 1675 and 2040 RPM) and readjust if necessary.
FIGURE 6-2. CUMMINS ENGINE THROTTLE CYLINDERS 1. Nut 2. Jam Nut
C6-2
3. Nut (long) 4. Cylinder Rod
Engine Components
5. Throttle Cylinder 6. Retard Cylinder
C06008 11/92
This symbol on the Selector Console in the operator's cab indicates the high position. The following procedure requires operation of the engine. Use caution when working near the fan, belts, and other rotating equipment. Adjustment 1. Start the engine and allow the air system to reach 135 psi (931 kPa). 2. Adjust the long adjusting nut (3, Figure 6-2) of the throttle cylinder against the fuel lever to obtain 750 RPM at low idle and 2300 RPM at high idle. 3. After adjustment, tighten the jam nut against the adjusting nut. 4. With the engine running and the parking brake applied, place the selector switch in FORWARD and depress the retarder pedal. Adjust the long adjusting nut on the retard cylinder against the fuel lever roller to obtain 1675 RPM. Tighten the jam nut after adjustment is made. 5. Release the retard pedal and place the selector switch in Neutral. Engine RPM should return to 750.
LOW IDLE SOLENOID
Service Periodically check valve for air leaks and operation of solenoid. If valve is not operating properly, clean valve or replace as a unit.
THROTTLE SOLENOID The throttle solenoid is a normally open air solenoid valve, connected into the air line to the throttle cylinder. In retarding, the solenoid is energized and prevents the operator from changing the preset engine speed from 1675 RPM. Service Periodically check valve for air leaks and operation of solenoid. If valve is not functioning properly, clean or replace a valve as a unit. Operating Test With engine at low idle, depress retard pedal. Engine speed should increase to 1675 RPM. Throttle pedal should have no control over engine speed with retard pedal depressed.
The Low Idle Solenoid is an electrically controlled, normally closed, air solenoid valve, located in hydraulic cabinet behind operator cab. The Low Idle Solenoid is energized anytime the idle switch, located on the selector console, is in low position. The solenoid is also energized when the idle switch is in high position and speed of truck is below 3 MPH (4.8 km/h). When Low Idle Solenoid is energized, low engine idle speed will be 750 RPM. When the solenoid is deenergized, low engine idle cannot drop below 1675 RPM.
This symbol on the Selector Console in the operator's cab indicates the low idle position
C06008 11/92
FIGURE 6-3. SOLENOID VALVE LOCATION 1. Hydraulic Compo2. Throttle Solenoid nents Cabinet 3. Low Idle Solenoid
Engine Components
C6-3
NOTES:
C6-4
Engine Components
C06008 11/92
SECTION D ELECTRICAL SYSTEM (24 VDC NON-PROPULSION) INDEX 24 VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery - Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Amp Integral Battery Charging System (Delcotron) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Energizing Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral Charging System - Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral Charging System Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D2-1 D2-1 D2-1 D2-3 D2-3 D2-3 D2-3 D2-4 D2-4 D2-5 D2-5
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 Alarm Indicating Device (A.I.D. System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 Body Up Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 Ground Level Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 24 VDC RELAY BOARDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 Relay Board 1 (Turn Signal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 Relay Board 2 (Payload Meter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 Relay Board 3 (Stop Lights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 Relay Board 4 (Parking Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 Relay Board 5 (Head Lights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9 Relay Board 6 (Auxiliary Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9 Diode Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Circuit Breaker Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12 NOTE: Electrical system wiring hookup and electrical schematics are located in Section “R” at the rear of this service manual.
1. Electric shock can cause serious or fatal injury. Only qualified electrical maintenance personnel should perform electrical testing. 2. This system is capable of causing physical harm. Use caution during test procedures to protect personnel from injury. 3. All potential testing should be considered hazardous. Proper precautions are necessary. 4. Any time one of the plug-in circuit cards must be removed or reinstalled, be certain that the control power switch is “OFF”. 5. Extreme care should be exercised to prevent damage to the various semi-conductor devices and low impedance circuits under test. When using an ohmmeter to check diodes, transistors, and low power conductors, care must be used when using the ohms x1 scale. Excessive current can damage the meter. When using the Hi-pot tester, megger, or when welding is to be performed on the truck, remove the printed circuit cards. 6. Check wiring and cables for proper routing and termination.
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Index
D1-1
NOTES:
D1-2
Index
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24 VDC ELECTRIC SUPPLY SYSTEM ELECTRICAL SYSTEM DESCRIPTION The HAULPAK® truck utilizes a 24 VDC electrical system which supplies power for all non-propulsion electrical components. The 24 VDC is supplied by two 12 Volt storage batteries wired in series. The batteries are a lead-acid type, each containing six 2-Volt cells. With keyswitch “On” and engine not operating, power is supplied by batteries. When engine is operating, electrical power (non-propulsion) is supplied by a 24 Volt alternator. NOTE: If the truck is equipped with the MTU engine, service for the 24 volt alternator must be obtained from the engine manufacturers dealer.
BATTERY During operating, 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.
Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces per cell per month. For heavy duty operation (24 hour) normal consumption should run about one to two ounces per cell per week. Any appreciable increase over these figures should be considered a danger signal. Troubleshooting Two most common troubles that occur in the charging system are undercharging and overcharging of the truck's batteries. An undercharged battery is incapable of providing sufficient power to the truck's electrical system. 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 sulfuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead acid storage batteries. See the precautions in Section “A” of this manual to insure proper handling of batteries and accidents involving sulfuric acid. Maintenance and Service The electrolyte level of each cell should be checked at the interval specified in the Lubrication and Service Section “P”, and water added if necessary. The proper level to maintain is 3/8-1/2 in. (10-13 mm) above the plates. To insure maximum battery life, use only distilled water or water recommended by the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead battery or during the recharging operation. The expelled gas from a dead cell is extremely explosive.
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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.
24 VDC 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 sulfuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 80°F (27°C) when the specific gravity is taken, temperature should be corrected to 80°F (27°C): • For every 10°F (5°C) below 80°F (27°C), 0.004 should be SUBTRACTED from the specific gravity reading. • For every 10°F (5°C) above 80°F (27°C), 0.004 should be ADDED to the reading. Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more than two weeks, the batteries should be removed and placed in a cool, dry place where they may be checked periodically and charged when necessary. Remember, all lead-acid batteries discharge slowly when not in use. This self discharge takes place even though the battery is not connected in a circuit and is more pronounced in warm weather than in cold. Specific Gravity Corrected to 80°F (27°C)
Freezing Temperature Degrees
1.280
(-70°C) -60F (-54°C) -16F (-27°C) +5F (-15°C) +19F (-7°C)
1.250 1.200 1.150 1.100
D2-2
-90F
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 (Used with DDC and Cummins Engines) NOTE: If the truck is equipped with the MTU engine, service for the 24 volt alternator must be obtained from the engine manufacturers dealer. However, some MTU engine-equipped trucks have been converted to use the 30-SI Series Delcotron alternator for use, either as the main 24 volt source, or as a charging system for auxililary batteries.
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.
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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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".
FIGURE 2-1. TYPICAL ALTERNATOR INSTALLATION 1. Alternator 3. Belt Tension Adjuster 2. Pivot Capscrew 4. Drive Belt
FIGURE 2-2. 30-SI SERIES ALTERNATOR 1. End Plate 2. Output Terminal
3. Ground Screw
Capacitor C1 smooths out the voltage across R3, resistor R4 prevents excessive current through TR1 at high temperatures, and diode D2 prevents highinduced voltages in the field windings when TR1 turns OFF.
FIGURE 2-3. TYPICAL 30-SI CIRCUIT
NOTE: Belt tension adjuster gauges are available from Detroit Diesel (Part No. J23586-B) and Cummins (Part No. ST-1293).
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24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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. Rated Voltage
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." Magnetizing The Rotor
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
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 reestablish 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 (Brushless) 5. Front Seal
6. Ball Bearing 7. Rotor 8. Stator
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
9. Roller Bearing 10. Integrated Circuit Regulator 11. Grease Reservoir
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INTEGRAL CHARGING SYSTEM (Battery Charging Alternator)
e. Operate engine at moderate speed, and adjust carbon pile as required, to obtain maximum current output.
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.
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". Integral Charging System Repair Component parts and connections are shown in Figure 2-6.
FIGURE 2-5. TYPICAL CHARGING CIRCUIT 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. d. Turn on accessories. Connect a carbon pile across the battery.
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FIGURE 2-6. 30-SI COMPONENT PARTS 7. Diode Trio 1. Relay Terminal “R” 8. Output Terminal 2. Reg. Stud Connector 9. Capacitor 3. “R” Terminal 10. Field Leads (InsuConnector lated Screws) 4. Rectifier Bridge 11. Ground Screw 5. Stator Leads 12. Regulator 6. Output Term. Connector
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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). NOTE: Some digital ohmmeters cannot be used to check diodes. Consult ohmmeter manufacturers to determine ohmmeter capabilities.
Regulator Check The regulator cannot be checked with an ohmmeter. Use an approved regulator tester available from various test equipment manufacturers.
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. IMPORTANT: 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. 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.
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.
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."
NOTE: 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
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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Disassembly (Refer to Figure 2-10)
Diode Trio Check To check the diode trio, remove it from the end frame assembly by detaching the nuts and attaching screw.
1. Remove screws (1) and end plate (2).
NOTE: The insulating washer on the screw is assembled over the top of the diode trio connector.
3. Remove 4 thru-bolts (37).
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.
2. Remove pulley (40) and fan (39). 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 onepiece 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
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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. 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
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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FIGURE 2-10. 30-SI PARTS ILLUSTRATION
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24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
D2-9
NOTES:
D2-10
24 VDC Electric Supply System with 100 Amp. Delcotron Alternator
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24 VDC ELECTRICAL SYSTEM COMPONENTS ALARM INDICATING DEVICE (AID) SYSTEM The Alarm Indicating Device (AID) used on HAULPAK® trucks is a device which is connected in the electrical accessories circuits to provide the operator with a warning indication of a malfunction. This system consists of up to eight printed circuit cards located in the terminal cabinet in operators cab (quantity of cards will depend on options purchased). The AID enables the indicating lights to be flashing or constant. The AID also has the capability of operating an audible alarm along with the light. The eight printed circuit cards are: 1. Coolant Level and Flasher Card (Slot 8) 2. Temperature and Latch Card (Slot 7) 3. Oil Level Card (Slot 6) (Optional) 4. Temperature Card (Slot 5) (Optional) 5. Hot Switch Inverter Card (Slot 4) 6. Hot Switch Inverter Card (Slot 3) 7. Diode Matrix (Without Sound) Card (Slot 2) 8. Diode Matrix (With Sound) Card (Slot 1)
The other half of the circuitry on the Coolant Level and Flasher Card is to operate the Coolant Level Light. The Water Level Probe connected to terminal B11 grounds the 31L circuit when the coolant in the radiator is above the probe position. The coolant saturates the probe and electrically grounds the circuit. When the circuit is grounded, Q6 transistor is off, resulting in no indication. When the coolant level drops below the probe, 31L is no longer grounded and Q6 turns on to ground the flasher through D5, ground the Coolant Level Light through terminal D11, and ground the alarm horn through D6. The light and alarm horn will operate intermittently because their 24 Volt supply is from 12F, which is the flasher output. The Temperature and Latch Card has two circuits to operate two different indicating lights. The temperature circuit is controlled by a coolant temperature sensor which decreases electrical resistance as its temperature increases. It will have a resistance of approximately 1000 ohms at 185°F (85°C) and 500 ohms at 250°oF (122°C). Normal setting is 204°F (96°C).
NOTE: Each card is identified with a number which corresponds with a mating number on the housing. If cards are removed, make sure card numbers correspond with housing numbers during installation. The following outline briefly describes each card and its function.
Prior to any welding on the truck, disconnect all AID system plug-in-cards.
The Coolant Level and Flasher Card contains two separate circuits. The flasher circuit at the top of the card has Q12 transistor biased to be saturated when no malfunction is present, resulting in there being 24 Volt positive output on pin H of the card and on wire 12F. When a indicating circuit is activated, the ground side of the circuit connected to card pin K is grounded. Q12 will turn off initially and then after the delay which is adjusted Volt output.
D03013
FIGURE 3-1. AID SYSTEM 1. Diode Matrix With Sound 2. Diode Matrix Without Sound 3. Hot Switch Inverter 4. Cover 5. Housing 6. Electrical Hook-Up Terminal 7. Temperature & Latch 8. Coolant Level & Flasher
24 VDC System Components
D3-1
When the temperature is low and the resistance is high, Q1 is off and there is no high temperature indication. When the water gets hot and resistance decreases, Q1 will turn on and ground the flasher through D8, the alarm horn through D12, and the High Temperature Light through terminal D8. R14 can adjust the temperature (resistance) at which the circuit is activated. The Latch Circuit monitors the accumulator precharge pressure switches. When one of the pressure switches closes, Q5 will be turned off which supplies power to the gate of SCR Q7. With Q7 turned on Q9 will supply the ground path to turn on the Low Accumulator Precharge Indicator Light and sound the alarm horn. The Indicator Light is connected to 12F and will flash off and on. The SCR will remain on until power is removed from the card by turning the key switch "Off". The Hot Switch Inverter Card (Slot 3) is used to operate and test the Service Brake and Motor Blower (green) Indicator Lights. In normal conditions Q4 and Q7 transistors are off and the Indicator Lights are off. When the stoplight switch or the blower switch is activated, 24 Volts is sent to pins "E" or "J" of the Hot Switch Inverter Card. Transistor Q4 or Q7 is turned on by this Voltage and, in turn, grounds the appropriate Indicator Light. There is no alarm horn operation with this card. The Hot Switch Inverter Card (Slot 4) is used to operate and test the Body Up and Engine Monitor Indicator Lights. In normal conditions Q4 and Q7 transistors are off and the Indicator Lights are off. When Body Up Switch or the Engine Monitor Switch closes, 24 Volts is sent to pins "E" or "J" of the Hot Switch Inventor Card. Transistor Q4 or Q7 is turned on by this Voltage and, in turn, grounds the appropriate indicator light. There is no alarm horn operation with this card.
D3-2
The Oil Level Card (Optional) is used to turn on the Low Oil Level Indicator Light to warn the operator engine oil level is below acceptable levels. The engine oil float is connected to a variable resistor. As the oil level decreases, the resistance goes down causing Q3 to turn on grounding the indicator light and alarm horn. The Temperature Card (Optional) is used to turn on the High Oil Temperature Indicator Light. The indicator light tells the operator hydraulic tank oil temperature has exceeded acceptable levels. Normal temperature setting is 250°F (121°C). As the temperature goes up the resistance in the probe decreases providing a ground path for the indicator light and alarm horn. The Diode Matrix Without Sound Card consists of a series of diodes capable of working with eight different indicator circuits. The indicator light can be a flashing light by connecting it to 12F wire or a steady light by connecting it to 12M wire. When an indicator circuit is not activated there is no ground for the bulb. When the Indicator Detecting Switch activates the circuit, it grounds the lamp and grounds the flasher circuit through the diodes. Any circuits connected to terminals C1 through C8 will operate the same. The alarm horn is not activated by this card. The Diode Matrix With Sound Card works very much like the other Diode Matrix Card, except that it contains extra diodes to activate the alarm horn in addition to the flasher. The circuits connected to terminals A1 through A8 operate in the same manner. All of the cards circuits are connected to the Lamp Test Switch on the instrument panel. In normal operation, these circuits are open and do nothing. When the operator pushes the Lamp Test Switch, it activates all the indicator circuits by grounding them. This is used to verify that all lamps are functional.
24 VDC System Components
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BODY-UP SWITCH
HOIST LIMIT SWITCH
The body-up switch is located on the left frame rail above the hydraulic tank and must be adjusted to within limits.
The hoist limit switch is located inside the left frame rail above the rear suspension (near the body pivot pin). The hoist limit switch is designed to stop the hoist cylinders short of full extension and prevent possible damage to the dump body or hoist cylinders.
The body-up switch is designed to prevent propulsion in "Reverse" when the dump body is not resting on frame rails. The switch also prevents forward propulsion unless the override button is depressed and held. The body-up switch should be checked daily and the sensing area cleaned of any dirt or metallic dust accumulation. Improper adjustment or loose mounting bolts may cause false signals or damage to the body-up switch assembly.
The hoist limit switch should be checked daily and the sensing area cleaned of any dirt or metallic dust accumulation. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly. Adjustment
Adjustment Adjust proximity switch bracket to maintain an air gap (4), between sensing and body bracket, of between 0.50 in. (12.7 mm) minimum and 0.62 in. (15.7 mm) maximum. Set up measurement (5) should be 2.12 ± 0.06 in. (53.8 ± 1.5 mm).
With body raised and hoist cylinders within 6 in. (152 mm) of maximum travel, make the following adjustments. Adjust limit switch bracket to maintain an air gap of 0.56 in. (14.2 mm) (1) between sensing area and body activator. Set-up measurement (2) should be 1.50 in. (38.1 mm).
Set up measurement (6) should be 4.62 ± 0.03 in.
Service
(117.3 ± 0.76 mm). Service Keep sensing area clean, free of metallic dust and other debris that may damage or inhibit operation of the proximity switch. If the switch is not functioning or damaged the unit must be replaced.
Keep sensing area clean, free of metallic dust and other debris that may damage or inhibit operation of the limit switch. If the switch is not functioning or damaged the unit must be replaced.
FIGURE 3-3. HOIST LIMIT SWITCH 1. Air Gap 2. Set Up Measurement 3. Hoist Limit Switch
4. Sensing Area 5. Actuator
FIGURE 3-2. BODY-UP SWITCH ADJUSTMENT 1. Body-Up Switch 2. Sensing Area 3. Actuator
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4. Air Gap 5. Set Up Measurement 6. Set Up Measurement
24 VDC System Components
D3-3
GROUND LEVEL SHUTDOWN
For Cummins Engines (With air throttle).
For Detroit Diesel (Without DDEC). The Ground Level Shutdown switch is located on the left side of the truck on the up-right near the ladder. The switch is a spring return push button switch. The switch is connected to the engine shutdown solenoid. The engine shutdown solenoid is normally open (N.O.). When Ground Level Shutdown switch is depressed, solenoid energizes, allowing engine oil pressure to the hydraulic governor to return to engine oil sump. With no oil pressure, the spring loaded governor closes, shutting off fuel to the engine. The Ground Level Shutdown button must be depressed until engine comes to a complete stop.
For Detroit Diesel (With DDEC II or DDEC III). The Ground Level Shutdown switch is located on the left side of the truck on the up-right near the ladder. The switch is a two position rotary switch. The ground level shutdown switch is connected in series between the battery supply and the ignition switch. Turning the switch to the "OFF" position will stop all power going to the key switch. To shut down the engine, turn ground level shutdown switch to the "OFF" position. Turn the switch to the "ON" position before starting engine.
The Ground Level Shutdown system consists of a switch and a fuel valve. The switch is located on the left side of the truck on the up-right near the ladder. It is a spring return, push button switch. The fuel valve is located on the engine and is connected between the injection pump and the injectors. The fuel valve contains two electric solenoids. The "open" solenoid is energized only when the ignition switch is in the start position. The "close" solenoid is only energized when the shutdown switch in the cab or the ground level shutdown switch is activated. The solenoids move the valve to either the open or closed position. The valve will remain in its current position until the other solenoid is energized. The ground level shutdown switch is connected in parallel with the shutdown switch located in the cab. When the ground level shutdown switch is activated, it will send 24 Volts to the fuel valve close solenoid, moving the valve to the closed position, and stopping the engine. For Cummins Engines (With Centry throttle control). The Ground Level Shutdown switch is located on the left side of the truck on the up-right near the ladder. The switch is a two position rotary switch. The ground level shutdown switch is connected in series between the battery supply and the ignition switch. Turning the switch to the "OFF" position will stop all power going to the key switch. With the shutdown switch and the key switch in the run position, the key switch sends 24 Volts to the fuel solenoid. The fuel solenoid needs to be energized to start and run the engine. When there is no Voltage at the fuel solenoid, the fuel solenoid shuts off the fuel to the engine. To shut down the engine (at the ground level), turn the ground level shutdown switch to the "OFF" position. Turn the switch to the "ON" position before starting engine. To shut down the engine (inside the cab), turn the key switch to the "OFF" position.
D3-4
24 VDC System Components
D03013
24 VOLT RELAY BOARDS
The truck is also equipped with two diode boards:
The truck is equipped with 5 relay boards and 2 diode boards to control the 24 Volt electrical system. If a truck is equipped with the optional Payload Meter System, there will be a sixth relay board.Each relay board contains 4 relays, all of which are interchangeable. Each relay board also contains circuit breakers, which are also interchangeable between the relay boards. DO NOT interchange or replace any circuit breaker with one of a different capacity than specified for that circuit. Serious damage or fire may result if the wrong capacity circuit breaker is used.
Diode Board 1 (4, Figure 3-4) Diode Board 2 (1, Figure 3-6) Refer to Circuit Breaker chart for the circuits each circuit breaker protects. NOTE: All references to item location (Right or Left side) in the control cabinet will be as a person is facing towards the front of the control cabinet.
The six relay boards are identified as follows: Relay Board 1 Turn Signal (1, Figure 3-5) Relay Board 2 Payload Meter (5, Figure 3-4) Relay Board 3 Stop Lights (2, Figure 3-5) Relay Board 4 Parking Brake (7, Figure 3-4) Relay Board 5 Head Lights (3, Figure 3-5) Relay Board 6 Auxiliary Panel (6, Figure 3-4)
FIGURE 3-5. RELAY BOARD LOCATION (JUNCTION BOX BEHIND CONTROL CABINET) 1. Relay Board 1 3. Relay Board 5 2. Relay Board 3 4. Junction Box
FIGURE 3-4. RELAY BOARD LOCATION 1. Control Cabinet 2. Statex III FL 275 Panel
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3. Control Panel 4. Diode Board 1
5. Relay Board 2 (Payload Meter
24 VDC System Components
6. Relay Board 6 (Aux.) 7. Relay Board 4 (Park Brake)
D3-5
Description Each relay board is equipped with four green lights (9, Figure 3-7) 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. A light on the instrument panel will also turn "ON" telling the operator that a circuit breaker is in the "OFF" position. The red breaker open light will turn "ON" whenever there is a Voltage difference across the two terminals of a circuit breaker. If a control switch has been turned "ON" and a green (K) light is "ON", but that component is not operating, check the following on the relay board for that circuit: 1. 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.
Swap relays and check again. Replace defective relays. 3. Check the wiring and all of the connections between the relay board and the component for an "open" circuit. 4. Defective component. Replace component. 5. Poor ground at the component. Repair the ground connection.
Service To replace a relay: 1. Remove one screw (10, Figure 3-7) 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) that was removed and tighten both screws.
To replace a circuit breaker: NOTE: Always replace a circuit breaker with one of the same amperage capacity as the one being removed. 1. Place battery disconnect switch(s) in the "OFF" position. 2. Unplug all wiring harness(s) from relay board. Remove four relay mounting screws and remove relay board from truck. 3. Remove four hold down screws (3) (one in each corner) in circuit breaker cover plate and all circuit breaker screws. Remove cover plate from circuit breakers. 4. Remove nuts and star washer from back side of circuit board that holds the breaker in place.
FIGURE 3-6 DIODE BOARD 2 LOCATION (BELOW INSTRUMENT PANEL) 1. Diode Board 2
2. Steering Wheel Column
2. The contacts inside the relay may not be closing and not causing an electrical connection.
D3-6
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
24 VDC System Components
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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.
To replace a circuit panel card: DO NOT remove the small screws that hold the cover plate to the circuit panel. Replace circuit panel as a complete assembly. 1. Place battery disconnect switch(s) in the "OFF" position. 2. Remove the two mounting screws (6, Figure 3-7) 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 gently. 4. Install two mounting screws (6).
FIGURE 3-7. TYPICAL RELAY BOARD 1. Relay Board 2. Main Harness Connector 3. Screw 4. Circuit Breaker
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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
24 VDC System Components
11. Relay 12. Circuit Harness Connector 13. Circuit Harness Connector
D3-7
RELAY BOARD DESCRIPTIONS
Relay Board 3
Relay Board 1
Located in the center of the three relay boards in the junction box on the rear of the control cabinet.
Turn Signal
The top relay board located in the junction box on the rear of the control cabinet. 1 - Flasher Power Light (Green): This light will be "ON" when the turn signals or hazard lights are activated. K1 light will be "ON" during right turn signal operation K2 light will be "ON" during left turn signal operation 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. 4 - Relays
1 - Rev Light (Green): This light is "ON" whenever the selector switch is in the "reverse" position, and the key switch is in the "ON" position. 4 - 15 amp circuit breakers (CB16, CB17, CB18, CB19) 4 - Relays Manual Back-up Lights Relay Stop Light Relay Retard Light Relay Slippery Road Relay
Parking Brake
Located on the floor of control cabinet behind the right hand door. 1 - Steering Pressure Bleed Down Timer Module card.
Right Turn/Clear Light Relay Left Turn/Clear Light Relay
1 - Bleed Down Light (Green): This light in “ON” when the bleeddown solenoid is being energized. The bleeddown timer will energize the solenoid for two to three minutes after key switch is turned “OFF”.
Clearance Lights Relay Flasher Relay
Relay Board 2
1 - Light Module Display card
Relay Board 4
3 - 15 amp circuit breakers (CB13, CB14, CB15)
Stop Lights
Payload Meter (Optional)
2 - 5 amp circuit breakers (CB20, CB22)
Located on right wall of control cabinet. Only installed if truck is equipped with Payload Meter System. 1 - Data Storage Module card 1 - Payload Stored Light (Green): This light is “ON” for one second when the payload meter actually stores the load data into memory. 1 - 5 amp circuit breakers (CB29) (To payload meter)
1 - 15 amp circuit breakers (CB21) 4 - Relays Park Brake Failure Cranking Oil Pressure Interlock Relay Horn Relay Body Up Relay
1 - 15 amp circuit breaker (CB28) (To all light relays) 4 - Relays Light Relay 1 (Green) Light Relay 2 (Amber) Light Relay 3 (Red) Light Control Relay
D3-8
24 VDC System Components
D03013
Relay Board
Relay Board 6 Auxiliary Panel
5Head Lights
The bottom relay board of the three located in the junction box on the rear of the control cabinet. 1 - Light Display Module card 1 - Lights Control Light (Green): This light is "ON" when there is 24 volts being supplied to the battery terminal of the light switch. 5 - 15 amp circuit breakers (CB23, CB24, CB25, CB26, CB27) 4 - Relays Left Low Beam Relay Right Low Beam Relay Left High Beam Relay
The auxiliary panel is located on the floor of control cabinet behind the right hand door. Additional circuits may be added by utilizing the empty relay terminals provided. To add an additional circuit with a relay, connect the wires as described below: Control circuit for the relay are the "+" and "-" terminals. "+" terminal is for positive voltage. "-" terminal is for grounding of the control circuit. Either circuit can be switched "open" or "closed" to control the position of the relay.
Right High Beam Relay The terminals of the switched circuit from the relay contacts are labeled as follows NC - Normally Closed COM - Common NO - Normally Open "COM" terminal is for the voltage source (protected by a circuit breaker) coming into the relay which will supply the electrical power for the component being controlled. "NC" terminal is connected (through the relay) to the "COM" terminal when the relay is not energized (when the control circuit terminals "+" & "-") are not activated). "NO" terminal is connected (through the relay) to the "COM" terminal when the relay is energized (by the control circuits "+" & "-") being energized).
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24 VDC System Components
D3-9
DIODE BOARDS
Diode Board 1
The truck is equipped with two diode boards. Each board contains replaceable diodes.
Diode board 1 is located on right wall on control cabinet and contains 23 replaceable diodes.
DIODE BOARD 1 DIODE
DESCRIPTION
WIRE #
1
“ENGINE MONITOR” CIRCUIT (NOT USED THIS APPLICATION)
31MTR - 509R2
2
“ENGINE MONITOR” CIRCUIT (NOT USED THIS APPLICATION)
509R2 - 509RB
3
“ENGINE MONITOR” CIRCUIT - SECONDARY ECM ON ENGINE
31MTR - 509R1
4
“ENGINE MONITOR” CIRCUIT SECONDARY AID ALARM GROUND
509R1 - 509RA
5
“ENGINE MONITOR” CIRCUIT - MAIN ECM ON ENGINE
31MTR - 509M
6
“ENGINE MONITOR” CIRCUIT - MAIN AID ALARM TO GROUND
509M - 509MA
7
“ENGINE MONITOR” CIRCUIT (NOT USED THIS APPLICATION)
31MTR - 31MT
8
“CHECK ENGINE” CIRCUIT (NOT USED THIS APPLICATION)
419I - 419R2
9
“CHECK ENGINE” CIRCUIT - SECONDARY ECM ON ENGINE
419I - 419R1
10
“CHECK ENGINE” CIRCUIT - MAIN ECM ON ENGINE
419I - 419M
11
“CHECK ENGINE” CIRCUIT - LAMP TEST
419I - 419
12
PARK BRAKE SOLENOID - “SUPPRESSION”
52CS - 71
13
LINCOLN LUBE SOLENOID - “SUPPRESSION”
14
HOIST LIMIT SOLENOID - “SUPPRESSION”
53H - 710
15
ACCUMULATOR BLEEDDOWN SOLENOID - “SUPPRESSION”
33J - 710
16
THROTTLE SOLENOID - “SUPPRESSION” (IF EQUIPPED)
76MM - 439E
17
LOW IDLE SOLENOID - “SUPPRESSION” (IF EQUIPPED)
76L - 439
18
FAULT DETECTION PANEL - ELECTRICAL SYSTEM FAULT
79V - 79VD
19
SYSTEM FAULT - ELECTRICAL SYSTEM FAULT
79V - 79VS
20
GROUND FAULT - ELECTRICAL SYSTEM FAULT
79V - 79VG
21
LOW STEERING PRESSURE INDICATOR LIGHT CIRCUIT
22
PREVENTS “LOW STEERING PRESSURE” INDICATOR LIGHT FROM TURNING “ON” WHEN THERE IS LOW PRESSURE IN BRAKE CIRCUIT
FF3 - 33
23
LOW BRAKE PRESSURE INDICATOR LIGHT CIRCUIT
33F - 33L
DB1P7
SPARE
DB1P8
SPARE
DB1P9
SPARE
DB1P10
SPARE
DB1P11
SPARE
DB1P12
SPARE
D3-10
24 VDC System Components
68-710
33F - 33A
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Diode Board 2 Diode board 2 is located inside the cab on steering column bracket, and contains 7 replaceable diodes. DIODE BOARD 2 DIODE
DESCRIPTION
WIRE #
1
NOT USED THIS APPLICATION
12T - 712
2
BODY UP ALARM
31A - 63L
3
LOW FUEL ALARM
31A - 38
4
BRAKE LOCK SOLENOID - “SUPPRESSION”
52D - 710
5
PREVENTS BRAKE LOCK SOLENOID BEING ENERGIZED WHEN USING SECONDARY BRAKE SWITCH OR AUTOMATIC APPLY OF BRAKES
52D - 52B
PROVIDES PATH FOR SLIPPERY ROAD RELAY AND SOLENOID TO BE ENERGIZED: • WHEN USING BRAKE LOCK SWITCH 6
• WHEN USING SECONDARY BRAKE SWITCH
52B - 52S
• DURING AUTOMATIC BRAKE APPLY ALSO PREVENTS ENERGIZING OF THE AUXILIARY BRAKE SOLENOID WITH THE SLIPPERY ROAD SWITCH IN THE “ON” POSITION. 7
AUXILIARY BRAKE SOLENOID - “SUPPRESSION”
DP2P4
SPARE
DB2P5
SPARE
BD2P6
SPARE
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24 VDC System Components
D3-11
CIRCUIT BREAKERS AMPS
DEVICE(S) PROTECTED
LOCATION
CB13
15
Turn Signal & Clearance Lights
RB1, Control Cabinet
CB14
15
Flashing Lights
RB1, Control Cabinet
CB15
15
RD1, RD2, & Tail Lights
RB1, Control Cabinet
CB16
15
Dynamic Retard Lights
RB3, Control Cabinet
CB17
15
Manual Back-up Lights
RB3, Control Cabinet
CB18
15
Stop Lights
RB3, Control Cabinet
CB19
15
Back-up Horn
RB3, Control Cabinet
CB20
5
Parking Brake Failure Relay
RB4, Control Cabinet
CB21
15
Fluid Components Cabinet Service Lights, Rear Axle Service Light, Horn Solenoid, Steering Accumulator Bleed Down Solenoid, Hourmeter
RB4, Control Cabinet
CB22
5
DDEC Master ECM Control Power (DDEC Engine Only)
RB4, Control Cabinet
CB23
15
Low Beam Headlight, L.H.
RB5, Control Cabinet
CB24
15
Low Beam Headlight, R.H.
RB5, Control Cabinet
CB25
15
High Beam Headlight, L.H.
RB5, Control Cabinet
CB26
15
High Beam Headlight, R.H.
RB5, Control Cabinet
CB27
15
Clearance Light Relay, Panel Lights, High Beam Indica- RB5, Control Cabinet tor
CB28
15
Payload Meter (Lights and Light Relays)
RB2, Control Cabinet
CB29
5
Payload Meter ECU
RB2, Control Cabinet
DB30
15
Ladder, Engine Service, & (Optional) Fog Lights
Operator Cab, Instrument Panel
CB31
15
Heater/AC Blower Motor
Operator Cab, Instrument Panel
CB32
15
Warning Lights, A.I.D. Module, Voltmeter, Turn Signal Relays, & Indicator Lights
Operator Cab, Instrument Panel
CB33
15
Hoist Solenoid
Operator Cab, Instrument Panel
CB34
10
Air Dryer Heater
Operator Cab, Instrument Panel
CB35
10
Lincoln Lube Solenoid (Optional)
Operator Cab, Instrument Panel
CB37
10
Windshield Washer & Wiper
Operator Cab, Instrument Panel
CB38
5
Fuel Gauge, Engine Temperature Gauge
Operator Cab, Instrument Panel
CB339
5
Radiator Pressure Solenoid
Operator Cab, Instrument Panel
CB40
5
12 VDC Accessory Receptacle (DDEC Engine Only)
Operator Cab, Instrument Panel
CB42
5
Slippery Road Solenoid & Relay
Operator Cab, Instrument Panel
CB43
10
Starter Solenoid, Oil Pressure Latch Relay
Operator Cab, Instrument Panel
CB44
20
DDR Connections, Coolant Level Module (DDEC Engine Vanner Box Only)
CB45
20
DDEC Main ECM 12 VDC Power (DDEC Engine Only)
Vanner Box
CB46
20
DDEC Main ECM 12 VDC Power (DDEC Engine Only)
Vanner Box
CB47
20
DDEC Receiver ECM 12 VDC Power (DDEC Engine Only) Vanner Box
CB48
20
DDEC Receiver ECM 12 VDC Power (DDEC Engine Only) Vanner Box
D3-12
24 VDC System Components
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SECTION E ELECTRICAL PROPULSION COMPONENTS INDEX ELECTRICAL PROPULSION COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1 General System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1 Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1 17FL275 Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 Computer Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 2-Digit Display Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-8 Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-8 Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-9 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-9 Event Code Descriptions (Table I) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E2-11 Subcode Descriptions (Table II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-18 Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-20 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-20 Software Installation Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-22 The Main Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-23 PTU Software Menu Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-24 Configuration (CFG) File Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-25 Statex Configuration Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Programming the Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 PTU Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 Download Configuration Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-44 Event Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46 Statistical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-48 Statistical Data Codes - Counters (Table III). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-50 Statistical Data Codes - Profiles (Table IV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-55 Truck Specific Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-59 Temporary Truck Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-60 Miscellaneous Software Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-61 Saving Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-61 PTU Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-61 MISCELLANEOUS ELECTRICAL PROPULSION COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . E2-63 Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63 Electric Wheel Motors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63 Retarding Grids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63 Acceleration Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63 Electronic Accelerator and Retard Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-66 Cooling Blower Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-67 Electrical Control Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-68 STATEX III Electric Drive Components Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-74 Detroit Diesel Electronic Engine Controls Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-75
ELECTRICAL CHECKOUT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1 See pages E3-1 and E3-2 for index of Checkout Procedure
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Index
E1-1
1. Electric shock can cause serious of fatal injury. Only qualified electrical maintenance personnel should perform electrical testing. Use caution during test procedures to protect personnel from injury. All potential testing should be considered hazardous and proper precautions are necessary. 2. General Electric DOES NOT recommend removing control cards or panel connectors prior to welding. When welding on a truck, connect the welder’s ground cable directly to, or as close as possible to the part being welded. Welder cables should not be placed near truck system power cables or wiring harnesses. 3. Any tim one of the plug-in circuit cards must be removed or reinstalled, be certain that the control power switch is “Off”. Wear a properly grounded wrist strap when removing a card to prevent damage caused by static electricity. After card removal, place in a static proof bag or container. 4. Extreme care should be exercised to prevent damage to the various semi-conductor devices and low impedance circuits under test. When using an ohmmeter to check diodes, transistors, and low power conductors, care must be used when using the ohms x 1 scale. Excessive current can damage the meter.When using the Hi-pot tester or megger, disconnect the 104 pin connectors CNA, CNB, CND, and CNE located at the top of the 17FL275 panel. Refer to the GE publication “VEHICLE TEST INSTRUCTIONS FOR OHV STATEX III SYSTEMS” for additional instructions. 5. Do not make open circuit Voltage checks in propulsion mode. 6. Parking brakes and service brakes have to be released for some tests. When this occurs, make sure wheels are blocked.
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Index
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ELECTRICAL PROPULSION COMPONENTS GENERAL SYSTEM DESCRIPTION
CONTROL SYSTEM
The electric propulsion and control system of the HAULPAK® truck consists of an engine driven alternator and cooling air blower, control system, wheel motors, retarding grids, and blower motor. The alternator produces A.C. current which is rectified to D.C. current. The wheel motors use D.C. current to operate as motors in propulsion and generators in retarding.
The Statex III control system electronics provide all of the functions necessary to initiate and regulate operation of the truck. It monitors operator input and system feedback signals, calculates a response, and initiates the appropriate control action.
When the operator selects FORWARD or REVERSE propulsion, the armatures of the motors drive planetary gear sets connected to the rear wheels to propel the truck in FORWARD or REVERSE. During truck operation, the operator initiates command signals to the engine and control system. The signals are received at the 17FL275 electronic card panel initiating a series of checks to determine the status of system components. After checking the control system, the FL275 panel energizes the necessary contactors to set up the control system for propulsion or retarding and send a control signal to the static exciters. During its operation, the FL275 panel maintains the propulsion system within the design limits of the alternator, engine, and wheel motors. Regulation of alternator field current and engine speed determine traction motor armature current. Regulation of motor field current determines traction motor horsepower. The control system responds to electrical signals generated by the operator and by “feedback” signals generated by various devices within the system. These feedback signals monitor voltage, current, speed, etc. of the various control and propulsion equipment. When the operator depresses the retard pedal or the truck exceeds the automatic overspeed setting, the dynamic retarding circuit is activated causing the wheel motors to become generators. The truck momentum causes the armatures of the wheel motors to rotate, generating a D.C. output that is applied across the retarding grids. This load opposes armature rotation to slow the truck. The energy from the wheel motor is dissipated in the retarding grids in the form of heat. Retarding grid cooling is provided by a motor-driven fan, blowing air across the grids. The cooling air blower connected in-line to the rear of the alternator provides cooling air for the static exciters, alternator and wheel motors during truck operation. Refer to the following information for detailed descriptions of component functions.
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The system . . . . • Establishes the propulsion circuit by energizing contactors P1, P2 (if installed), MF, GF, and GFR to power the wheelmotors. • Establishes the retarding circuit by energizing contactors MF, GF, GFR, RP1, RP2, RP3, RP4, RP5, (and optionally RP6, RP7, RP8 and RP9) for extended range retarding to connect grid resistors RG1 and RG2 in the motor circuits. Extended range retarding is regulated automatically by sequentially energizing the RP3RP9 contactors. • Provides current limit control so that specific rates may be maintained in both motoring and retarding. • Provides Retard Speed Control for automatic speed regulation on long down-hill runs. • Provides two-speed overspeed control which allows a higher overspeed restriction when traveling empty. • Provides Alternator Tertiary Winding protection and Wheelmotor overcurrent protection. • Initiates the necessary operating restrictions, including the shut down of the truck if a system fault is detected. Lesser faults or events cause respective indicating lights to light. All events are recorded for future review by technicians. • Provides fault/event information to the operator/ technician as to the status of the system via the 2-digit display panel, located in the control cabinet. This panel, showing a two digit display of 00 to 99, indicates to the technician the existence of possible faults or other events which have occurred within the control and/or propulsion system. • Provides automatic and manual diagnostic selftest routines to detect faults and to assist maintenance personnel in locating a poorly operating system/subsystem. • Provides a statistical data history log which indicates lifetime, quarterly, monthly and daily performance data. This history log can be accessed using a “laptop” computer, and can be a valuable aid in determining equipment use and maintenance schedules.
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System Operation When the operator depresses the accelerator foot pedal to propel the truck, two signals are generated. One signal is generated by a potentiometer on the foot pedal and is sent to the engine control system to regulate engine speed. The other signal is generated by closing a switch* and is sent to the digital input/ output card to set up propulsion circuits for power. *Note: On trucks equipped with the “Fuel Saver” option, the foot pedal potentiometer signal is sent directly to the FL275 panel and the switch signal is not required. A speed sensor signal from the engine is sent to the analog input and output card to establish the acceleration (power) reference signal used by the propulsion control system to establish horsepower demand. NOTE: The analog input and output card in the 17FL275 panel responds to both accelerator and retard foot pedal signals. Both signals are processed through the central processing unit CPU, returned to the analog card where another signal is generated and fed to the FM466 and FM467 Static Exciter panels.
The output signal from the analog card is a burst of firing pulses. This AC signal is constant in frequency and amplitude, and is of both negative and positive polarities. Synchronizing AC signals from the tertiary windings of the Alternator provide timing to synchronize the firing pulses to the AC power frequency from the Alternator. NOTE: Firing pulses are generated according to the demand from the operator (accelerate or retard) and biased by feedback signals from the power circuit. They are used to fire Silicon Control Rectifiers (SCRs) in two, single-phase, full-wave rectifier bridges, one each in FM466 and FM467 rectifier panels, and thereby regulate output current from these panels.
The output current from the FM467 MFSE (Motor Field Static Exciter) panel energizes the field coils of the Motorized Wheels. The level of current in these field coils determine motor horsepower output. The main output voltage from the Alternator, generated by the rotation of the Alternator rotor and regulated by its exciter field coil, is 3-phase high voltage AC. This AC power is fed to a rectifier panel to convert AC to DC for use in the Motorized Wheel armatures. The output of the FM528 rectifier panel is variable high voltage DC current, used to power the Motorized Wheels. A full wave bridge in the panel rectifies the 3-phase input Voltage from the Alternator to DC. In parallel with the Motorized Wheels, high voltage DC is also fed to the VMM1 panel, to be used for feedback to the control system. High voltage from the power circuit is attenuated by the VMM1 panel to a level acceptable to the electronics on the analog input/output card. From there it is processed through the CPU card to bias power and retard demand signals in the analog card. Speed Sensor signals from both Motorized Wheels are sent to the control system analog input and output card to operate various speed event functions. The CPU card uses speed sensor signals to develop various levels of output voltages for use in generating the speed taper function in retarding and for (optionally) driving the speedometer and tachometer. NOTE: Speed taper is used to reduce maximum dynamic retarding effort at high truck speeds. This is to protect the Motorized Wheel motors from excessive current and possible damage. When the operator depresses the retard foot pedal to slow the truck, a signal is generated by a potentiometer on the foot pedal and sent to the control system to establish the retarding circuits and the desired retarding effort.
The output current from the FM466 AFSE (Alternator Field Static Exciter) panel energizes the field coils of the Alternator. The level of current in this field coil determines Alternator output.
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Electrical Propulsion Components
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17FL275 PANEL The 17FL275 electronic card panel contains a microprocessor (CPU), a small computer which monitors a variety of input signals and establishes certain controlling output signals which result in the regulation of the propulsion system. If a “laptop” computer, referred to as a Portable Test Unit (PTU) is connected, it can also provide a readout of the “memory” of the operating history of many of the sub-systems which make up the control system. This is useful to technicians looking for problem areas during troubleshooting. Setting up new trucks or making changes to truck control system parameters requires a PTU and an authorized technician to operate it. The microprocessor in the electronic card panel can only be changed electronically with appropriate commands and programs using the PTU. HAULPAK®
Previous control systems provided on trucks required system adjustments to be made by removing the plug-in control cards and adjusting potentiometers mounted on the cards. With the FL275 panel, no control card removal is required. The majority of adjustments are made electronically using a menu driven software program installed on the hard disk drive of the “laptop” computer (PTU). The PTU is then connected to a 9 pin connector mounted in the control cabinet or cab of the truck enabling communication with the microprocessor (CPU). The FL275 panel has five 104-pin connectors mounted above the cards for connecting input and output circuits. They are identified as CNA, CNB, CNC, CND and CNE. Only four connectors are used; connector CNC is not used.
The cards in this panel are protected by a cover which is hinged at the bottom, swings up, and latches at the top. The card complement of the FL275 panel consists of the following five cards: 17FB100 - Power Supply (P1) 17FB101 - Central Processing Unit (CPU) *17FB102/140 - Analog Input/Output (A1) 17FB103 - Digital Input/Output (D1) 17FB104 - Digital Input/Output (D2) *NOTE: Trucks equipped with “Fuel Saver” option require 17FB140 card to replace 17FB102 card.
The FL275 panel receives input signals from speed sensors on the alternator and wheelmotors, voltage and current feedback signals from various control devices, and command inputs from the operator. Using these inputs, it provides the following: • Propulsion and dynamic retarding control of the truck. • Speed restrictions during overspeed and other operating restrictions if faults occur. • Event data for technicians through the 2-Digit Diagnostic Display panel. • Statistical data of the history of various component and system function operations, accessible only with a PTU. • It is also capable of receiving inputs from the engine (oil pressure, crankcase pressure, engine coolant pressure, and engine coolant temperature), wheelmotor temperature, and alternator blower pressure to provide warning signals to the driver if malfunctions in these areas occur. Additionally, on trucks equipped with the “Fuel Saver” option, the FL275 panel monitors alternator intake temperature and static exciter temperatures to provide: • Engine low idle speed reduced to 650 RPM. • Control of engine RPM during propel to obtain the most efficient engine speed for the amount of power requested by the operator. • Control of engine RPM during retarding ranging from a low of 1250 RPM to a high of 1650 RPM.
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Electrical Propulsion Components
E2-3
CARD REPLACEMENT
Card Repair
Some of the components on the cards are sensitive to static electricity. To prevent damage, it is recommended that a properly connected ground strap be worn whenever removing, handling or installing a card. After a card has been removed, it must be carried and stored in a static proof bag or container. Be certain control power is OFF before removing a card. NOTE: There are no adjustment potentiometers on the control cards. Cards should not be removed during troubleshooting unless it has been determined that a card is at fault. Removal 1. The FB cards are removed by first loosening the two spring clips on the top of the hinged cover. Swing the cover down to gain access to the cards.
FB cards in the 17FL275 panel are not field repairable. Should one of the cards become inoperable, it should be returned to the HAULPAK® Distributor under the GE Unit Exchange Program. Cards should be packed in a special shipping container, designed specifically for shipping these cards. Contact your HAULPAK® Distributor for instructions on how to obtain these containers.
PANEL WIRING The connectors for the FB cards, located on the end of the card that plugs into the panel, each contain 210 pins. The panel back, or backplane, has receptacles for the card connectors, each having 210 pins to which wires are wrapped, not soldered. The wrapping is done with a special tool which wraps the wire tightly around the pin. The pins are long enough to enable connecting multiple wires. The panel backplane also has printed circuits on it to facilitate inter-card circuit connections.
2. Each card is locked in place with a locking quick-release lever at the top and bottom. Lift both levers at the same time to release the locking arrangement and move the card out of the socket in the backplane. 3. Using both hands, grasp the card at the top and bottom and pull gently. It will slide easily in its guide strips to complete the removal. 4. Place the card in a static proof bag or container. Installation The cards are keyed to prevent them from inadvertently being inserted into the wrong card slot. 1. To install a card, carefully insert it into its top and bottom card slots. Slide the card into the panel until the locking quick-release levers are close to the panel edges. 2. Hold the levers and gently press the card further into the panel, feeling the card and backplane connectors start to engage. When the card is inserted far enough for the locking levers to catch on the panel edge, move both locking levers to the locking position at the same time. 3. Swing the cover up and over the cards, latching the two spring clips at the top.
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Electrical Propulsion Components
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COMPUTER DESCRIPTION A total understanding of the following concepts is not essential to properly maintaining and troubleshooting the HAULPAK® truck control system. This information is presented as additional background information concerning operation of the 17FL275 panel computer and software programs required for operation. The technician should however, become familiar with basic operation of portable, IBM operating system compatible (DOS) computers (PTU) and must have the ability to use the menu operated software described later in this publication. These skills are necessary for programming the FL275 panel computer, troubleshooting, and obtaining statistical data. Microprocessor The microprocessor, located on the FB101 card, contains the logical elements necessary to perform calculations and to carry out stored instructions. It is used as the central processing unit (CPU) of a computer. Computer operation is managed by a software program, which resides in the computer's memory. The software program also contains instructions to test and fault isolate the system. A program is a sequence of specific instructions in an order that, when the microprocessor executes them, proper results occur. A program is generally stored in a read-only-memory (ROM). To execute the program, the microprocessor reads an instruction from ROM, interprets the instruction, performs whatever task that is dictated by the instruction, and then starts the process over again by reading a new instruction from ROM. The microprocessor utilizes address, control, and data buses to accomplish the above process. A bus is a group of wires or circuits that collectively serve a similar function. For example, the address bus identifies the location that the microprocessor is reading from or writing to. The data bus provides a path for the flow of data from one point to another. The control bus is somewhat different from the other two buses in that each wire normally serves a separate and generally unrelated function used to control the actions of the system. While executing the program, reading and writing of data is often necessary. This data is stored in a random-access-memory (RAM). A RAM is a temporary storage device, that is, if power to the RAM is lost, the data is cleared. The RAM stores all types of data, such as, input/status from external devices, fault information, specific program addresses, etc.
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The final result is to provide instructions to external devices that tell them when and/or how to operate. Throughout the execution of the program, the microprocessor acts like a traffic officer; taking in instructions, interpreting them, and acting accordingly in order to process instructions to the output. Download Capability The computer can be reprogrammed by “downloading” new software into its memory. Downloading refers to transferring software program instructions from the PTU to the FL275 panel FB101 card through the serial port connector cable. This capability allows the system software to be changed if any new hardware or software option is to be installed or if an updated version of the existing software is to be implemented.
SOFTWARE “Software” refers to computer programs written using coded instructions that can be understood by the CPU. The following is a brief description of how the software establishes and regulates propulsion and retarding. Base Monitor Program The Base Monitor Program performs functions for the system, including power-up tests on the CPU card. This software is programmed on four Eprom chips at the factory and installed on the FB101 card. Runtime Monitor Program - OBJ Running Code The Runtime Monitor Program is used to control common truck functions. It is downloaded to Flash (Electrically Erasable Read Only Memory) chips on the CPU card from OBJ files stored on the PTU hard drive. This is done initially during factory check-out and can be redone in the field using the PTU. After being downloaded to Flash, it is then copied to RAM (Random Access Memory) chips on the CPU card at system power-up. This software: • Controls contactors, relays, lights, solenoid, firing pulses, etc. • Monitors truck running parameters and stores event/fault data for later examination. • Communicates with the PTU to display operating parameters and event/fault data.
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Configuration Software - CFG The CFG program is used to set values which are specific to a particular HAULPAK® truck model, such as engine, alternator and wheelmotor configuration, retard current limit, speed taper, power reference, and control stability constants. The operating software that controls current, Voltage, and horsepower limit in propulsion and current, speed taper and field amps in retarding uses a set of constants and look-up functions unique to and consistent with the configuration on each HAULPAK® truck model. The CFG program is also used to set values which are specific to a particular mine, such as overspeed settings. “Configuration software”, also sometimes referred to as “configuration download software”, allows the end user (mine) or HAULPAK® Distributor to select, via an easy to use, menu driven program screen, any one of a number of pre-recorded configurations stored in the PTU software. All the user has to do is select the configuration file that matches the truck being serviced. The available combinations have been pre-recorded to be consistent with and ensure proper limits on the components used in that system. Thus, the Mine personnel do not have to be concerned with questions such as: “Is this the correct current limit for a GE776 or GE772 wheel?” or “Will speed taper in retarding work properly if I use a wheel with 23:1 gear ratio?” The configuration software will ensure compatible combinations of parameters. The Mine technician must select or create the correct CFG file to match the truck. The CFG program is downloaded to Flash chips on the CPU card from CFG files on the PTU hard drive. This is done initially during factory checkout, and can be redone in the field using the PTU. NOTE: This MUST be done if the FB101 card is changed PTU - Portable Test Unit Code The PTU program is used to enable menu driven viewing of truck data in the CPU while the truck is moving or stationary. Using the PTU, it can also be used to view and change contactor positions. It is also used to establish a communication link between the PTU and the CPU to download OBJ and CFG software files.
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The PTU program is loaded onto the PTU hard drive using GE/HAULPAK® supplied floppy disks. Instructions for loading this software onto the PTU and downloading to the CPU are discussed later in this section. System Regulation The micro-processor, located on the CPU card, 17FB101, in the FL275 panel is set up electronically with the use of a Portable Test Unit (PTU) when the software described previously is downloaded. After being set up, certain operating parameters can be changed to “fine tune” the system to a particular road profile. In addition to establishing propulsion and retarding circuits and regulating truck speed and retarding, the software restricts the control system from certain transitions under certain conditions. For example, the system will not allow a direction change while in the retard or propulsion without passing through the “nomo”, or “no motion” state. The software does, however, allow transition among the three retard states when in retard, these states being retarding, retard speed control and overspeed. These transitions are allowed because, once the contactors are in the retard position, no other contactor changes are necessary. NOTE: The term “nomo” is a state which is entered at a truck speed of 0.30 mph or less. Propulsion As part of the total software package, a particular group of regulatory software commands is included called a state machine. The “state machine” controls the various operating functions of truck operation. The software implements the state machine by keeping track of which state the truck is in, and which state the truck is allowed to move into if the operator requests a different mode of operation. For example, assume the operator has turned the key switch On to start the control system software, and then starts the engine. When the accelerator pedal is pressed to request contactor sequence and excitation, the state machine enforces a sequence of actions. First, the software initializes the system. This includes ensuring that the contactors are all positioned correctly. (Initialization takes about 8 seconds after control power has been applied to the 17FL275 panel.) Then, when the initialization is completed, the state becomes the “nomo”, or no “motion”, state. No propulsion or braking contactors are picked up.
Electrical Propulsion Components
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Next, the state machine enters the “into accelerate” state. This state can only be entered if there are no restriction flags set in the software such as brake (service or park), ACCINH, DUMPBS, NAFLT, or GNDFLT. In this state, contactor sequence is initiated. If all contactors necessary for acceleration are in their correct positions, then the state machine enters the “accelerate” state. If the contactor sequence does not complete successfully, then a fault, NAFLT, prohibiting acceleration is tripped. When the state machine enters the “accelerate” state, firing commands can be issued. Firing commands are based on operator request and truck volt and amp feedbacks. They are used to generate a pulse burst firing signal from the CPU. The Alternator is thus excited, generating electrical power (horsepower) to the wheelmotors which will drive the truck forward or backward, depending on the position of the selector switch.
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Retarding When the operator presses the retard pedal, acceleration is canceled and the propulsion contactors are dropped out. The state machine enters the “coast” state and then the “into retarding” state. It remains in this state until all of the contactors necessary for retarding are in the correct position. The state machine then enters the “retard” state. Firing pulses are issued to the static exciters based on operator request and on various system feedbacks.
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2-DIGIT DISPLAY PANEL The 2-Digit Display panel (Figure 2-1.), located in the control cabinet, consists of the following: • Two-digit “event” number display, • “First” LED • “Last” LED • “Previous” (up arrow) search key • “Next” (down arrow) search key • “Reset” key
FIGURE 2-1. 2-DIGIT DISPLAY PANEL
Under normal operation, with no events having been recorded, the 2-Digit Display Panel will display only two zeros (00). The “first” LED and the “last” LED will be dark (not illuminated). The “previous” and “next” search keys will be illuminated (green). The “reset” key will also be illuminated (red). NOTE: The terms “event” and “fault” are used interchangeably to indicate a system occurrence which has been recorded into memory. The system recognizes each as an event, that is, a fault is nothing more to the system than an event. Some events (or faults) result in restrictions being placed on truck operation. Therefore, when discussing a fault situation, the term “fault” seems more appropriate and less confusing. The Coded Number
Once a fault has been serviced, press the “reset” key and the event will be reset. If the problem has not been corrected, the fault will be relogged the next time it occurs. NOTE: Resetting the fault from the 2-Digit Display does not remove the event from the CPU memory on the FB101 card in the FL275 panel. This can only be done using the Portable Test Unit (PTU). Events
The 2-Digit Display panel displays a coded two digit number. This number indicates certain data stored in the memory of the CPU card regarding the recent operating history of the truck's propulsion and control systems. Refer to Table I for a description of the two digit code numbers ranging from 00 to 99. If an active fault condition exists, in which a fault has not been locked out or reset, the corresponding fault number will appear on the display. For example, if the P1 contactor is out of position, a number thirteen (13) will be displayed. By referring to Table I, you can quickly determine that a 13 refers to P1 contactor. Troubleshooting tips are provided for isolating the cause of the fault. If another fault were to occur, such as the RP1 feedback indicating that RP1 contactor is in the wrong position, a number seventeen (17) would be displayed. Referring to Table I, you could see that a problem exists with the RP1 contactor. You can also see that the “last” LED is illuminated and the “first” LED is extinguished. This means that event 17 is the last one stored in the 2-Digit Display. To view the first event, simply press the “previous” search key (up arrow).
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If the first event were being displayed, the “first” LED would be illuminated and the “last” LED would be off. This indicated that the event being displayed is the first one in the CPU memory and that there are additional events to be displayed. To view the last event, press the “next” search key (down arrow).
This panel provides a variety of operational and fault codes which electronically document certain system events. For this reason, these codes are referred to as “event” codes. The diagnostic system on the CPU card stores up to 500 events. If more are encountered after the storage is full, the system will purge the oldest event to make room for the newest event. It will then record the fact that this purge has occurred. Stored events can only be removed from the system using the PTU, or by being purged by the system when new events occur after the storage is full. When an event is reported, the system records the time and date, as well as the event's code, subcode, and 2 floating point values. This data, besides the time and date, are determined by the section of software reporting the event. This data is stored in the computer's memory and the “event” code is displayed on the 2-Digit Display panel.
Electrical Propulsion Components
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Frames Every few seconds the system also collects “frames” which are bits of time. The time duration of each frame is set using the PTU, in increments of 0.01 seconds. Frames are collected right after all of the systems' input/output functions (events) are complete, as a record of system function at the time of the event. Each frame contains 40 floating point values, all digital input and output values, the state machine's current state at the time of the event. Each time an event is reported, a frame (known as the trigger frame) is kept for that event until the event is erased.
Running Count This is the total count of all events of this type seen since Running Count was last cleared by the PTU. Life Count This is the total count of all events of this type ever recorded. The maximum number which can be recorded is 4,294,967,295. When this number is reached, the count will roll over. Accept Limit
Windows Some events may also have frame “windows” - a collection of 51 frames, that is, all the frames that occur for 40 frames before the event, a frame at the event, and 10 frames after the event. The system will save each event window for the first 16 events that are qualified to have windows. They will be saved until the event is erased. After 16 windows are stored, no additional windows can be stored. System Categories All of the possible events which can occur have been programmed to fall into eight different categories, to enable the system to respond correctly. They are: Active Events Count This is the current number of events of this type which are “active“, i.e., which may affect truck operation. Decay Active Events Count Time This is the time in seconds which specified the rate at which the Active Events Count “decays”, allowing a certain number of events to occur “normally” over a given time frame without affecting truck operation. Lockout DOS Limit This controls how often a truck operator may reset the operating restrictions caused by an event type, using the Dump Override Switch (DOS) switch in the cab.
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If the Active Events Count is equal to the Lockout DOS Limit for a given type, the Override switch (DOS) will have no effect on operating restrictions caused by that event. The Active Events Count (for that type) will not be decayed by the Decay Active Events Count
This is the number of events of this type that will be recorded by the system. See the discussion under Limits On Resetting Faults. Window Captures Allowed Limit This tells how many windows will be captured for events of this type, subject to space restrictions. When the window capture limit is exceeded, only a single frame of data is saved. Window Captures Count This is the count of windows saved for this event type. This value is incremented by 1 each time a window is saved for this event type. It is decremented or cleared when events are cleared by the PTU.
Limits On Resetting Faults In the fault system, there are three limits associated with resetting faults: Accept limit (accept_limit) This is the limit on the number of faults which may be stored. When the limit of a given fault is exceeded, the oldest event of this type recorded without a window will be replaced with the new event, it will not be overwritten. The system does not allow events with windows to be overwritten. If the oldest event has a window, the oldest non-window event will be overwritten.
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Lockout limit (lockout_limit) This is the limit on the number of faults which may occur until the cab Override switch (DOS) will no longer clear the restriction. For example, a GF contactor fault, (code 10) has a lockout limit of three. Every time this fault occurs, a no acceleration restriction is placed on the propulsion system. When the first and second GF contactor faults occur, the driver may bring the truck to a stop and depress the Override switch. This will clear the restriction and allow acceleration. On the third occurrence of the GF contactor fault within the decay time however, the Override switch will not remove the no-acceleration. Rather, the RESET button on the 2-Digit Display must be pressed, then the driver can clear the no_accel restriction with the Override switch. Decay time (decay_time) Decay time is associated with lockout-limit. The “active lockout count” is decayed by one count every decay-time period. If the driver gets two GF contactor faults in an hour, then the third (at least one hour after the first GF contactor fault), he will be able to clear the third fault with the Override switch because the oldest of the two has “decayed” the lockout count to one. There are still three data packs of GF contactor fault information in the CPU, however. If the driver gets three GF contactor faults in one hour, the 2-Digit Display reset is required to “decay” the active lockout count. Na Faults Some events, called Acceleration Inhibit faults, prohibit the truck from accelerating. When an “acc-inh” fault is reported, a traction system warning message will appear on the Overhead Display on HMS equipped trucks or the SYSFLT light will light in the cab of non-HMS trucks, and acceleration will be prohibited.
When reset via the 2-Digit Display RESET button, the Override switch must be depressed next in order to remove the fault restriction. Event Sequence The 2-Digit Display shows the event code numbers for all event types which have Active Event Counts greater than 0. The event types for which this is true are presented in the order in which the events have been reported. An event appears in the list once for each count in Active Event Counts, again in the order in which the events were reported. A technician may use the “up” and “down” arrow keys on the Two-Digit Display to scroll through the list. The “first” and “last” lights will indicate the beginning and end of the list. Resetting Events When the RESET button on the 2-Digit Display is pressed while displaying an event code, that one specific event code is reset, and the active event count is reduced by one. If the event occurred several times, each one must be displayed and reset to get the active event count to zero for that event type. If event types have Active Event Counts equal to Lockout Override switch (DOS) limit values, any acceleration inhibit restriction is removed when the event is reset and then the Override switch (DOS) is depressed. Event Descriptions Refer to Table I for a listing of all of the possible events, what restrictions (if any) would apply, and the definition of each type. Troubleshooting tips are also provided. Subcode Descriptions Subcodes can only be viewed using the PTU to read stored events. Subcodes provide additional information for the following event code numbers: 30, 32, 33 and 37. Refer to Table II for a listing of subcodes.
The truck operator may clear an acceleration inhibit fault restriction by depressing the Override switch (DOS). When the Override switch is depressed, the restriction is removed, unless the Active Events Count for 1 or more event types is equal to the Lockout Limit. If such is the case, acceleration inhibit restriction will remain in effect until it is reset with the 2-Digit Display or the PTU.
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NOTE: The information listed under “Event Values” provides additional detail for each event and is described as follows: Decay Time . . . . . . . . . How long events are held in “active count” memory (in seconds). Lock Limit . . . . . . . . . . Operator cab reset is disabled when lock limit is reached within decay time. Acceptable Limit: . . . . . Maximum number of occurrences of an event code which can be recorded in FL275. Window Limit: . . . . . . . Maximum number of an event with 51 frame windows.
2-DIGIT DISPLAY PANEL CODES TABLE I. TWO-DIGIT DISPLAY PANEL CODES EVENT CODE
00
01
02
08
09
EVENT DESCRIPTION Reset All (no events displayed)
Low level ground fault
High level ground fault
Pedal Accel
Pedal Retard
EVENT RESTRICTION
11
GF Contactor
GFR Relay
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EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
None
Used to reset all events
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
A ground fault is detected if leakage current to ground (truck chassis) exceeds 114 ma.There is a 0.2 second delay on shutdown. In the following order, check for: Moisture in motors, grids, power cables, motor flash, insulation failure in power circuit, defective FB102/140 card.
1800
5
20
5
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
A ground fault is detected if leakage current to ground (truck chassis) exceeds 400 ma.There is a 0.05 second delay on shutdown. Same checks as No. 01.
N/A
1
1
1
System Event In ACCEL: Shut down truck & turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Incorrect accelerator output.
3600
3
10
2
System Event In ACCEL: Shut down truck & turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Incorrect retard pedal output.
3600
3
10
2
GF Contactor command and feedback do not agree.In the following order, Check for: welded tips, blocked armature, defective coil or position sensor, loose wiring connections, mechanical obstruction, defective FB104 card.
3600
3
10
2
GFR Relay command and feedback do not agree. Check for: Same as No. 10.
N/A
1
20
5
System Event
10
DETECTION INFORMATION
In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
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TABLE I. TWO-DIGIT DISPLAY PANEL CODES (Cont.) EVENT CODE
12
13
14
17
18
19
20
21
22
23
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EVENT RESTRICTION
DETECTION INFORMATION
MF Contactor
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
EVENT DESCRIPTION
EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
MF Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
P1 Contactor
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
P1 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
P2 Contactor
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
P2 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP1 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP1 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP2 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP2 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP3 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP3 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP4 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP4 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP5 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP5 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP6 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP6 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP7 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP7 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
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TABLE I. TWO-DIGIT DISPLAY PANEL CODES (Cont.) EVENT CODE
24
25
26
27
28
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
RP8 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP8 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
RP9 Contactor
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
RP9 Contactor command and feedback do not agree. Check for: Same as No. 10.
3600
3
10
2
Forward Coil
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Forward position of reverser command and feedback do not agree. Check For: Same as No.10.
3600
3
10
4
Reverse Coil
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Reverse position of reverser command and feedback do not agree. Check For: Same as No.10.
3600
3
10
4
Forward/Reverse Call
System Event In ACCEL: Shut down truck and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Forward & reverse direction both called for at same time.
3600
3
10
4
N/A
N/A
5
0
30
Analog Output (See Subcodes)
Recorded in memory only No truck shutdown.
Analog input exceeds 10V for .05 seconds. Software error, bad FB101 or FB102/ 140 card.Check subcodes (Table II) with PTU for more detail.
31
Frequency Output
Recorded in memory only. No truck shutdown.
Engine RPM signal <500 or >2300.
N/A
N/A
5
0
32
Analog Input (See Subcodes)
Recorded in memory only. No truck shutdown.
Software error. Bad 101 or 102/140 card. Check subcodes (Table II) with PTU for more detail.
N/A
N/A
5
1
33
Frequency Input (See Subcodes)
Recorded in memory only. No truck shutdown.
Same checks as No., 30. Check subcodes (Table II) with PTU for more detail.
N/A
N/A
5
0
37
Hardware Startup (See Subcodes)
Recorded in memory only No truck shutdown.
Check for defective FB101 card. Check subcodes (Table II) with PTU for more detail.
1800
3
5
1
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Ripple current in alternator field circuit exceeds a preset value. Indicates shorted diodes in main rectifier. Check diodes, wiring between FDP and FL275 panel. Defective FDP or FB103 card.
N/A
1
4
2
45
Diode Fault
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TABLE I. TWO-DIGIT DISPLAY PANEL CODES (Cont.) EVENT CODE
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
Current in Motor 1 armature exceeds limits for a preset time. Limit is a function of being in retard or acceleration.
3600
3
10
2
46
Motor 1 Overcurrent
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
47
Motor 2 Overcurrent
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Current in Motor 2 armature exceeds limits for a preset time. Limit is a function of being in retard or acceleration.
3600
3
10
2
Motor Field Fault
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Motor field current not in correct proportion with motor armature current. Check for defective shunt, Iso-amp, wiring, FB102/140 card.
3600
3
10
4
Motor Field Overcurrent
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Current in motor fields exceeds limits. Limit is a function of being in retard or acceleration.
3600
3
10
4
Motor Stall
System Event (in ACCEL only) In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Motors stalled with motor current above 1000 amps, inverse time function. Could be caused by overloaded truck, grade or rolling resistance too high. Check for defective speed sensors, shunts, Iso-amps, wiring, FB102/140 card.
3600
3
10
2
51
Motor Spin
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
One motor stuck, the other spinning for longer than 10 seconds with motor current >100A. Check for: Same as No. 50.
3600
3
10
4
52
Alternator Tertiary Overcurrent
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Current in alternator field tertiary windings exceeds limits for a preset time. Check for shorted diodes or SCRs in AFSE.
N/A
1
4
2
Motor Tertiary Overcurrent
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Current in motor field tertiary windings exceeds limits for a preset time. Check for shorted diodes or SCRs in MFSE. Check for low engine rpm in retarding.
N/A
1
4
2
48
49
50
53
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TABLE I. TWO-DIGIT DISPLAY PANEL CODES (Cont.) EVENT CODE
EVENT RESTRICTION
DETECTION INFORMATION
+15 Power
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
EVENT DESCRIPTION
EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
Out of limit (±1V) for 4 seconds Check for battery volts below 20V, excessive load on supply (Iso-amps or VMM), defective FB100 card.
3600
3
10
2
-15 Power
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Out of limit (±1V) for 4 seconds. Check for: Same as No. 54.
3600
3
10
2
+19 Power
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Out of limit (±3V) for 4 seconds. Check for: Same as No. 54.
3600
3
10
2
Motor Polarity
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
Motor 1 and motor 2 opposite polarity. Check for: Loose shunt wiring, cabling to motors or shunts, defective FB102/140 card.
3600
3
10
2
PTU Configuration
System Event In ACCEL: No propel and turn on SYSFLT light. In RETARD: Turn on SYSFLT light only.
PTU configuration inputs are inconsistent.
3600
1
4
2
System Event In RETARD: Turn on SYSFLT light only.
M1 amps less than 20 and M2 amps greater than 500 for 5 seconds. Check for loose cabling to grids, RP contactors. Inspect grids for damage, foreign objects.
3600
2
10
2
Retard Grid 2 Failure
System Event In RETARD: Turn on SYSFLT light only.
M1 amps greater than 500 and M2 amps less than 20 for 5 seconds. Check for loose cabling to grids, RP contactors. Inspect grids for damage, or foreign objects.
3600N
2
10
2
63
Low Axle Box Pressure
If BPS does not pick up in 101 seconds (or time set on Truck Specifics Screen). Turn on light and buzzer.
Axle box air pressure not sensed with engine above 1550 rpm. Check for: Leaking air ducts, open axle box door, leaking door gasket, defective BPS switch or FB103 card.
N/A
N/A
10
0
64
Motor 1 Over Temperature
Turn On Motor Light
Motor 1 is over a 220°C temperature limit. Check for: Excessive load or duty cycle, lack of cooling air.
N/A
N/A
10
0
54
55
56
57
59
61
62
Retard Grid 1 Failure
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TABLE I. TWO-DIGIT DISPLAY PANEL CODES (Cont.) EVENT CODE
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
65
Motor 2 Over Temperature
Turn On Motor Light.
Motor 2 is over 220°C temperature limit. Check for: Same as No. 64.
N/A
N/A
10
0
66
Overspeed Retarding
Apply maximum retard level to reduce speed below overspeed point.
Vehicle speed exceeds preset limit.
N/A
N/A
50
0
67
Speed Retard Exceeded
Recorded in memory only.
Vehicle speed exceeds preset limit.
N/A
N/A
10
1
68
Retard Overcurrent
Recorded in memory only.
Retard current level exceeded. Check for: Defective shunt, Iso-amp or FB102/140 card.
N/a
N/A
25
1
69
Horsepower Low
Recorded in memory only.
Engine low on horsepower.
N/A
N/A
25
1
70
Horsepower Limit Exceeded
Recorded in memory only.
Engine horsepower limit exceeded.
N/A
N/A
10
1
71
Engine Overspeed Exceeded
Recorded in memory only.
Engine speed exceeded.
N/A
N/A
10
1
NOTE: * The following event codes (72 & 73) applicable only to Cummins engines with special sensors installed and options activated.
72
*Oil Pressure Warning
73
*Oil Pressure Shutdown
74
*Coolant Pressure Warning
75
*Coolant Pressure Warning
76
*Crankcase Overpressure
77
*Coolant Over Temperature
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Engine oil pressure in warning zone. Check engine, pressure sensor or FB102/140 card.
N/A
N/A
10
1
Recorded in memory. Turn On ENGSDWN Light.
Engine oil pressure in shutdown zone. Check for: Same as No. 72.
N/A
N/A
10
1
Recorded in memory. Turn On ENGSERV Light.
Engine coolant pressure in warning zone. Check for: Same as No. 72.
N/A
N/A
10
1
N/A
N/A
10
1
Recorded in memory. Turn On ENGSERV Light.
Recorded in memory. Turn On ENGSDWN Light.
Engine coolant pressure in shutdown zone. Check for: Same as No. 72.
Recorded in memory. Turn On ENGSDWN Light.
Engine crankcase overpressure. Check for: Same as No. 72.
N/A
N/A
10
1
Recorded in memory. Turn On ENGSERV Light.
Engine coolant temperature in warning zone. Check for: Same as No. 72.
N/A
N/A
10
1
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TABLE I. 2-DIGIT DISPLAY PANEL CODES (Cont.) EVENT CODE
78
79
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
EVENT VALUES Decay Time
Lock Limit
Accept Limit
Window Limit
Engine Service
Recorded in memory. Turn On ENGSERV Light.
Engine Warning. Service ASAP.
N/A
N/A
10
1
Engine Shutdown
Recorded in memory. Turn On ENGSDWN Light. Will inhibit propulsion after a 0.5 second delay and will continue to inhibit as long as Engine Shutdown Light is lit.
Shutdown the engine ASAP.
N/A
N/A
10
1
N/A
N/A
10
1
80
Engine Speed Retard
Recorded in memory.
Engine speed less than 1500 rpm measured 4 seconds after high idle command when going into retard on non-Fuel Saver trucks. Check engine control.
81
Motor 1 Voltage Limit Exceeded
Reduce alternator excitation to below voltage limit.
Motor 1 over voltage limit. Check for defective VMM1, VMM2, or FB101/144 card.
N/A
N/A
10
1
82
Motor 2 Voltage Limited Exceeded
Reduce alternator excitation to below voltage limit.
Motor 2 over voltage limit. Check for defective VMM1, VMM2, or FB101/144 card.
N/A
N/A
10
1
83
Alternator Field Current Level
Recorded in memory only.
Alternator field current slow to decay. Check for: Defective shunt, Iso-amp, or FB102/140 card.
N/A
N/A
10
1
88
Lamp Test
None.
Lamp test in progress. Not a true event. Not logged.
Recorded in memory only.
Battery volts low. Less than 21 volts for 4 seconds and engine speed greater than 600 rpm. Check for: Check 24V alternator or batteries.
N/A
N/A
10
1
N/A
N/A
10
1
90
Battery Volts Low
91
Battery Volts High
Recorded in memory only.
Battery volts high. Greater than 32 volts for 4 seconds. Check 24V alternator regulator.
92
Bad Engine Sensor
Recorded in memory only.
Engine sensor output outside normal range. Check sensor and wiring.
N/A
N/A
10
3
98
Data Store
Recorded in memory.
Indicates a data snapshot has been initiated by manual means.
N/A
N/A
11
10
Recorded in memory.
Software problem. Reload software, reconfigure truck. Check for defective FB101 card.
1800
3
5
1
99
Software
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TABLE II. TWO-DIGIT DISPLAY PANEL SUBCODES PRIMARY CODE No.
SUBCODE No.
TERM
DESCRIPTION ANALOG OUTPUT
30:
54
AF_CURR_REF
D/A Commanded to output >10 volts for over 0.05 seconds
55
MF_CURR_REF
D/A Commanded to output >10 volts for over 0.05 seconds
56
BRKBLV
D/A Commanded to output >10 volts for over 0.05 seconds
57
ENGRPMCMD
D/A Commanded to output >10 volts for over 0.05 seconds
61
SIG1
D/A Commanded to output >10 volts for over 0.05 seconds
62
SIG2
D/A Commanded to output >10 volts for over 0.05 seconds
63
SIG3
D/A Commanded to output >10 volts for over 0.05 seconds
64
SIG4
D/A Commanded to output >10 volts for over 0.05 seconds
65
SIG5
D/A Commanded to output >10 volts for over 0.05 seconds ANALOG INPUT
32:
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18
GND
A/D Scaled output > 16 or <-16 for 0.02 seconds
19
GAINCHK
A/D Scaled output > 1675 or <-1600 for 0.02 seconds
20
GROUND_FAULT
A/D Scaled output > 523 or <-523 for 0.3 seconds
21
M1_AMPS
A/D Scaled output > 3500 or <-3500 for 1.0 second
22
M2_AMPS
A/D Scaled output > 3500 or <-3500 for 1.0 second
23
MF_AMPS
A/D Scaled output > 1500 or <-1500 for 1.0 second
24
ALT_F_AMPS
A/D Scaled output > 800 or <-30 for 0.5 seconds
25
ENGHPCUT
A/D Scaled output > 4.95 or <-4.95 for 1.0 second
26
SRS
A/D Scaled output > 23 or <-1 for 1.0 second
27
RPINHI
A/D Scaled output > 23 or <-1 for 1.0 second
28
ALTFVOLT
A/D Scaled output > 1000 or <-25 for 1.0 second
29
ALT_OUT_VOLT
A/D Scaled output > 2250 or <-50 for 1.0 second
30
M2_VOLTS
A/D Scaled output > 1200 or <-1200 for 1.0 second
31
APINHI
A/D Scaled output > 25 or <-1.0 for 1.0 second
32
SVBE
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
33
TMFSE
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
34
ATOC
A/D Scaled output > 2400 or <-50 for 1.0 second
35
MTOC
A/D Scaled output > 2400 or <-50 for 1.0 second
36
M1TS
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
37
M2TS
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
38
TAFSE
A/D Scaled output > 5.0 or < 0 for 1.0 second
39
PAYLOAD
A/D Scaled output > 10.0 or < 0 for 1.0 second
40
COOLT
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
41
COOLP
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
42
CRANKP
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
43
OILP
A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
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TABLE II. TWO-DIGIT DISPLAY PANEL SUBCODES (Cont.) PRIMARY CODE No.
SUBCODE No.
TERM
DESCRIPTION ANALOG INPUT
32:
44
VOLTS_15P
A/D Scaled output > 16.5 or <13.5 for 0.1 seconds
45
VOLTS_15N
A/D Scaled output > -13.5 or <-16.5 for 0.1 seconds
46
LO_BATT_VOLT
A/D Scaled output < 15.0 for 4.0 seconds
47
HI_BATT_VOLT
A/D Scaled output > 33.0 for 4.0 seconds
48
VOLTS_19P
A/D Scaled output > 20.9 OR <17.1 for 1.0 second
49
TAMB
A/D Scaled output > 5.2 or <-5.2 for 1.0 second
50
Undefined3
A/D Scaled output > 5.2 or <-5.2 for 1.0 second
FREQUENCY INPUT
33:
51
ENG_SPD
ENGSPD exceeds ENG_MAX_RPM = 2400 RPM
52
M1_SPD
MOTOR1SPD exceeds MTR_RPM_MAX = 3000 RPM
53
M2_SPD
MOTOR2SPD exceeds MTR_RPM_MAX = 3000 RPM HARDWARE STARTUP
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1
EPROM CRC
Checksum failed for base monitor buck EPROMS
2
WATCHDOG TEST
Test for infinite loop failed
3
READY TIMEOUT
Test for bad address failed
4
CLOCK INTERRUPT
Test of interrupt circuitry failed
5
FLASH CRC
Checksum failed for OBJ application code
6
SRAM TEST
Static RAM read/write test failed
7
BRAM CRC
Battery backed RAM checksum failed
8
BRAM BATTERY CHK
Battery voltage low for BRAM
9
DATE/TIME CHECK
Hour <24, day<32, Check for realistic date and time
10
BUCK RAM STACK
Check of static RAM used by buck
11
INTERRUPT OVERFLOW
Not enough real-time for master loop
12
WATCHDOG
Application tripped an infinite loop
13
BAD MEMORY
Application bad memory address
14
MANUAL
Command to manually test 37 was issued
15
ANALOG READBACK
Output signal feedbacks indicate error
16
ANALOG A TO D
Analog to digital conversion too long
17
ANALOG GNDCHK
Analog input conversion lost power
18
FCLOCK STATUS
Frequency input conversion error
19
FCLOCK STOPPED
Frequency input conversion error
20
FCLOCK SEQUENCE
Frequency input conversion error
21
FPULSE STATUS
Frequency input conversion error
22
FPULSE SEQUENCE
Frequency input conversion error
23
FPULSE COUNT
Frequency input conversion error
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PORTABLE TEST UNIT (PTU) DESCRIPTION
OPERATIONAL HINTS
The minimum requirements for the laptop computer to be used for the PTU are as follows:
Here are a few things to remember about the use of the PTU and software:
• IBM compatible, portable PC • 20 megabyte hard disk drive • 3.5" floppy diskette drive • 2 megabytes RAM • Serial Port & cable • Battery charger A larger capacity hard disk, additional RAM, and a spare battery pack are desirable. Control software provided by GE and HAULPAK® on 3.5" floppy disks must be transferred to the PTU hard disk drive prior to transferring the Control Program to the truck. All adjustments, setup procedures and diagnostic troubleshooting of the truck's control system can be made via this PTU. Most of the procedures are menu driven, with function screens provided as part of the operating software. Figure 2-2. illustrates the “Main Menu” which appears when the software program opens. Figure 2-3 illustrates the “menu tree” showing the various screen menus available from the main menu and the path required to reach the next level sub-menu.
Some instructions in this manual call for the user to type certain operating commands. These commands are shown in a typewriter style type font within quotation marks to indicate the characters to be typed from the keyboard. The operating commands should be typed in lower case letters. Do not type the quotation marks when entering commands on the PTU. (Refer to the chart below.) Other operations require pressing an individual key on the keyboard; these keys are shown in square brackets. For example, if an operation requires pressing the key labelled “Enter”, it will be shown as [ENTER]. Keys shown as [F1] through [F10] refer to the Function keys across the top of the keyboard. Note that many portable computers require pressing another key (usually labelled “Fn”) in conjunction with each Function key.
Sample PTU screens illustrated on the following pages show menus and data screens as they appear in the version 11, July 1994 STATEX III software release. Earlier and later versions of the software may differ. The information that follows is presented in the sequence that it would most likely be used at a mine site that was receiving new Statex III trucks or a mine that was updating software from previous release versions. It is assumed the technician is familiar with the basic operation of a laptop computer. CONVENTION
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Keep the PTU plugged into its charger when possible to maintain a full charge on the battery. There is an indicator light on the PTU which, when lit, indicates low battery power. If this light should come on while using the PTU, continue until you reach a convenient break point. Return to the main menu and turn off the PTU. Then, replace the battery with a spare and continue. If a spare battery pack is available, switch the PTU battery occasionally to ensure that both batteries are kept fully charged. Battery life can be extended by fully discharging and recharging every 3 months.
APPLIES TO:
SAMPLE
Bold Type
Menu & Screen Titles
GE OHV STATEX III MENU
Quotation Marks
Menu Selection Choice
“PTU TALK TO TRUCK”
Typewriter Font in Quotes
Command to be typed from keyboard
“gemenu”
[Brackets]
Keyboard Key to Press
[ENTER], [CTRL], [ALT], [F1] etc.
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SOFTWARE INSTALLATION PREPARATION There are four diskettes in a software code release. The diskettes are labelled as follows: • Statex Utilities • Statex PTU Screens • Statex Object Code • Statex Configuration Code
The installation program will sequentially display all older versions of GE software code that may be deleted, pausing to allow time to decide which (if any) versions to delete. It is not necessary to delete older versions of software, however if it will no longer be used, the files should be deleted to recover disk space. WARNING! If older software versions are to be deleted, statistical data, files, directories and subdirectories used with the older version will be deleted automatically!
Statex Object Code is code that is common to all trucks. Statex Configuration Code is code that is unique to each truck. When first received, they should all be installed in numerical sequence. Once all diskettes of a release have been installed, any single diskette may be installed at any time. The following instructions describe the procedures for initial installation of the GE software on the PTU or procedures to update the PTU with the latest version software code. It is not necessary to connect the PTU to the truck during software installation.
NOTE: To determine the latest version of software code, contact your HAULPAK® Distributor. If new code is required, the current diskettes can be obtained.
Deleting Prior Software Versions Software installation will require approximately 4 megabytes of disk space on the PTU hard disk. Prior to performing the installation procedure (when disk #1 is installed), a message will be displayed listing the space required for software installation and the actual space available on the hard disk. If insufficient space is available, the installation procedure should be aborted and unnecessary files should be deleted until the required amount of space is available or the installation procedure can be continued and an automated provision is available to delete older versions of software code. The June 1992 and later software releases allow deletion of older versions of the software previously installed on the PTU hard disk.
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Computer Boot File Editing In some cases it may be necessary to modify the DOS files AUTOEXEC.BAT and CONFIG.SYS to allow the GE software to operate properly. These files are normally located in the root directory of the hard drive and are used by the PTU when it is initially turned on. At the end of diskette #1, the installation program will pause to ask whether you will permit automatic editing of the AUTOEXEC.BAT and CONFIG.SYS files. If automatic editing of these files is not permitted, the installation program will display changes (if any) which should be made but will not make the changes for you. If changes are not allowed, the recommended changes should be made by manually editing the AUTOEXEC.BAT and CONFIG.SYS after completion of the GE software installation. If permission was given to automatically edit the AUTOEXEC.BAT and CONFIG.SYS files, the changes will be made and displayed for viewing. The original files will then be saved under the names AUTOEXEC.BAK and CONFIG.BAK respectively. The “.BAK” files are saved to the hard disk as backup copies of the files prior to any changes being made. If a problem should arise with the newly modified files, the original AUTOEXEC.BAT and CONFIG.SYS files can be restored by using DOS to delete the modified files and then renaming the backup files from AUTOEXEC.BAK to AUTOEXEC.BAT and CONFIG.BAK to CONFIG.SYS. NOTE: Whenever changes are made to the AUTOEXEC.BAT and CONFIG.SYS files, the PTU must be “re-booted” for any changes to take effect. The computer can be re-booted by simultaneously pressing the [CTRL], [ALT] and [DEL] keys or by turning the power switch Off and then On again.
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SOFTWARE INSTALLATION ON PTU
2. Insert the #1 diskette into the computer diskette drive.
5. Remove diskette #1, insert diskette #2 and repeat step 3. Before diskette #2 files are copied to the hard disk, an option is presented to indicate which serial port is to be used for communication with the truck. If the PTU uses serial port #1, enter the number “1” at the prompt. If the PTU uses serial port number 2, enter the number “2” at the prompt.
3. If the floppy disk drive containing diskette #1 is designated drive “A”, type “a:installa” and press [ENTER] key. If the floppy disk drive containing diskette #1 is designated drive “B”, type “b:installb” and press [ENTER] key.
NOTE: Serial port #1 is normally used for communication and should be chosen if uncertain. If after software is installed and problems are encountered in communicating with the truck, repeat step 5 and select number “2” instead of “1”.
4. When all diskette #1 files have been copied to the hard drive, a message to insert the next diskette will appear on the screen.
6. Install the remaining software files on diskettes #3 & #4 using the above procedures.
Use the following procedure when initially installing the GE software on the PTU hard drive or if updating the current software to a new release version. 1. The computer must be at any DOS prompt prior to installing the software.
7. Reboot the PTU before opening the main menu. If a new version of software has just been installed and truck configuration files have been created using earlier software versions, refer to “Configuration (CFG) File Conversion” which follows to update the files for use with the new software release.
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THE MAIN MENU
• “VIEW PTU SAVED FILES”
The main menu, titled GE OHV STATEX III MENU as shown in Figure 2-2, illustrates the major selections available. Note the software release date also appears in the title. This menu is used to access all other operating menus. Options on this menu are selected by using the arrow keys or typing the first letter of the name of the selection. To view the main menu, turn the PTU power switch on. After the PTU performs a self-test startup procedure, the DOS “C:>>” prompt will appear. Type “gemenu” and press the [ENTER] key. The main menu will appear on the PTU screen. The following identifies each of the options listed on the main menu: • “QUIT MENU” When selected, the PTU exits the GE software and returns to the DOS “C:>>” prompt. When the “C:>>” prompt appears, the PTU is functioning as a standard laptop computer. • “PTU TALK TO TRUCK” Used to “talk” to the CPU (Central Processing Unit) in the 17FL275 panel. All PTU/CPU communication is done through this selection. To enter this selection, a log-on with an appropriate password is required and the serial communication cable should be attached.
Used to examine the contents of saved event files in the PTU. No password is required. Can only be used to playback events already stored “n a filename. • ”LIST STAT DATA FILES” Used to examine the statistical data from a truck's CPU which has been stored on the PTU. • “TRUCK SETUP (CFG)” Used to edit or create CFG files. Refer to PROGRAM TRUCK, for a procedure for downloading configuration files to the CPU in the 17FL275 panel. • “SELECT TRUCK SETUP” Used to view the current list of configuration files and to select a configuration file for downloading to the CPU. Refer to PROGRAMMING TRUCK for additional information. • “UPDATE CFG VERSION” Permits conversion of truck configurations from older versions of software to be compatible with newer versions without requiring retyping values for overspeed, serial numbers, etc. NOTE: configuration files from versions prior to March 1992 can not be converted. Older versions must be retyped. • “CHANGE PTU PASSWORD” Used to set passwords which permit different levels of access to the operating screens in the software.
Software Release Date
FIGURE 2-2. MAIN MENU
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FIGURE 2-3. PTU SOFTWARE MENU TREE
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CONFIGURATION (CFG) FILE CONVERSION When new GE software code is installed on the PTU to replace older versions of software, it will not contain the existing truck configuration data (overspeeds, serial numbers, option choices, etc.) already in current truck files. Previously, you were required to retype all of this information, one file for each truck into newly created configuration files. The Configuration Conversion Tool (“UPDATE CFG VERSION” option on the main menu) eliminates the need for any truck configuration data retyping. It will convert this truck data from the existing August 1993 configuration files. If March 1992 CFG files are to be used with the July 1994 release, it is necessary to first convert the CFG files to the August 1994 release. The August 1994 CFG files can then be converted for use with the July 1994 release. NOTE: For the configuration conversion tool to work properly, the OEM must have saved their OEM file in both the \GEOHV\CFG\STXJUL94 directory and the \GEOHV\CFG\STXJUL94\TRUCK directory on diskette #4. Conversion Procedure Use the following procedure to convert configuration files used with previous versions of software for use in the current version: Search for old CFG filenames: 1. Select the previous software version by typing “oldge” at the DOS “C:>>” prompt.
FIGURE 2-5. ELEMENTS OF A GE FILE NAME 2. Select “TRUCK SETUP (CFG)” from the GE OHV STATEX III MENU and press [ENTER]. 3. The cursor should be at number 1. Press [ENTER]. The screen shown in Figure 2-4 is a typical example. Make a list of the files listed on your screen. NOTE: Refer to Figure 2-5 for an explanation of the elements of a GE file name. This information can be used to determine the release version of files stored on the PTU. 4. Exit back to the GEOHV STATEX III Menu, use the arrow keys to highlight “QUIT MENU” and press [ENTER] to return to DOS.
FIGURE 2-4. CFG FILE CREATED IN EARLIER SOFTWARE RELEASE
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5. Open the main menu for the current software release by typing “gemenu” and press [ENTER]. The main menu (Figure 2-3) should appear. (Note the software release date in the menu title.)
• [F5] creates multiple configuration files with new configuration file names for all files in the NEWCFG column. • [F6] resets all new file names to their original OLDCFG names. • [F7] sorts the old configuration files in the NEWCFG column by file names.
Convert old CFG files for new software: 6. Select “UPDATE CFG VERSION” by typing [u] or move the cursor with the arrow keys and press [ENTER]. The screen shown in Figure 2-6 will appear. 7. Note the screen shows a series of options labelled “F1” through “F9”, referring to the Function Keys [F1] through [F9] and provides a description of each.
• [F8] sorts the old configuration files by their extensions. Note: The description of [F7] or [F8] will be capitalized, depending on which sort has been used.
• [F1] provides a Help Screen to assist you directly on the screen.
• [F9] exits the Configuration Converter Tool and returns to the GEOHV Main Menu. 8. Note in Figure 2-6 the four columns headed by “OLDCFG”, “OLDOEMCFG”, “NEWOEMCFG” and “NEWCFG”. These are described as follows:
• [F2] names the new configuration file in column NEWCFG with the old configuration file name in column OLDCFG (only at the line where the cursor is).
• Files listed under “OLDCFG” are the old truck configuration files created by the mine using the August 1993 software release which is displayed for possible conversion.
• [F3] names the new configuration file with no configuration file name.
• Files listed under “OLDOEMCFG” are the old OEM files created by HAULPAK® and given to the mine to create the August 1993 configuration files.
• [F4] creates a new configuration file with a new configuration file name (only at the line where the cursor is).
FIGURE 2-6. CONFIGURATION CONVERSION INITIAL SCREEN
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FIGURE 2-7. TYPING IN NEW FILE NAME IN COLUMN FOUR
• Files listed under “NEWOEMCFG” are the new OEM files created by HAULPAK® and given to the mine for the current software release version to create the new configuration files. • Files listed under “NEWCFG” are the names of the new configuration files to be created by the Configuration Conversion Tool. The cursor is there, blinking in front of the first file name in the last column to indicate that the computer is ready to edit these file names. The numbers which precede each column heading indicate the number of different files listed. 9. Note equal (=) signs appear at the beginning and the end of the first file name line, and follows the cursor up and down the list of files. 10. Using the RIGHT arrow key, move the cursor to the right. The cursor will fall under the first letter of the first file name in the last column. The UP, DOWN and LEFT arrow keys are now ineffective. See Figure 2-7. 11. Type in the name for the new file over the old name.
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If an error is made in naming this file, the operation can be cancelled any time before [ENTER] is pressed by first pressing [ESC]. This returns the cursor to its original starting position where it can once again be moved with the arrow keys. A note to this effect is displayed at the bottom of the screen. The example shows the new file name to be “TEST1” There is room for eight characters. If there are more letters in the old name than in the new, simply erase them using the space bar. Note the asterisk (*) which appears in front of the new name, and another asterisk appears in front of the column heading when you begin typing. This means the file name is being changed, but the file has not yet been created. The asterisks disappear if [ESC] is pressed to cancel the renaming operation. 12. After the new name has been typed in, press [ENTER]. This records the new file name. Note the cursor moves back to its starting position at the left of the file name asterisk. This operation can be cancelled, even after [ENTER] has been pressed by pressing [F6]. This resets the file back to its original name.
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FIGURE 2-8. NEW FILE NAME CREATED AFTER “F4” IS PRESSED
13. Press [F4] to create the new file. The mine data from the file in the first column is copied and put into the OEM file in the third column to create the name you entered in the fourth column. See Figure 2-8. Note that both asterisks (*) have changed to plus signs (+), indicating the file has been created and copied to the hard disk. 14. Use the DOWN arrow to move the cursor to the next file name. Note the equal (=) signs move with the cursor.
15. Use the RIGHT arrow key and move the cursor to the right. 16. Type in the new file name. 17. Press [ENTER]. The example in Figure 2-9 shows the new file name to be “TEST2.” 18. Use the DOWN arrow key and move the cursor to the next file name. 19. Move the cursor to the right to position the cursor on the name.
FIGURE 2-9. “TEST2” FILE NAME TYPED IN
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FIGURE 2-10. CONVERTING REMAINING FILES
20. Type in the new file name (TEST3) and press [ENTER]. Note an asterisk appears in front of both “TEST2” and “TEST3”, indicating the names have been changed but the files have not yet been created. 21. You can now press [F5] to create all new files at once. See Figure 2-10. a. Note the screen prompts you to make a decision; “(O)” for Overwrite the file name, “(S)” for Skip creation of the noted file & continue with the remaining files, “(A)” for Abort creation of any new files. This is because the [F5] key tries to create all of the new files, and the first file has already been created. The computer is looking at the first file and is asking which of these three options to apply. Since the first file has already been created, the correct option is “(S)” for Skip & continue.
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NOTE: This feature can be used to change a file name which was already created by selecting “(O)”, or abort the last changes made by selecting “(A)”. 22. Press [S]. Note the computer went directly to the second file and created it, and went on to the third file and created it. Note also that all asterisks (*) are now changed to plus signs (+). 23. Press [F9] or [ESC] to exit this screen and return to the GE OHV STATEX III MENU. 24. Select “TRUCK SETUP (CFG)” and press [ENTER]. 25. Select No. [1] to view the current truck configurations on file. The sample screen shown in Figure 2-11 will appear. Note that the three new configuration files are listed and are available for use. These new files contain the latest release of GE software and all of the truck configuration data from the previous files.
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FIGURE 2-11. CONVERTED TRUCK CONFIGURATION FILE LIST
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STATEX CONFIGURATION FILES
“A) Source Directory: . . .”
Truck Configuration files must be properly setup and the correct file selected prior to programming the FB101 card in the FL275 Panel.
When the TRUCK SETUP CONFIGURATION MINE MENU first appears, a default source directory used to store truck configuration files will appear in line A).
The following examples illustrate the various selections available from the TRUCK SETUP CONFIGURATION MINE MENU and the procedure required to create and save a configuration file for a specific truck.
In some cases it may be beneficial to create other directories for storing truck configuration files. For example, a mine operating several models of trucks may prefer to create directories named “510E”, “685E”, and “830E” to separate configuration files.
1. Turn on the PTU. When the DOS “C:>>” prompt appears, type “gemenu” and press [ENTER].
NOTE: If additional directories as described above are desired, the new directories MUST be created using DOS, prior to using the GE software.
2. With the GE OHV STATEX III MENU displayed, use the arrow keys to move the cursor to “TRUCK SETUP (CFG)” and press [ENTER]. The TRUCK SETUP CONFIGURATION MINE MENU shown in Figure 2-12 will appear.
If configuration files are to be retrieved from a different directory, use the following procedure: 1. Move the cursor to line A) and press [ENTER].
3. The first line under the heading indicates the number of configuration files stored on the PTU (hard drive) source directory shown in the second (“A”) line. The example in Figure 2-12 lists one configuration file stored in the directory named C:\GEOHV\CFG\STXJUL94\TRUCK.
2. With the cursor on “A”, type in the full DOS path name of the alternate directory used to store configuration files. Press [ENTER].
Each time a new configuration file is created and saved it will be added to the list of files available and the number of “STATEX truck configurations” will increase.
If all configuration files are stored in the default directory that appears when the TRUCK SETUP CONFIGURATION MINE MENU appears, no change to line A) is necessary.
3. The alternate directory name will appear and the number of configuration files stored in the alternate directory will be displayed above line A).
FIGURE 2-12. TRUCK CONFIGURATION FILE MAIN MENU
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“0) Select A Truck Configuration . . .”
• 5 = GE file name
NOTE: A truck configuration must be selected before menu choices 1 through 8 can be used.
• 6 = GE filename.extension
1. With the TRUCK SETUP CONFIGURATION MINE MENU displayed, press [0] or move the cursor to 0) and press [ENTER] to select “Select a truck configuration, . . ..” 2. A listing of the configuration files stored in the source directory (line A), will appear as shown in Figure 2-13. NOTE: Normally, the display would show the base configuration that was provided by the OEM, to define the specific truck model options plus a configuration that was made by the mine specifically for each truck. In the examples that follow, it will be assumed the single file listed in Figure 2-13 is the OEM configuration file provided by HAULPAK® and the following procedures will create a configuration file for a specific truck. 3. Note that across the bottom of the screen six different file list sort options are available. • 1 = DOS file name • 2 = DOS filename.extension • 3 = Truck ID
• DEL = Choosing delete will prompt for a Y/N input to delete the selected file or not. When many files are listed, it is helpful to sort the file names in a different order from what they appear. For example, to sort the files by truck ID, press the [3] key. If the Delete key [DEL] is chosen, the file next to the cursor will be deleted after the prompt appears and [Y] is chosen. If the file should not be deleted, press [N] to return the cursor to the file list. When many files are listed, [Page Up] and [Page Down] keys help move the cursor around the screen faster. Otherwise use the UP arrow and DOWN arrow keys. 4. Move the cursor to the desired configuration and press [ENTER] to select the filename and return to the TRUCK CONFIGURATION MINE MENU. NOTE: Press [ESCAPE] if leaving the screen without making a selection. The sample file X11HBTAC.214 will then appear in line “0)” of the TRUCK SETUP CONFIGURATION MINE MENU.
• 4 = Date that the file was created
FIGURE 2-13. TRUCK CONFIGURATION FILE SELECTION SCREEN
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FIGURE 2-14. TRUCK CONFIGURATIONS SCREEN (Sample 830E Information) “1) View Truck Configuration: Data Curves . . .” NOTE: The following screens are “view only”. No changes can be made. 1. With the sample configuration file selected and displayed at the end of line 0) of the TRUCK SETUP CONFIGURATION MINE MENU, use the Down arrow to move the cursor to the menu position “VIEW TRUCK CONFIGURATION SCREEN; DATA CURVES SCREEN” and press [ENTER], or press [1]. An example of a model 830E truck configuration is shown in Figure 214.
2. Press any key to view the second screen: TRUCK CONFIGURATION DATA CURVES SCREEN. An example of the data curves is provided in Figure 2-15. 3. Press any key to return to the TRUCK CONFIGURATION MINE MENU.
FIGURE 2-15. DATA CURVES SCREEN (Sample 830E Information)
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FIGURE 2-16. TRUCK COMPONENT SERIAL NUMBERS SCREEN “2) Change/View Serial and Model Numbers . . .” 1. Use the down arrow key to move the cursor to the menu position “CHANGE/VIEW SERIAL AND MODEL NUMBERS SCREEN”, or press [2]. All of the major component serial numbers will be displayed, or serial number information can be typed in. Refer to the screen shown in Figure 2-16. If a serial number is changed, an asterisk (*) will appear next to it. 2. To insert new serial numbers, move the cursor to the desired location, type in the information, and press [ENTER]. When finished entering serial numbers, exit the screen by moving the cursor to the “leave truck serial numbers screen” selection and press [ENTER].
“3) View OEM Options “ NOTE: The options on this screen can be changed only by the manufacturer. 1. Use the Down arrow to move the cursor to the menu position “VIEW OEM OPTIONS” and press [ENTER], or press [3]. The screen shown in Figure 2-17 will appear. 2. Several codes are used to indicate the status of various options and equipment. The Y, N, and X codes are described as follows: • Y = OEM has selected YES • N = OEM has selected NO • X = Not available to OEM
FIGURE 2-17. OPTIONS ENTRY SCREEN (VIEW ONLY)
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i. Optional installed
The following list defines each option: a. GE engine control Y: “Fuel Saver” option is installed. The engine, accelerator, and retard pedals interface with the FL275 panel. N: Accelerator and retard pedals interfaced with ACC/RET panel. b. Engine Status (Voltage signal from engine system fault which inhibits propel): Y: 0 v trip
1
temperature
sensor
Y: Motor 1 temperature sensor option is installed. N: Temperature sensor not installed. j. Optional installed
motor
2
temperature
sensor
Y: Motor 2 temperature sensor option is installed. N: Temperature sensor not installed. k. AS switch overrides retard speed control
N: 28 v trip NOTE: Y is used for DDEC and MTU engine system interface for Engine Service and Engine Shutdown digital inputs. c. Engine crankcase pressure sensor installed Y:
motor
Analog engine crankcase pressure sensor has been installed on the engine.
N: Pressure sensor not installed. d. Engine coolant temperature sensor installed Y: Engine coolant temperature sensor has been installed on the engine. N: Temperature sensor not installed. e. Engine coolant pressure sensor installed Y: Analog engine coolant pressure sensor has been installed on the engine. N: Pressure sensor not installed. f. Engine oil pressure sensor installed Y: Analog engine oil pressure sensor has been installed on the engine. N: Pressure sensor not installed. g. APS (Accelerator Pedal Switch) accel inhibit: Y: 28 v at the “accinh” digital input will inhibit acceleration. N: 0 v at the “accinh” digital input will inhibit acceleration. h. Two speed overspeed system installed Y: Loaded/empty load weighing system is operating on the truck.
Y:
Pressing the accelerator pedal will override the retard speed control system and allow acceleration with the retard speed control system turned on.
N: Pressing the accelerator pedal does not ride the retard speed control system. l. Retard speed control system installed Y: FL275 panel accepts the retard speed control system input. N: Control computer ignores this input. m.Spin/stall option Y: Spin stall system is active. N: Function is turned off. n. Wheelmotor stall protection active Y: Total stall (both motors) control function is active. N: Function is not computed. o. mph OEM option The number entered is the value in miles per hour at which the digital output OEM SPEED EVENT is turned On. When the truck slows to a speed below this setting, the OEM SPEED EVENT is turned Off.
“4) View GE Product Service Data . . .” This screen is normally used to enter information for a specific truck by GE or the manufacturer during truck test, delivery, and startup checkout procedures.
N: System not installed on the truck.
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b. Ignore high idle switch when empty
“5) Change/View Truck Specifics . . .” NOTE: If values are changed on the TRUCK SPECIFICS SCREEN, the truck MUST be reprogrammed before the changes will be in effect. The TRUCK SPECIFICS SCREEN is used to enter the desired values of engine horsepower, engine load rpm, accelerator and retard pedal calibration, the blower pressure fault time delay, the fault data collection interval, statistical data quarter start month, and the mine truck identification. 1. Use the Down arrow to move the cursor to the menu position “CHANGE\VIEW TRUCK SPECIFICS” and press [ENTER], or press [5]. 2. The TRUCK SPECIFICS SCREEN, Figure 218, will be displayed. Move the cursor to the line where a change is desired. Enter the values desired as a permanent value in the truck code. (Type the value and press [ENTER].) A note at the bottom of the screen shows the range of values that may be entered. a. Manual horsepower limit set Used to select horsepower limit.
manual
or
automatic
Y: Manual N: Automatic NOTE: It is recommended that this value is always set to “N” to select automatic. In this condition the system will automatically adjust the electrical system load to maintain the ENGINE FULL LOAD RPM value specified in step d.
Y: Operator request for high idle is ignored if sensors indicate truck is empty. N: Load weighing sensors do not affect idle selection. c. Engine horsepower output adjust This line allows entering the reducer or adder to the nominal horsepower that was determined in the manual load box screen. For example, if in the manual mode load box screen the nominal HP is set at 2350 NHP, use the increment/decrement keys to load the engine to the point where it starts to bog the engine. The horsepower output adjust value shown at the bottom of the screen is entered here. The available range is displayed at the bottom of the screen when this line is selected with the cursor. This allows modification of the value of the horsepower pre-programmed in the configuration data tables. d. Engine full load rpm value Used when the manual horsepower limit set is “N”. Sets the engine rpm value that the control system will maintain by automatically adjusting the load. The available range is displayed at the bottom of the screen when this line is selected with the cursor. This generally is set to the rated RPM of the engine.
FIGURE 2-18. TRUCK SPECIFICS SCREEN
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e. Retard current demand adjust This line allows entering the value determined using the TEMPORARY RETARD CURRENT ADJUST SCREEN for inclusion in the permanent settings in the truck configuration file. Refer to page “TEMPORARY TRUCK SETTINGS” for instructions for obtaining this value. NOTE: Items f. through j. are applicable only if truck is equipped with “Fuel Saver” option and “GE engine control” on the OEM-ONLY SETTABLE OPTIONS ENTRY SCREEN is set to “Y”. f. Percent accel pedal travel off request Used to enter the percent of pot reference volts at which the accelerator pedal is calibrated to have zero accel request. g. Percent accel pedal travel full request. Used to enter the percent of pot reference volts at which the accelerator pedal is calibrated to have full accel request. NOTE: Refer to “Statex III Electrical System Checkout Procedure, Throttle System Check and Adjustment” for accelerator pedal calibration. h. Percent retard pedal travel Off request Used to enter the percent of pot reference volts at which the retard pedal is calibrated to have zero retard request. i. Percent retard pedal travel full request Used to enter the percent of pot reference volts at which the retard pedal is calibrated to have full retard request.
j. Blower pressure fault time delay Use to set the blower fault time delay in seconds. A value between 30 seconds and 101 seconds may be entered if a delay other than the default setting of 101 seconds is desired. k. Event data collection interval (sec) Used to set the time interval in seconds that the CPU collects fault data. A value between 0.012 to 1.00 seconds may be entered. The default value is 0.204 seconds. l. Stopped advance engine idle For future use. m.Statistical quarter start month (0=jan, 1=feb, 2=mar) Used to set the starting month for the active calendar quarters on the CPU clock. Example: 0=Jan, Apr, Jul, Oct 1=Feb, May, Aug, Nov 2=Mar, Jun, Sept, Dec n. Truck identification number For use by the mine to enter the truck identification number. Truck ID shows up with the event data and must be unique for each truck. 3. When changes are completed, move the cursor to “LEAVE TRUCK SPECIFICS SCREEN” and press [ENTER]. This automatically returns the program to the TRUCK SETUP CONFIGURATION MINE MENU.
NOTE: Refer to “Statex III Electrical System Checkout Procedure, Retard System Check and Adjustment” for retard pedal calibration.
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FIGURE 2-19. OVERSPEEDS ENTRY SCREEN “6) Change/View Overspeeds . . .” The OVERSPEEDS ENTRY SCREEN is used to enter the desired speed settings for overspeed pickup, overspeed dropout, speed override, and the maximum retard speed control speed. Initially, empty and loaded truck overspeed settings from the HAULPAK® factory are set at the default settings of 10 MPH. These settings should be revised as necessary to conform to mine policy regarding maximum truck speeds. 1. Use the down arrow key to move the cursor to the menu position “CHANGE/VIEW OVERSPEEDS” and press [ENTER], or press [6]. 2. The OVERSPEEDS ENTRY SCREEN, Figure 2-19, will be displayed. Using the UP and DOWN arrows, move the cursor to the line where a change is desired. Note that the empty or loaded values are selected in the control system only based on the input from the 2 speed overspeed switch where 0 volts selects loaded value and +28 volts selects empty values. Move the cursor to the proper line and enter the desired value as a permanent value in the truck code. (Type the number and press [ENTER].) General guidelines for picking entry speeds: • Loaded values must be less than or equal to empty values. • Overspeed dropout must be less than or equal to 0.95 of detect speed. • Speed override must be set at 1.0 mph (or more) below the overspeed detect point. NOTE: As the cursor is moved from one selection to another, a variety of instructions appears at the bottom of the screen, one for each selection. These instructions are provided as an aid in the use of this screen.
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a. Empty overspeed detect . . . mph Overspeed retarding pickup setting in miles per hour for an empty truck. b. Empty overspeed dropout . . . mph Speed at which overspeed retarding is released in miles per hour for an empty truck. c. Empty speed override . . . mph Speed override value in miles per hour for an empty truck. It must be at least 1 mph lower than the empty overspeed detect value. d. Empty maximum retard pot . . . mph Maximum retarding speed for the retard speed control system when the pot is set at maximum on an empty truck. e. Loaded overspeed detect . . . mph Overspeed retarding pickup setting in miles per hour for a loaded truck. f. Loaded overspeed dropout . . . mph Speed at which overspeed retarding is released in miles per hour for a loaded truck. g. Loaded speed override . . . mph Speed override value in miles per hour for a loaded truck. It must be at least 1 mph lower than the loaded overspeed detect value. h. Loaded maximum retard pot . . . mph Maximum retarding speed for the retard speed control system when the pot is set at maximum on a loaded truck. 3. Move the cursor to the “leave overspeeds entry screen” when finished entering values and press [ENTER]. This automatically returns the program to the TRUCK SETUP CONFIGURATION MINE MENU. If you have made an inconsistent entry for the speeds, you will not be able to exit the screen. A note will appear at the bottom to guide you in correcting the error.
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“7) Save a Truck Configuration, filename: . . .” NOTE: If the configuration file is to be saved into a directory other than the directory shown at the end of line 8), the new directory must be specified before “Save a truck configuration,. . .” in line 7) is selected. Refer to “Save Directory: . . .” on the following page. Changes to the Configuration File represent changes made by the mine specific to their equipment and operating conditions. When the Truck Configuration file is modified, it should be saved under a new file name rather than being resaved under the originally selected file name. Example: The Mine configuration file name may be defined as M123049A.895 where: M = Mine designation letter 123 = Mine truck identification number (last three digits) 049 = Hardware Configuration (GE defined truck config. screen) A = Revision Letter (A =1st release of this config. file) . = Period (Used to separate first 8 characters from last 3) 8 = Current Month (Jan =1, ... Sep =9, Oct = A, Nov = B, Dec = C)
The Mine may choose to set up its own system for naming and recording the Truck configuration files currently installed on its trucks, but it is strongly recommended that a file naming system be established. NOTE: The file name length is limited to 8 characters maximum, followed by a period, then followed by a maximum 3 characters. 1. From the TRUCK SETUP CONFIGURATION MINE MENU screen, move the cursor to line 7) and press [ENTER] or press [7] key to select “Save a truck configuration, filename:” a. After “filename:. . .” the original selected truck configuration file name will appear as a prompt. b. Type the desired Mine truck configuration file name defined above to replace the original file name as shown by the arrow in Figure 220. Press [ENTER] key. c. The saved Mine configuration file name should now appear in the source directory. Press the [0] key to verify the file has been added to the list of configuration files as shown by the arrow in Figure 2-21. The Mine configuration file is now accessible in the subdirectory for installation into the CPU. d. Press [ESC] key to return to the previous menu screen.
95 = Current Year ('95)
FIGURE 2-20. ENTERING NEW CONFIGURATION FILE NAME
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FIGURE 2-21. TRUCK CONFIGURATIONS FILE LIST (Sample file name shown added to list) “8) Save Directory: . . .” At the end of line 8) a directory is displayed for storing the new truck configuration file. The sample in Figure 2-20 shows “C:\GEOHV\CFG\STXJUL94\TRUCK”. This directory will be the same as the directory shown in line A). If the newly created configuration file is to be stored in this directory, it is not necessary to change line 8). When line 7) is selected and the file saved, it will automatically be saved to the directory shown in line 8). If the configuration file is to be saved in a different directory, use the following procedure BEFORE selecting line 7) to save the file: 1. Move the cursor to line 8) and press [ENTER] or press [8]. 2. Type in the full DOS path name of the directory in which to store the new configuration file. Press [ENTER]. NOTE: If a new directory is specified, the directory name MUST exist on the PTU hard drive. The software is not capable of creating a new directory. New directories must be created using DOS. 3. Move the cursor to line 7) and press [ENTER] or press [7]. 4. The current file name will appear at the end of line 7). 5. Type in the new file name (M123049A.895 in the example shown). The original filename will disappear as the new name is typed.
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6. Press [ENTER] to save the new file name into the directory shown on line 8). 7. Move the cursor to line 0) and press [ENTER] or press [0]. This will display the list of configuration files as shown in Figure 2-21. Verify the new file name has been added to the list. 8. When finished with the TRUCK SETUP CONFIGURATION MINE MENU, move the cursor to line 9) and press [ENTER] or press the [9] key to Quit. a. The prompt, “Quitting, Are you sure (Y/N):” appears as a warning against quitting without saving the modified configuration file. Press [Y] key if you are sure that the Mine renamed configuration file has been properly saved. 9. The GE OHV STATEX III MENU will appear on the PTU screen. NOTE: It is advisable to make a backup copy (to a floppy disk) of the current Truck Configuration File whenever changes are made to the file. This will provide a backup copy of configuration information which will not have to be manually re-entered in the event data on the PTU hard disk drive is lost. Refer to the DOS operating system manuals supplied with the PTU for specific procedures for copying files from the PTU to a floppy disk.
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• Level 3 has several privilege levels to allow or prevent access to the screens listed. The password privilege must be equal to or greater than the value indicated. The upper limit for level 3 is 14899.
“Change Ptu Password” The ability to set passwords for access privilege levels is provided using the “CHANGE PTU PASSWORD” selection from the GE OHV STATEX III MENU. A password is required to enter the screen. The system is designed to show the privilege level of the password used to enter this screen and all those of lesser privilege. The chart below lists the levels and the PTU screens that can be accessed at the various privilege levels.
Selections listed at the bottom of the screen allow passwords to be added, changed and deleted. Additional help is available by pressing [F1]. It is recommended that supervisors assign passwords and privilege levels below their own. NOTE: On some PTUs, some difficulty has been experienced if passwords were entered which have zeros. The problem was found to be caused by the PTU being in the Numlock mode (or “Keypad” mode on some PCs). This interprets a section of the normal keypad as a numeric keypad and hence produces the wrong characters.
• Level 1 has a privilege level of 200 and is the base level for mechanics. It requires a privilege of 190 or greater. A level 1 password, “TEST” is available to anyone and is set by GE as part of the software code. • Level 2 has a privilege level of 1000. It must not be less than 300 or greater than 1099. This password can be set by HAULPAK® or the mine.
PTU USER PRIVILEGE LEVELS LEVEL
1
2
PRIVILEGE
200
1000
SCREEN TITLE
LEVEL
PRIVILEGE
SCREEN TITLE
GE OHV Statex III Menu
Upload Statistical Data Menu
Normal Operation Menu
Temporary Truck Settings Menu
Monitor Real Time Data Screen
Temporary Speed Set Screen
Automatic Load Box Test Screen
Retard Current Adjust Screen
Manual Load Test Box Screen
Truck Specific Information Menu
Accelerate State Logic Screen
OEM Option Screen 2
1000
Monitor Analog Input Channels Screen
Mine Option Screen
Retard State Logic Screen
View Speed Settings Screen
Special Operation Menu
Serial Numbers Screen
Event Data Menu
GE Version Information Screen
Event Summary Screen
Special Control Engine Stopped Test Menu
Event Data Display Screen
Manual Digital Output Test Screen
Special F1 Help Screen
View Program Truck File
Upload GE Event Data Yes/ No Screen Statistical Data Menu Stat Parameter Counters Screen
3
1100
Reset “All” Yes/No Menu (Erase Event Data)
2990
Date and Time Set Screen
4990
Program Truck Yes/No Menu
Profiles Screen
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PROGRAMMING THE TRUCK The following procedures should be followed to program a new truck or reprogram an operational truck when necessary. Reprogramming is required if the FB101 card is replaced, equipment is added or removed, or if changes are made to the Truck Configuration File. It is assumed the correct Truck Configuration File is available for programming the truck. If not available, or if changes are required, refer to previous information in “STATEX CONFIGURATION FILES” and make the required changes before proceeding. Perform the following steps to program the truck: Connect PTU to the Truck 1. Connect the PTU to the control system on the truck: a. Connect the PTU cable male plug to the “A” receptacle located at the Two-Digit Display panel in the control cabinet or in the cab. Plug the female connector end of the cable into the serial port receptacle at the back of the PTU. NOTE: Connector A is used for communication with the truck CPU. Connector B uses a cable with a female connector on both ends and is used for communicating with a mine dispatch computer. b. Provide 110 vac to the work area on the truck. Connect the portable battery charger for the PTU to 110 vac and the PTU. This will maintain the charge on the PTU battery.
Activate The PTU Mode 1. Use the arrow keys to move the cursor to the “PTU TALK TO TRUCK” selection on the main menu and press [ENTER]. 2. Logon by responding to the prompts shown in Figure 2-22, typing in your name (initials will suffice) and password. 3. A menu titled GE STATEX III PTU MAIN MENU (Figure 2-23) will appear after the PTU goes through necessary loading (about 10 seconds). NOTE: Various screens may display caution statements about contactors moving. This is to protect maintenance personnel who may be working in the control cabinet while the PTU is being used to perform test and set-up functions. NOTE: If a PTU lock-up occurs at any time during communications with the truck, it may necessary to start over. Perform the following: 1. If the PTU screen has a message at the bottom of the screen, press the [SPACE] bar and wait for the message to clear. 2. If the PTU still does not communicate, turn the Control Power switch Off. (Sometimes it may be necessary to turn the battery disconnect switch off to insure a complete cycle of power.) 3. If this doesn't work, press the [CTRL], [ALT] and [DEL] keys simultaneously. This reboots the PTU and takes the PTU to the DOS “C:>>” prompt. Then, type “gemenu” to reopen the main menu.
2. Turn on the PTU. After warm-up and self-test, the DOS “C:>>” prompt will appear. 3. Type “gemenu” and press [ENTER]. The main menu titled GE OHV STATEX III MENU will appear. NOTE: There may be two available GE OHV menus on the portable computer. If installed, a previous software version can be accessed by typing “oldge” at the DOS prompt.
PTU LOGON 1. Enter your name: 2. Enter your password: Your Privilege level is: 10000
Select Configuration File 1. Use the arrow keys to move the cursor to select “SELECT TRUCK SETUP”.
FIGURE 2-22. PTU LOGON INFORMATION ENTRY
2. Select the proper Truck Configuration file by moving the cursor to the correct file and pressing [ENTER]. 3. The GE OHV STATEX III MENU will reappear.
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FIGURE 2-23. PTU MAIN MENU Check Object Code Version Before downloading configuration files to the truck CPU, use the cursor to select “OBJ CODE V0.00” (or whatever number is displayed on the screen) as shown in Fig. 2-23. When selected, one of two events will take place:
2. If code has not been installed, the truck CPU is not programmed, and an error message will appear as shown in Figure 2-24. If this happens, the downloading selection will be “YES, INSTALL PROGRAM INTO TRUCK”.
1. If a number appears on the screen, code has been installed into the truck CPU, and the downloading selection on the PROGRAM TRUCK YES/NO MENU will be “YES, RELOAD INTO TRUCK”.
PROBLEMS COMMUNICATING W/VEHICLE Unable to successfully communicate with target after 1 attempt Press “C” to continue attempts, “R” to re-initialize Serial Port, Anything else to abort this packet Overrun error: Parity error: Framing error: TOTAL ERRORS:
0 0 0 1
FIGURE 2-24. PTU/CPU COMMUNICATION ERROR MESSAGE
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Download Configuration Files Download configuration files into the CPU on the truck as follows: 1. From the GE STATEX III PTU MAIN MENU (Figure 2-23) use the arrow keys to move the cursor to the “SPECIAL OPERATION WITH ENGINE STOPPED” selection and press [ENTER]. An intermediate screen will appear asking yes or no. With the cursor on “yes” press [ENTER]. The “SPECIAL CONTROL ENGINE STOPPED TEST MENU” screen appears. 2. Use the arrow keys to move the cursor to the VIEW PROGRAM TRUCK FILE selection and press [ENTER]. The screen will show the CFG and OBJ file to be downloaded. 3. Press [ESC] to return to the previous menu. 4. Use the arrow keys to move the cursor to the “program truck yes/no menu” selection and press [ENTER]. The PROGRAM TRUCK YES/ NO MENU screen appears. 5. Use the arrow keys to move the cursor to desired program truck selection.
b. “YES, RELOAD PROGRAM INTO TRUCK” Use whenever the truck CPU has already been programmed and re-programming is desired. This selection is appropriate if, for example, the truck configuration file has been modified. The configuration file must be reloaded for the changes to become effective. NOTE: From “power on”, it takes about 15 seconds for the computer to be talking PTU language. c. YES, INSTALL PROGRAM INTO TRUCK Use to install a program into the truck CPU for the first time or into a new or modified FB101 card. For example, if the FB101 card EPROM's are updated. 6. Press [ENTER] to begin programming the truck. The programming will take approximately 10 minutes to complete. 7. During the downloading operation, various messages are displayed on the PTU screen as the procedure progresses. At completion, press [SPACE] per instruction on the screen.
a. “NO, Return to Engine Stopped Test Menu” This selection will take the computer back to the SPECIAL CONTROL ENGINE STOPPED TEST MENU. If, for some reason programming is not desired, select this choice.
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Date And Time When the initial programming of a truck is completed, the date and time should be set.
Selecting “SPECIAL OPERATION” in the following procedure may present a safety hazard if the engine is running. Control of the propulsion system may transfer from the truck driver to the PTU operator with this software operation. See step 1. below for details. 1. Use the arrow keys to move the cursor to the “SPECIAL OPERATION” selection on the GE STATEX III PTU MAIN MENU and press [ENTER]. The message shown in the lower half of screen shown in Figure 2-25. will be displayed. This warning notifies the operator when control of the truck is being transferred from the truck driver to the PTU, based on the PTU selection of “SPECIAL OPERATION”. When finished and the PTU is returned to the PTU MAIN MENU, control of the propulsion system is returned to the truck driver. Before activating this command, the screen shown in Figure 2-26 will be displayed. The PTU user should always keep the truck driver appraised of this control. 2. Select “Yes” on the caution screen and press [ENTER]. 3. Use the arrow keys to move the cursor to the “SET DATE & TIME” selection and press [ENTER]. The DATE & TIME SET SCREEN screen will be displayed.
Selection of NORMAL OPERATION gives truck control to the driver. Continue? ( ) Yes ( ) No OR Selection of SPECIAL OPERATION will override truck driver controls until you exit to the PTU main menu. Continue? ( ) Yes ( ) No
4. If the date and time displayed is correct, press [ENTER] at the “No, Do not reset date and time” selection. 5. Use the arrow keys to move the cursor to the various other selections. 6. Type the day of the month, 1 thru 31, and press [ENTER]. 7. Press the Down arrow key. Type the month as a two-digit number, 01 thru 12, and press [ENTER]. 8. Press the Down arrow key. Type the year as a two-digit number, 00 thru 99, and press [ENTER]. 9. Press the Down arrow key. Type the hour based on a 24 hour clock, 0 to 23, and press [ENTER]. 10. Press the Down arrow key. Type minute, 0 thru 59, and press [ENTER]. 11. Press the Down arrow key to the “RESET CLOCK” selection and press [ENTER] at the moment you want the clock to be set to the time setting you have entered. The DATE & TIME SET SCREEN is automatically displayed. Verify that the time displayed is correct. If not, repeat Steps 5 thru 11. 12. Use the Up arrow to move the cursor to the “No, Do not reset date and time” selection and press [ENTER]. The SPECIAL OPERATION MENU is displayed. 13. Use the Page Down key to move the cursor directly to the “EXIT” selection and press [ENTER] to return to the PTU MAIN MENU.
Return to PTU Main Menu gives truck control to the driver. CAUTION: Contactors may move! Continue?
( ) Yes ( ) No
FIGURE 2-26. CAUTION SCREEN FOR PTU OPERATOR (Leaving SPECIAL OPERATION menu)
FIGURE 2-25. CAUTION SCREEN FOR PTU OPERATOR (Entering NORMAL or SPECIAL OPERATION menu)
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Event Data The “EVENT DATA MENU” selection from the SPECIAL OPERATION MENU allows the technician to view event data stored in the CPU, save the event data to a file and to erase event data when storage of the information is no longer necessary. Event data is used to troubleshoot system problems and is normally erased after the problem has been corrected and the information is no longer needed. The event data is accessed by initially selecting “PTU TALK TO TRUCK” from the GE OHV STATEX III MENU and following the procedure below:
Selecting “SPECIAL OPERATION” in the following procedure may present a safety hazard if the engine is running. Control of the propulsion system may transfer to the PTU operator from the truck driver with this software operation. Refer to Step 1. below: 1. When the GE STATEX III PTU MAIN MENU appears, select “EVENT DATA MENU” and press [ENTER]. The screen shown in Figure 2-25 will be displayed to alert the operator about the state of the truck software. This warning notifies the operator when control of the truck is being transferred from the truck driver to the PTU, based on the PTU selection of “SPECIAL OPERATION”. When finished and the PTU is returned to the GE STATEX III PTU MAIN MENU, control of the propulsion system is returned to the truck driver. Before activating this command, the screen shown in Figure 2-26 will be displayed. The PTU user should always keep the truck driver appraised of this control. 2. Select “YES” on the caution screen (Figure 225) and press [ENTER]. The SPECIAL OPERATION MENU will be displayed. 3. Use the arrow keys to move the cursor to the “EVENT DATA MENU” selection and press [ENTER]. The Event Data Menu screens will be displayed. a. If no event data has been stored, the screen will indicate 0 (zero) events stored. If no events have been stored, the cursor will be positioned on “EXIT”. Press the [ENTER] key to return to the previous menu.
PTUSTX: 1.2.1 EVENT DATA MENU Special Operation 5 Events stored ( ) VIEW EVENT DATA Event Summary and Details ( )
reset hardware startup event
( )
GE engineering format event data
( )
EXIT
FIGURE 2-27. EVENT DATA MENU (Requires Control System Reset) 4. If one or more events have been stored, a screen as shown in either Figure 2-27 or 2-28 will be displayed. 5. If Figure 2-27 is displayed, select “reset hardware startup event” with the cursor and press [ENTER]. a. The screen shown in Figure 2-29 will appear. Follow the on-screen instructions to cycle power to the control system. b. After the system is powered up, repeat steps 1 through 3 to view the event data. 6. If Figure 2-28 is displayed, select “VIEW EVENT DATA” and press [ENTER]. A screen displaying a list of stored events appears. a. To view a particular event, type in the number of the event desired and press [ENTER]. The EVENT DATA DISPLAY SCREEN will appear showing the status of system components at the time the event occurred.
PTUSTX: 1.2.1 EVENT DATA MENU Special Operation 5 Events stored ( ) VIEW EVENT DATA Event Summary and Details ( )
erase event data yes/no menu
( )
GE engineering format event data
( )
EXIT FIGURE 2-28. EVENT DATA MENU (All Menu Choices Available)
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PTUSTX: 1.2.H RESET HARDWARE STARTUP EVENT To reset the hardware startup event, control power must first be cycled. Please exit this screen, and then turn off the control power while the PTU is at the PTU MAIN MENU screen. Observe the normal 2 second shutdown sequence. Remember to wait about 20 seconds after the panel powers up before attempting to use the PTU to communicate with the GE control system. Once PTU communication is established, you may reset and erase all events including the HARDWARE STARTUP event. FIGURE 2-29. RESET HARDWARE STARTUP EVENT INSTRUCTIONS b. When the EVENT DATA DISPLAY SCREEN is displayed, press the help key [F1] for additional information regarding the event description and troubleshooting tips. 7. To upload event data for future review, return to the EVENT DATA MENU and move the cursor to select “GE engineering format event data” and press [ENTER]. A screen titled UPLOAD GE EVENT DATA YES/NO MENU will appear. a. Select “YES, UPLOAD GE FORMAT EVENT DATA to a File”. Press [ENTER]. A screen asking for a path name will appear. 1.) If only the file name is entered, the data will be saved, under the file name typed, to the GE default directory. 2.) If a specific directory has been setup on the PTU hard drive for storing event data files, type in the full path name followed by the file name chosen. For example, if a directory named EVENTDAT has been setup on drive “C” for storing event data files, and the name of the file is to be EV001, this entry would be typed as: C:\eventdat\ev001 3.) If the event data is to be stored on a floppy disk, insert a formatted floppy disk in drive “A”. If the file name used above is chosen, the entry would be typed as:
b. After entering the appropriate name, press [ENTER]. The information will then be transferred from the CPU to the PTU and stored under the file name assigned. The transfer may take several minutes to complete depending on the number of events being saved to the file. After the file transfer is complete, a message will appear stating “Received xxxxxx bytes. . . Returning to PTU. Press Space”. Press [SPACE] bar to return to the UPLOAD GE EVENT DATA YES/NO MENU. 8. When the recorded events are no longer needed, they may be erased by selecting “erase event data yes/no menu” from the EVENT DATA MENU. NOTE: ALL EVENTS WILL BE ERASED! Only certain privilege levels are authorized to erase event data. a. With the cursor on “erase event data yes/no menu”, press [ENTER]. A screen titled RESET “ALL” YES/NO MENU appears. b. To erase the event data, move the cursor to “YES, Erase Truck Events” and press [ENTER]. c. Exit back to the desired menu following screen instructions as they appear.
A:ev001ÿ20
E02011C1 1/96
Electrical Propulsion Components
E2-47
STATISTICAL DATA
“View Counters”
The Statistical Data Collector uses the memory capability of the computer to record and store hundreds of system parameters unique to each individual truck. These parameters are divided into two types; Counters and Profiles.
The STATISTICAL COUNTERS SCREEN displays the number of times various operations have occurred in the history of the truck operation or in how many seconds or miles the event has lasted. Refer to Table III, for a listing of all active counters.
Detailed information concerning the Statistical Data Collector is discussed on the following pages. Tables III and IV list parameter code numbers, descriptions, units of measure, count conditions, etc. The information below outlines the procedures required to view Statistical Data on the PTU and save the information to a file.
1. While the STATISTICAL DATA MENU is displayed, use the arrow keys to move the cursor to the “VIEW COUNTERS” selection and press [ENTER]. The STATISTICAL COUNTERS SCREEN will be displayed. 2. Use the up and down arrow keys to scroll through the counters. Press [ESC] to return to the exit choice. 3. When finished viewing the information, press [ENTER] again to exit this screen.
Selecting “SPECIAL OPERATION” in the following procedure may present a safety hazard if the engine is running. Control of the propulsion system may transfer to the PTU operator from the truck driver with this software operation. Refer to Step 1. below: 1. Use the arrow keys to move the cursor to the “SPECIAL OPERATION” selection on the GE STATEX III PTU MAIN MENU and press [ENTER]. The screen shown in Figure 2-25 will be displayed to alert the operator about the state of the truck software. This warning notifies the operator when control of the truck is being transferred from the truck driver to the PTU, based on the PTU selection of “SPECIAL OPERATION”. When finished and the PTU is returned to the GE STATEX III PTU MAIN MENU, control of the propulsion system is returned to the truck driver. Before activating this command, the screen shown in Figure 2-26 will be displayed. The PTU user should always keep the truck driver appraised of this control. 2. Select “YES” on the caution screen (Figure 225) and press [ENTER]. The SPECIAL OPERATION MENU will be displayed. 3. Use the arrow keys to move the cursor to the “STATISTICAL DATA MENU” selection and press [ENTER]. The STATISTICAL DATA MENU screen will be displayed. Selections available on this menu are as follows:
E2-48
“View Profiles” This screen displays currents, voltages and speeds as a history of truck operation. Each profile is broken into a number of “Bins” and each Bin has a range of values. In this manner, the entire range of the parameter from minimum to maximum is covered. The result is a histogram for each parameter covered by a profile. Refer to Table IV for a listing of all active profiles. 1. Use the arrow keys to move the cursor to the “VIEW PARAMETER PROFILES” selection and press [ENTER]. The PROFILE screen will be displayed. Use [F3] and [F4] to move through all profiles. 2. When finished viewing this screen, press [ENTER] again to exit this screen.
“Upload Statistical Data To A File” Use the arrow keys to move the cursor to the “UPLOAD STATISTICAL DATA TO A FILE” selection and press [ENTER]. The UPLOAD STATISTICAL DATA MENU screen will be displayed. Use the directions on this screen to upload data from the truck CPU to your PTU.
Electrical Propulsion Components
E02011C1 1/96
Statistical Data Codes - Counters The Statistical Data Collector uses Parameter Counters and Parameter Profiles to record operating conditions for various occurrences on the truck. To make data most useful, there are four counters for every statistical counter and five for every statistical profile. These counts are named by the method used to reset the count to zero. For the counter, there is a lifetime count, “LCount”, which is associated with its date, “LCount Start”. Then there are three other counters, “Last Qtr”, “This Qtr”, and “This Day”. A “parameter” is a defined occurrence. Each parameter has an identification number called “Par #”, and a short name called “Description”. Each parameter is an occurrence that is counted in some unit such as hours or the number of times the conditions have been correct to declare that the occurrence happened. The units for which the counters count is listed under “Units” in Table III. The tables contain additional explanation of the conditions which define a statistical parameter as having occurred. This column is entitled “Count Conditions”. There are two types of parameters; Counter (Table III, and Profile (Table IV). The profile parameters have one more characteristic, “Range Counted”, which sorts the actual value of the parameter and then counts time of the parameter-at-the-value. When examining the number of counts for a parameter, it is often useful to know over what period of time the counts occurred. To aid in determining how long it took to get a certain number of counts for a Statistical Data Counter parameter, the Statistical Data is presented in the form of four counters. The first counter, “LCount”, indicates how many counts have occurred since the “LCount Start” date. This is intended to be lifetime counter. It can be reset to zero by a privileged user, and the “LCount Start” will automatically be set to the date on the CPU board when the user performed the reset. The second counter, “Last Qtr” is just the total number of counts for the parameter over the last-fiscalquarter, also known as the last-three-months. This counter has the same value in it all quarter long. At midnight on a quarter change, this counter is overwritten by the “This Qtr” value as this-quarter becomes last-quarter.
The fourth counter, “This Day”, keeps a moment by moment count of occurrences of the parameter just as “This Qtr”, except the “This Day” count is reset to zero every midnight whether it is a quarter change or not. If the GE control panel is shut off during midnight, any necessary resetting of counters is done when the panel next powers up after midnight. Whenever the truck is programmed, that is, the CPU Card has the contents of the flash proms changed, the “LCount”, “Last Qtr”, and “This Qtr” counts are not changed. However, the “This Day” count will be reset to zero. In order to use the Statistical Data Collector to monitor maintenance of the vehicle, it is recommended that an office spread sheet or data base computer program be used to keep quarterly records of the statistical data. To aid in getting the data off the CPU card and into the office computer, a feature called UPLOAD STATISTICAL DATA TO A FILE has been provided in the PTU. This feature puts all the collected statistical data in an ASCII file which can then be processed in the office to keep records on truck use. The [F2] feature of the PTU can be used to capture statistical data playback on the PTU in the office. NOTE: The Statistical Data Collector is a part of the program run by the CPU board. If the CPU board does not have power, or if the code is stopped (as when looking at event and statistical data via the (PTU), then the Statistical Data Collector is also stopped. Hence, the Statistical Data Collector cannot count occurrences of, for example, toggling the AS pedal, while the code is stopped. Also note that the Statistical Data Collector is initialized at power-up. The counter conditions are initialized to their respective inactive states, usually false. If, again for example, the AS pedal is depressed while power is cycled, then the Statistical Data Collector will be initialized to AS not depressed at power-up. Momentarily after power-up however, the Statistical Data Collector will detect that AS is depressed and increment the count. Thus, cycling power has resulted in the Statistical Data Collector counting an occurrence of AS depressed even though AS has been depressed for some time and has not really been released and depressed again.
The third counter, “This Qtr”, keeps a moment by moment count of occurrences of the parameter. The counts are not reset to zero until midnight of the next quarter.
E02011C1 1/96
Electrical Propulsion Components
E2-49
TABLE III. STATISTICAL DATA CODES - COUNTERS PAR No.
DESCRIPTION
UNITS
COUNT CONDITIONS
1
Engine Operating Hours
Hours
Number of hours engine has operated above 450 RPM
2
Wheel #1 Operating Hours
Hours
Number of hours wheel was powered in either propulsion or retard mode and: . . . Speed is above 50 RPM . . . Current is above 50 amps (absolute value)
3
Wheel #2 Operating Hours
Hours
Number of hours wheel was powered in either propulsion or retard mode and: . . . Speed is above 50 RPM . . . Current is above 50 amps (absolute value)
4
Alternator Operating Hours
Hours
Number of hours alternator has been rotating at or above 450 RPM
5
Propulsion Mode Hours
Hours
Number of hours in propulsion mode when propulsion mode is active and: . . . Wheel #1 or wheel #2 speed is above 50 RPM and . . . Motor #1 or motor #2 current is above 50 amps (absolute value)
6
Retard Mode Hours
Hours
Number of hours in retarding mode when propulsion mode is active and: . . . Wheel #1 or wheel #2 speed is above 50 RPM and . . . Motor #1 or motor #2 current is above 50 amps (absolute value)
7
Coast Mode Hours
Hours
Number of hours in coast mode when propulsion mode is active and: . . . Wheel #1 or wheel #2 speed is above 50 RPM and . . . Motor #1 or motor #2 current is above 50 amps (absolute value)
8
Idle Hours
Hours
Number of hours engine is idling, truck is stationary and: . . . Engine speed is above 450 RPM . . . Wheel #1 and wheel #2 speeds are both less than 50 RPM
9
Fault Down Time Hours
Hours
Number of hours truck has propulsion system faults and the accelerator pedal is depressed. . . . Clock will start anytime a fault is recorded that restricts propulsion and . . . the propulsion mode is requested. . . . Clock will stop when propulsion mode is no longer requested or . . . when all restrictive faults are reset
10
Truck Operating Hours
Hours
Sum of propulsion mode, retard mode, coast mode and idle hours
11
Propulsion Mode Net Operating Hours
Hours
Net KW hours generated by the alternator in propulsion mode
12
Retard Mode KW Hours
Hours
Net KW hours generated by the alternator in retard mode
Miles
Value is calculated by integrating the higher of the two wheel speed signals and displaying the cumulative value in miles . . . Active when control power (CPR) is on . . . Not sensitive to vehicle direction
Kilometers
Value is calculated by integrating the higher of the two wheel speed signals and displaying the cumulative value in kilometers . . . Active when control power (CPR) is on . . . Not sensitive to vehicle direction
13
Truck Distance Travelled
14
Truck Distance Travelled
20
Speed Override
Occurrences
Number of times Speed Override mode condition has changed from false to true
21
Body Up Switch
Occurrences
Number of times Dump Body Switch input has changed from false to true
22
RS Switch
Occurrences
Number of times Retard Switch input has changed from false to true
23
AS Switch
Occurrences
Number of times Accel Switch input has changed from false to true
24
Override Switch
Occurrences
Number of times Override Switch input has changed from false to true
25
Forward Switch
Occurrences
Number of times Selector Switch was moved to FORWARD position
26
Reverse Switch
Occurrences
Number of times Selector Switch was moved to REVERSE position
27
Neutral Switch
Occurrences
Number of times Selector Switch was moved to NEUTRAL position
28
Retard Mode
Occurrences
Number of times Retard Contactor sequence has been completed or Retard mode entered
E2-50
Electrical Propulsion Components
E02011C1 1/96
TABLE III. STATISTICAL DATA CODES - COUNTERS (Cont.) PAR No.
DESCRIPTION
UNITS
COUNT CONDITIONS
29
Propel Mode
Occurrences
Number of times Propel Contactor sequence has been completed or Propel mode entered
30
Coast Mode
Occurrences
Number of times Coast mode entered
31
P1 Pickup
Occurrences
Number of times P1 feedback has changed from false to true
32
P2 Pickup
Occurrences
Number of times P2 feedback has changed from false to true
33
RP1 Pickup
Occurrences
Number of times RP1 feedback has changed from false to true
34
RP2 Pickup
Occurrences
Number of times RP2 feedback has changed from false to true
35
RP3 Pickup
Occurrences
Number of times RP3 feedback has changed from false to true
36
RP4 Pickup
Occurrences
Number of times RP4 feedback has changed from false to true
37
RP5 Pickup
Occurrences
Number of times RP5 feedback has changed from false to true
38
RP6 Pickup
Occurrences
Number of times RP6 feedback has changed from false to true
39
RP7 Pickup
Occurrences
Number of times RP7 feedback has changed from false to true
40
RP8 Pickup
Occurrences
Number of times RP8 feedback has changed from false to true
41
RP9 Pickup
Occurrences
Number of times RP9 feedback has changed from false to true
42
GF Pickup
Occurrences
Number of times GF feedback has changed from false to true
43
GFR Pickup
Occurrences
Number of times GFR feedback has changed from false to true
44
MF Pickup
Occurrences
Number of times MF feedback has changed from false to true
49
Srv Brk >8 MPH
Occurrences
Number of times service brake has been applied with truck speed above 8 MPH
50
Park Brake
Occurrences
Number of times Park Brake Off has changed from false to true
51
Service Brake
Occurrences
Number of times Service Brake Pressure Switch has changed from false to true
52
Loaded Switch
Occurrences
Number of times Two-Speed Overspeed has changed from false to true . . . (empty to loaded)
53
Reverser Moves
Occurrences
Number of times Reverser feedback has changed from FORWARD to REVERSE or REVERSE to FORWARD
54
SS Move > 2 MPH
Occurrences
Number of times Selector Switch was moved with truck speed greater than “no motion” (2 MPH)
55
CPR Pickup
Occurrences
Number of times CPR feedback has changed from false to true
56
Engine Starts
Occurrences
Number of times engine speed goes from <450 RPM to >450 RPM
57
2dd Reset Switch
Occurrences
Number of times reset button on 2 Digit Display has been pushed
58
Both AS & RS
Occurrences
Number of times AS & RS activated at same time
59
AS & Service Brake
Occurrences
Number of times AS and service brake activated at same time
60
RS & Service Brake
Occurrences
Number of times RS and service brake activated at same time
61
AS & Temp >220°C
Occurrences
Number of times AS is activated with either motor temperature greater than 220°C
62
RS & nomotion
Occurrences
Number of times RS is activated at truck speeds below “no motion” (2 MPH)
63
RSC Switch On
Occurrences
Number of times Retard Speed Control switch is turned On
64
RSC Pot Moved
Occurrences
Number of times Retard Speed Control pot is moved more than 1 MPH while RSC is On.
65
Test Digital Output
Occurrences
Number of times “MANUAL DIGITAL OUTPUT TEST” screen has been selected at the “SPECIAL OPERATION WITH ENGINE STOPPED TEST” menu
66
Program Truck
Occurrences
Number of times PTU has been used to program the truck
E02011C1 1/96
Electrical Propulsion Components
E2-51
TABLE III. STATISTICAL DATA CODES - COUNTERS (Cont.) PAR No.
DESCRIPTION
UNITS
COUNT CONDITIONS
67
Special Operation
Occurrences
Number of times “SPECIAL OPERATION” menu has been selected at “PTU MAIN MENU”
68
Events Erased
Occurrences
Number of times PTU has been used to erase event data
69
Normal Operation
Occurrences
Number of times “NORMAL OPERATION” menu has been selected at “PTU MAIN MENU”
70
AS & Park Brake Applied
Occurrences
Number of times AS and Park Brake have been activated at the same time. New counts will be recorded when a state change occurs. If both signals are present for 2 hours, only one count is recorded.
71
Park Brake Switch >0.3 MPH
Occurrences
Number of times Park Brake switch has been turned On when truck speed is above 0.3 MPH.
72
Alternator Field Too Hot
Occurrences
Number of times (estimated) alternator field temperature has exceeded 220°C
80
M1 Amps Propel
Seconds
81
M2 Amps Propel
Seconds
82
M1 Amps Retard
Seconds
83
M2 Amps Retard
Seconds
84
MF Amps Propel
Seconds
85
MF Amps Retard
Seconds
86
Net Input Engine HP
Hours
87
Net Input Engine KW
Hours
88
M1 Temp Degrees C
Seconds
89
M2 Temp Degrees C
Seconds
90
Truck Speed MPH
Seconds
91
Engine Speed RPM
Seconds
98
AFSE Temp Degrees C
Seconds
99
MFSE Temp Degrees C
Seconds
101
Low Level Ground Fault
Occurrences
102
High Level Ground Fault
Occurrences
108
Accelerator Pedal
Occurrences
109
Retard Pedal
Occurrences
110
GF
Occurrences
111
GFR
Occurrences
112
MF
Occurrences
113
P1
Occurrences
114
P2
Occurrences
115
RF1
Occurrences
116
RF2
Occurrences
117
RP1
Occurrences
118
RP2
Occurrences
119
RP3
Occurrences
E2-52
Refer to Table IV, PROFILES
Refer to Table I, TWO-DIGIT DISPLAY CODES
Electrical Propulsion Components
E02011C1 1/96
TABLE III. STATISTICAL DATA CODES - COUNTERS (Cont.) PAR No.
DESCRIPTION
120
RP4
Occurrences
121
RP5
Occurrences
122
RP6
Occurrences
123
RP7
Occurrences
124
RP8
Occurrences
125
RP9
Occurrences
126
FORWARD
Occurrences
127
REVERSE
Occurrences
130
Analog Output
Occurrences
131
Analog Read Back
Occurrences
132
Analog Input
Occurrences
133
Frequency Input
Occurrences
137
Startup Fault
Occurrences
145
Diode Fault
Occurrences
146
Motor 1 Overcurrent
Occurrences
147
Motor 2 Overcurrent
Occurrences
148
MFld Marm
Occurrences
UNITS
COUNT CONDITIONS
149
MF Overcurrent
Occurrences
150
Motor Stall
Occurrences
151
Motor Spin
Occurrences
152
Alternator Tertiary Overcurrent
Occurrences
153
Motor Tertiary Overcurrent
Occurrences
154
+15V Power
Occurrences
155
-15V Power
Occurrences
156
+19V Power
Occurrences
157
Motor Polarity
Occurrences
161
Retard Grid 1
Occurrences
162
Retard Grid 2
Occurrences
163
Blower Fault
Occurrences
164
M1 Overtemp
Occurrences
165
M2 Overtemp
Occurrences
E02011C1 1/96
Refer to Table I, TWO-DIGIT DISPLAY CODES
Electrical Propulsion Components
E2-53
TABLE III. STATISTICAL DATA CODES - COUNTERS (Cont.) PAR No.
DESCRIPTION
166
Overspeed
Occurrences
167
Speed Retard Exceeded
Occurrences
168
Retard Overcurrent
Occurrences
169
Horsepower Low
Occurrences
170
HP Limit Exceeded
Occurrences
171
Engine Overspeed Exceeded
Occurrences
172
Engine Oil Pressure Warning
Occurrences
173
Engine Oil Pressure Shutdown
Occurrences
174
Engine Coolant Pressure Warning
Occurrences
175
Engine Coolant Press Shutdown
Occurrences
176
Engine Crankcase Pressure
Occurrences
177
Engine Coolant Temperature
Occurrences
178
Engine Service
Occurrences
179
Engine Shutdown
Occurrences
180
Engine Speed Retard
Occurrences
181
Motor 1 Voltage Limit
Occurrences
182
Motor 2 Voltage Limit
Occurrences
183
Alternator Field Amps
Occurrences
190
Battery Voltage Low
Occurrences
191
Battery Voltage High
Occurrences
192
Engine Speed Sensor
Occurrences
193
Motor Speed Sensor
Occurrences
198
Datastore
Occurrences
199
Software
Occurrences
E2-54
UNITS
COUNT CONDITIONS
Refer to Table I, TWO-DIGIT DISPLAY CODES
Electrical Propulsion Components
E02011C1 1/96
STATISTICAL DATA CODES - PROFILES TABLE IV. STATISTICAL DATA CODES - PROFILES PAR No.
80
DESCRIPTION
M1 Amps Propel (In seconds)
COUNT CONDITIONS
This is a histogram of Motor #1 armature current in propulsion mode. . . . . Sample time is 1.0 second . . . . The clock will start whenever propulsion mode is selected. The histogram breaks the current spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
81
M2 Amps Propel (In seconds)
This is a histogram of Motor #2 armature current in propulsion mode. . . . . Sample time is 1.0 second . . . . The clock will start whenever propulsion mode is selected. The histogram breaks the current spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
PAR No.
82
DESCRIPTION
M1 Amps Retard (in seconds)
COUNT CONDITIONS
This is a histogram of Motor #1 armature current in retard mode. . . . . Sample time is 1.0 second . . . . The clock will start whenever retard mode is selected. The histogram breaks the current spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
83
M2 Amps Retard (in seconds)
This is a histogram of Motor #2 armature current in retard mode. . . . . Sample time is 1.0 second . . . . The clock will start whenever retard mode is selected. The histogram breaks the current spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
E02011C1 1/96
Electrical Propulsion Components
BUCKET No.
CURRENT VALUE (AMPS)
1
below 500
2
501 to 750
3
751 to 850
4
851 to 950
5
951 to 1050
6
1051 to 1150
7
1151 to 1250
8
1251 to 1350
9
1351 to 1450
10
1451 to 1550
11
1551 to 1800
12
1801 to 2150
13
2151 to 2300
14
2301 to 2600
15
2601 to 2900
16
2901 to 3200
17
above 3201
BUCKET No.
CURRENT VALUE (AMPS)
1
below 200
2
201 to 300
3
301 to 400
4
401 to 500
5
501 to 600
6
601 to 700
7
701 to 800
8
801 to 900
9
901 to 1000
10
1001 to 1100
11
1101 to 1200
12
1201 to 1350
13
1351 to 1450
14
1451 to 1550
15
1551 to 1650
16
1651 to 1750
17
above 1751
E2-55
TABLE IV. STATISTICAL DATA CODES - PROFILES (Cont.) PAR No.
DESCRIPTION
COUNT CONDITIONS
This is a histogram of Motor Field current in propulsion mode. 84
MF Amps Propel (in seconds)
. . . . Sample time is 1.0 second . . . . The clock will start whenever propulsion mode is selected. The histogram breaks the current spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
85
MF Amps Retard (in seconds)
This is a histogram of Motor Field current in retard mode. . . . . Sample time is 1.0 second . . . . The clock will start whenever retard mode is selected. The histogram breaks the current spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
PAR No.
86
87
E2-56
DESCRIPTION
Net Input Engine Horsepower (in minutes)
Net Input Engine Kilowatts (in minutes)
COUNT CONDITIONS
This is a histogram of net input horsepower. It is a calculated value, calculated as follows: HP= (Ia x Va) ÷ (746 x Load Box Efficiency in %)
BUCKET No.
CURRENT VALUE (AMPS)
1
0 to 100
2
101 to 125
3
126 to 150
4
151 to 175
5
176 to 200
6
201 to 225
7
226 to 250
8
251 to 275
9
276 to 300
10
301 to 325
11
326 to 375
12
376 to 450
13
451 to 550
14
551 to 650
15
651 to 800
16
801 to 950
17
951 to 9999
BUCKET No.
NET INPUT HP RANGE
1
below 200
2
201 to 400
3
401 to 600
4
601 to 800
5
801 to 1000
6
1001 to 1200
7
1201 to 1400
8
1401 to 1600
9
1601 to 1800
10
1801 to 2000
11
2001 to 2200
This is a histogram of net input horsepower. It is a calculated value, calculated as follows:
12
2201 to 2400
13
2401 to 2600
HP= (Ia x Va) ÷ (1000 x Load Box Efficiency in %)
14
2601 to 2800
15
2801 to 3000
16
3001 to 3200
17
above 3201
Electrical Propulsion Components
E02011C1 1/96
TABLE IV. STATISTICAL DATA CODES - PROFILES (Cont.) PAR No.
88
DESCRIPTION
M1 Temp °C (in seconds)
COUNT CONDITIONS
BUCKET No.
This is a histogram of Motor #1 temperature. . . . . Sample time is 60.0 seconds . . . . The clock will start whenever control power (CPR) is on. The histogram breaks the temperature spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
89
M2 Temp °C (in seconds)
This is a histogram of Motor #2 temperature. . . . . Sample time is 60.0 seconds . . . . The clock will start whenever control power (CPR) is on. The histogram breaks the temperature spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
PAR No.
90
DESCRIPTION
Truck Speed MPH (in seconds)
COUNT CONDITIONS
This is a histogram of truck speed for all modes of operation. . . . . Sample time is 1.0 second . . . . The clock will start whenever control power (CPR) is on. The buckets are defined in the Truck Speed column at right:
91
Engine Speed RPM (in seconds)
This is a histogram of engine speed in RPM for all modes of operation. . . . . Sample time is 1.0 second . . . . The clock will start whenever control power (CPR) is on. The buckets are defined in the Engine Speed column at right:
E02011C1 1/96
Electrical Propulsion Components
BUCKET No.
TEMP RANGE (°C)
1
-40 to 100
2
101 to 110
3
111 to 120
4
121 to 130
5
131 to 140
6
141 to 150
7
151 to 160
8
161 to 170
9
171 to 180
10
181 to 190
11
191 to 200
12
201 to 210
13
211 to 220
14
221 to 230
15
231 to 240
16
241 to 250
17
251 to 9999
TRUCK SPEED MPH
ENGINE SPD RPM
1
0 to 1
below 600
2
2 to 3
601 to 800
3
4 to 6
801 to 900
4
7 to 9
901 to 1000
5
10 to 12
1001 to 1100
6
13 to 15
1101 to 1200
7
16 to 18
1201 to 1300
8
19 to 21
1301 to 1400
9
22 to 24
1401 to 1500
10
25 to 27
1501 to 1600
11
28 to 30
1601 to 1700
12
31 to 33
1701 to 1800
13
34 to 36
1801 to 1900
14
37 to 39
1901 to 2000
15
40 to 42
2001 to 2100
16
43 to 45
2101 to 2200
17
45 & above
above 2200
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TABLE IV. STATISTICAL DATA CODES - PROFILES (Cont.) PAR No.
98
DESCRIPTION
AFSE Temp °C (in seconds)
COUNT CONDITIONS
This is a histogram of Alternator Field Static Exciter temperature. . . . . Sample time is 60.0 seconds . . . . The clock will start whenever control power (CPR) is on. The histogram breaks the temperature spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
99
MFSE Temp °C (in seconds)
This is a histogram of Motor Field Static Exciter temperature. . . . . Sample time is 60.0 seconds . . . . The clock will start whenever control power (CPR) is on. The histogram breaks the temperature spectrum into 17 buckets defined at right, and displays the time spent in each bucket.
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Electrical Propulsion Components
BUCKET No.
TEMP RANGE (°C)
1
below 20
2
21 to 40
3
41 to 50
4
51 to 60
5
61 to 70
6
71 to 80
7
81 to 90
8
91 to 100
9
101 to 105
10
106 to 110
11
111 to 120
12
121 to 125
13
126 to 130
14
131 to 135
15
136 to 140
16
141 to 145
17
above 146
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Truck Specific Information To quickly review the various options on the current truck, the TRUCK SPECIFIC INFORMATION MENU can be used to view configuration options, speed settings, serial numbers, etc. Information accessed through this menu is for viewing only and cannot be changed. If changes are required, use the “TRUCK SETUP (CFG)” selection from the GE OHV STATEX III MENU.
Selecting “SPECIAL OPERATION” in the following procedure may present a safety hazard if the engine is running. Control of the propulsion system may transfer to the PTU operator from the truck driver with this software operation. Refer to Step 1. below: 1. With the GE STATEX III PTU MAIN MENU displayed, select “SPECIAL OPERATION” and press [ENTER]. The screen shown in Figure 2-30 will be displayed to alert the operator about the state of the truck software. This warning notifies the operator when control of the truck is being transferred from the truck driver to the PTU, based on the PTU selection of “SPECIAL OPERATION”. When finished and the PTU is returned to the GE STATEX III PTU MAIN MENU, control of the propulsion system is returned to the truck driver. Before activating this command, the screen shown in Figure 2-31 will be displayed. The PTU user should always keep the truck driver appraised of this control.
3. Use the arrow keys to move the cursor to the “TRUCK SPECIFIC INFORMATION MENU” selection and press [ENTER]. Selections available on this menu are: • “VIEW OEM CONFIGURATION OPTIONS” This selection permits reviewing the setup information programmed into the truck configuration file by HAULPAK®. (These options cannot be “VIEW MINE CONFIGURATION OPTIONS” This selection displays options set by mine personnel when the truck configuration file was setup for a specific truck. • “VIEW SPEED SETTINGS” This selection allows viewing the current speed settings contained in the configuration file. • “VIEW SERIAL AND MODEL NUMBERS” This selection permits verification of component serial and model numbers. • “VIEW GE VERSION INFORMATION” This selection lists the truck ID number, model number, and applicable filenames. This screen also lists the GE code version number and CFG version number. This information can be useful in determining whether or not the software has “VIEW GE PRODUCT SERVICE DATA” This selection lists information pertinent to the specific truck. • “EXIT” Select “EXIT” to leave the TRUCK SPECIFIC INFORMATION MENU and return to the GE STATEX III PTU MAIN MENU.
2. Select “YES” on the caution screen (Figure 230) and press [ENTER]. The SPECIAL OPERATION MENU will be displayed. Selection of NORMAL OPERATION gives truck control to the driver. Continue? ( )Yes ( )No OR Selection of SPECIAL OPERATION will override truck driver controls until you exit to the PTU main menu. Continue? ( )Yes ( )No
Return to PTU Main Menu gives truck control to the driver. CAUTION: Contactors may move! Continue? ( )YES ( )No
FIGURE 2-31. CAUTION SCREEN FOR PTU OPERATOR
FIGURE 2-30. CAUTION SCREEN FOR PTU OPERATOR
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Electrical Propulsion Components
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Temporary Truck Settings When troubleshooting a truck, it is sometimes necessary to make temporary changes to the system. The TEMPORARY TRUCK SETTINGS MENU allows changes to be made to speed settings or retard current. Since any changes made on these screens are temporary, changes made using the options on this menu will be lost when control power is turned off. If the changes made using this menu should be made permanent, the truck configuration file must be changed accordingly and the CPU reprogrammed.
Selecting “SPECIAL OPERATION” in the following procedure may present a safety hazard if the engine is running. Control of the propulsion system may transfer to the PTU operator from the truck driver with this software operation. Refer to Step 1. below:
1. Move the cursor to the speed to be changed and type the first digit of the speed desired. 2. A screen will appear with the instruction “ENTER NUMBER”. Type the remaining digits and press [ENTER]. NOTE: It is not necessary to enter values for every line. For example, if only Loaded Speed Limit is to be changed, select that line with the cursor, and type in the desired value. The remaining speeds will be determined by the values in the truck configuration file. 3. When the new values have been entered, move the cursor to “ACTIVATE TEMPORARY SPEED SETTINGS and TRKSPD SCALE” and press [ENTER]. 4. The TEMPORARY SPEED SET SCREEN will change to reflect the new values entered. 5. Select “EXIT” to return to the previous menu. • “RETARD CURRENT ADJUST”
1. With the GE STATEX III PTU MAIN MENU displayed, select “SPECIAL OPERATION” and press [ENTER]. The screen shown in Figure 2-30 will be displayed to alert the operator about the state of the truck software. This warning notifies the operator when control of the truck is being transferred from the truck driver to the PTU, based on the PTU selection of “SPECIAL OPERATION”. When finished and the PTU is returned to the GE STATEX III PTU MAIN MENU, control of the propulsion system is returned to the truck driver. Before activating this command, the screen shown in Figure 2-31 will be displayed. The PTU user should always keep the truck driver appraised of this control. 2. Select “YES” on the caution screen (Figure 230) and press [ENTER]. The SPECIAL OPERATION MENU will be displayed. 3. Use the arrow keys to move the cursor to the “TEMPORARY TRUCK SETTINGS MENU” selection and press [ENTER]. Selections available on this menu are: • “SPEED SETTINGS” New speed setting values may be typed over the existing values to override the current configuration file settings.
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This screen allows entering a value to make the system regulate at the proper retard current limit by compensating for the offset error in the Iso-Amps. The available range is -200 to +200 amps. The value can be + or -, and will cause the control to change the retard current limit by the entered amount. The units are amps. 1. With the control power off, and the truck at a standstill in neutral or with the engine off (be sure motor amps are zero), measure the output of Iso-Amps IA3 and IA4 and record the values. Then, select the higher of the two readings. NOTE: 1 amp = 0.001 v at the output of the IsoAmps. 2. If the higher reading was +0.01 vdc, the offset is +10 amps. Enter -10 amps in the temporary screen. 3. Select “ACTIVATE TEMPORARY RETARD CURRENT ADJUST” and press [ENTER]. Exit back through the menus to DOS. 4. Operate the truck to see if the correct retard limit was obtained. 5. If the value determined above is correct, the truck configuration file should be permanently changed by entering this value on the TRUCK SPECIFICS SCREEN. This screen is accessed by returning to the GE OHV STATEX III MENU, selecting “TRUCK SETUP (CFG)”, and then line 5); “Change/view Truck Specifics”.
Electrical Propulsion Components
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MISCELLANEOUS FEATURES
Ptu Abbreviations
Saving Data Various screens showing event data, digital input and output test data, real time data, etc. can be saved to the PTU. Many screens will have a selection labelled “GET1”. When selected, the data gathered and displayed on the screen will be suspended and can then be saved permanently to a file. If this selection is available, it should be chosen before pressing [F2] to save to a file. To use this feature: 1. When it is desired to save the screen display, select GET1 using the arrow keys and press [ENTER]. 2. Press [F2] to save the screen to a file. a. Follow the screen instructions for assigning a file name and location for storing the file. b. After the file has been saved, the PTU screen data will remain suspended until the next step is completed. 3. Selecting “GET1” again will update the screen with new data and hold it there. Step 2. may be repeated to save the updated data if desired. 4. To resume and allow the data to be continuously updated, move the cursor to “REPEAT” and press [ENTER]. If the “GET1” selection is not available, the [F2] key is used to save the screen display when applicable. The availability of the [F2] key for saving the data will be shown at the bottom of the screen.
Due to limited screen space, many abbreviations are necessary for displaying information on the various screens. A definition of each abbreviation and special term can be accessed as follows: 1. From the GE OHV STATEX III MENU, select “PTU TALK TO TRUCK” to access the STATEX III PTU MAIN MENU. 2. Move the cursor to select “PTU ABBREVIATIONS” and press [ENTER]. 3. The GE STATEX III PTU ABBREVIATIONS screen will appear with instructions for viewing the information. 4. When finished viewing, press the [SPACE] bar to leave the screen.
OTHER MENU SELECTIONS Software menu items not covered in this section of the manual are normally used for truck checkout and troubleshooting only. Refer to Section E3 for information regarding use of the following selections from the GE STATEX III PTU MAIN MENU selections: “NORMAL OPERATION” • View Real Time Data • View Analog Inputs • Load Box Test • Accelerate Logic Help • Retard Logic Help
“SPECIAL OPERATION WITH ENGINE STOPPED” • Test - Digital Outputs
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Electrical Propulsion Components
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NOTES:
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Electrical Propulsion Components
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MISCELLANEOUS ELECTRICAL PROPULSION COMPONENTS The following information is applicable to truck models 445E, 510E, 630E, 685E, and 730E equipped with Cummins or Detroit Diesel engines and Statex III propulsion system. Component equipment installed on a truck will vary with the model designation, engine, and with optional equipment ordered. When servicing the truck, the technician must select the appropriate repair information as needed. For example, Figure 2-32 illustrates the Acceleration Switch (AS) as used on a truck equipped with a Cummins engine using an air actuated throttle system. If the truck is equipped with a Detroit Diesel DDEC engine, an electronic throttle system would be installed. If the truck is equipped with electronic accelerator and retard pedals, and does not have the optional ”Fuel Saver” system installed, an accelerator interface panel (ACC) and a retard interface (RET) interface panel are required to provide the proper signals to the FL275 panel. If the truck is equipped with the optional “Fuel Saver” system, the accelerator and retarder pedal control signals are sent directly to the FL275 panel, eliminating the need for the AS switch, ACC, or RET panel interface circuits.
FIGURE 2-32. ACCELERATION AND RETARD CONTROLS 3. Relay Board (RB2) 1. Coolant Level 4. Acceleration Switch Module [CLM] [AS] (DDEC Engines 5. Retard Panel [RET] Only) 2. Diode Board (DB1)
ALTERNATOR Refer to applicable GE Publication for service and maintenance procedures.
ELECTRIC WHEEL MOTORS Refer to applicable GE Publication for service and maintenance procedures.
RETARDING GRIDS Refer to applicable GE Publication for service and maintenance procedures. (Cooling Blower only).
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Miscellaneous Electrical Propulsion Components
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AIR THROTTLE/ELECTRONIC RETARD CONTROL Trucks equipped with an air throttle use an air pressure modulating treadle valve to control an air cylinder attached to the engine fuel control device. (Refer to Section K for throttle treadle service information.) The AS switch described below provides the propulsion initiation signal (AS) to the FL275 panel when the accelerator pedal is depressed. If equipped with an air operated throttle, the truck will utilize an operator controlled, electronic retard initiation and modulation control system consisting of an electronic retard pedal and a Retard Panel [RET] (5, Figure 2-32) providing FL275 panel interface requirements. The Retard Panel receives a variable voltage signal from the foot pedal, proportional to the angle of depression of the pedal. The RET panel provides a signal (RS) to initiate retarding and a variable voltage signal (RPINHI) proportional to the amount of retarding effort, requested by the operator, to the FL275 panel. For retard pedal service, refer to ”Electronic Accelerator And Retard Pedals” in this Section. For RET service and adjustment, refer to “Statex III Electrical Checkout Procedure”, Section 1.2. Acceleration Switch [AS] The AS, bellows activated pressure switch (4, Figure 2-32), is located on the right hand wall of the Control Cabinet (when viewed from front of cabinet). The switch is an electrical/pneumatic device designed to close an electrical circuit when air pressure increases to a predetermined value. As the truck operator depresses the accelerator pedal, the metered air pressure closes the electrical contacts on the AS switch. The closed electrical contacts send a signal (AS) to the FL275 Panel to initiate propulsion. Range Adjustment The range adjustment controls the operating point of the microswitch. The adjustment is made by removing the adjusting screw guard and turning the adjusting screw (1, Figure 2-33) with a screwdriver.
FIGURE 2-33. AS PRESSURE SWITCH ASSEMBLY 7. Switch Assembly 1. Range Adjust 8. Bellows Gasket 2. Differential Adjust 9. Calibrating Nut 3. Switch Mounting 10. Calibrating Spring Screws 11. Spring Seat 4. Snap Switch 12. Bellows Assembly 5. Conduit Gasket 6. Conduit Base Removal 1. Disconnect air hose at switch. 2. Remove cover and disconnect wires at the microswitch terminals, remove conduit base (6, Figure 2-33) and remove cable. (Note terminals and wire numbers for correct hookup during reinstallation.) 3. Remove switch mounting hardware and remove assembly from cabinet. 4. Repair switch assembly as required and adjust per instructions below. Installation
Differential Adjustment The differential adjustment affects the reset point of the switch. The adjustment is made by removing the front cover and inserting a small screwdriver in the large hole in right corner of the switch. Turn the differential adjustment screw (2, Figure 2-33) in a clockwise direction to increase the differential and counterclockwise to decrease the differential.
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1. Install switch assembly removed above.
Miscellaneous Electrical Propulsion Components
using
hardware
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2. Insert electrical cable and install conduit base and gasket. 3. Attach wires to correct terminals on the microswitch. 4. Install cover and attach air hose. Disassembly and Assembly The basic contact mechanism of the pressure switch (4, Figure 2-33) is constructed as a unit and, when necessary, it must be replaced as a unit. Remove the microswitch (4) by removing the wires and two switch mounting screws (3). Replace the bellows assembly (12, Figure 2-33) as a unit. The calibrating spring and nut provides a means of calibrating the bellows to the pressure range shown on the name plate of the switch. Adjustment Procedure (On Bench) Set up pressure switch for test using shop air supply, an accurate 0-150 psi (0-1035 kPa) test gauge, and a variable pressure regulator valve. 1. Adjust range screw (1, Figure 2-33) for the microswitch to trip at 11 psi (76 kPa) increasing pressure from the regulator valve. 2. Raise regulator valve pressure to approximately 50 psi (345 kPa). 3. Lower regulator valve pressure and adjust differential (2) to allow the microswitch to reset at 23 psi (159 kPa) decreasing pressure. 4. Repeat Steps 1. through 3. until both conditions are met. Adjustment Procedure (On Truck) 1. Disconnect 74C wire at GFR relay. 2. Remove cover from range adjustment screw (1, Figure 2-33) on top of switch assembly. a. Turn adjusting screw (1) a little at a time while repeatedly operating throttle pedal, until the switch contacts fail to open when the throttle pedal is released. b. Turn adjustment screw clockwise until the switch contacts just open on releasing the throttle pedal. 3. Replace cap on adjustment screw and wire 74C at GFR.
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PROPEL/RETARD INTERFACE PANELS (Non-Fuel Saver Only) Some trucks are equipped with electronic accelerator and retard pedals. It is necessary to provide an interface circuit between the electronic foot pedals and the FL275 panel to allow the control system to determine when the operator has requested propulsion or retarding and to interpret the level of power or retarding desired. This interface is provided by the ACC (acceleration) and RET (retard) panels, located on the right wall of the Control Cabinet. Trucks equipped with the optional “Fuel Saver” system do not require the propulsion or retard interface circuits. The accelerator and retard pedal signals are sent directly to the FL275 panel. Pedal setup is accomplished through software and use of the PTU. The description below refers to non-Fuel Saver equipped trucks. ACC Panel Operation The ACC panel is a solid-state electronic device which receives a voltage signal proportional to the angle of the accelerator pedal as the operator depresses the pedal to accelerate the truck. When the accelerator pedal is depressed, a potentiometer attached to the accelerator pedal supplies a variable voltage signal to the ACC panel and is used to initiate the propulsion sequence (AS) when a predetermined pedal voltage level is reached. This signal is then passed to the FL275 panel. This Voltage signal is also used by the Electronic Engine Control system to control engine RPM. RET Panel Operation The RET panel is a solid-state electronic device which receives a voltage signal proportional to the angle of the retard pedal as the operator depresses the pedal to decrease the truck speed. When the retard pedal is depressed, a potentiometer attached to the retard pedal assembly supplies a variable voltage signal to the RET panel and is used to initiate the retarding sequence (RS) and retarding level request (RPINHI). These signals are then passed to the FL275 panel. Refer to “Statex III Electrical Checkout Procedure”, Section E-3 for test and adjustment procedures for the above panels.
Miscellaneous Electrical Propulsion Components
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ELECTRONIC ACCELERATOR AND RETARD PEDALS On trucks not equipped with the “Fuel Saver” option, the electronic retard and accelerator pedals (Figure 2-34) provide a variable Voltage signal to the ACC and RET Panels in the Control Cabinet as described on the previous page. On trucks equipped with the “Fuel Saver” system, the accelerator and retard pedals provide a variable Voltage signal directly to the FB140 card in the FL275 panel. During some phases of truck operation, the FL275 panel assumes control of engine RPM to reduce engine RPM, maintaining a power level that satisfies the operator and system requirements. The reduction in engine RPM results in less fuel usage and longer component life. In both systems, as the operator depresses the pedal, the internal potentiometer's wiper is rotated by a lever. The output voltage signal increases in proportion to the angle of depression of the pedal. Repair and initial adjustment procedures are discussed in the following. Refer to “Statex III Electrical System Checkout Procedure” for final calibration of the pedal potentiometer and the associated interface panel for trucks without the “Fuel Saver” system. If equipped with “Fuel Saver”, refer to instructions given for pedal calibration using the PTU. Removal NOTE: Repair procedures for the retard and accelerator pedal are identical. Some trucks may have the retard pedal mounted on the service brake pedal. Refer to Section “J” for instructions for removing and installing electronic pedal on brake actuator. Note routing and clamp location of wire harness. Proper wire routing is critical to prevent damage during operation after reinstallation. 1. Disconnect pedal wire harness from truck harness at connector located in foot box under cab. 2. Remove mounting capscrews, lockwashers and nuts and remove pedal assembly. Installation 1. Install pedal assembly using hardware removed in step 2, “Removal”. Connect potentiometer to wiring harness. 2. Calibrate pedal potentiometer per instructions in Section 1. of the “Statex III Electrical System Checkout Procedure”.
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FIGURE 2-34. ELECTRONIC PEDAL ASSEMBLY 1. Clamp and Screws 2. Harness 3. Grommet
4. Potentiometer 5. Mounting Screws 6. Cover
Disassembly 1. Remove screws on cable clamps (1, Figure 234) and potentiometer cover (6). 2. Remove potentiometer mounting screws (5) and grommet (3). Remove potentiometer (4). Assembly 1. Position new potentiometer with the flat side toward the potentiometer cover and install on shaft as follows: a. Align cutouts in shaft with the potentiometer drive tangs. b. Press potentiometer onto shaft until it bottoms against the housing. 2. Install screws (5) and lockwashers but do not tighten. 3. Rotate potentiometer counterclockwise until mounting slots contact the mounting screws and tighten screws (5) to 15 in. lbs. (1.70 N.m) torque. 4. Install grommet (3) and potentiometer cover. Tighten screws to 15 in. lbs. (1.70 N.m) torque. 5. Install cable clamps and tighten screws to 40 in. lbs. (4.21 N.m) torque. 6. Inspect assembly and verify proper wiring clearance during operation of pedal throughout the range of travel.
Miscellaneous Electrical Propulsion Components
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COOLING BLOWER WARNING SYSTEM The HAULPAK® truck is equipped with a cooling blower to supply cooling air to the alternator, exciters and wheel motor. The cooling blower warning system which consists of a pressure switch, warning light, buzzer, and an adjustable time delay controlled by the CPU in the FL275 panel. The purpose of the warning system is to alert the operator in case of blower loss or low blower output. Blower loss or low blower output could result in component malfunction due to the lack of cooling air. Operation The warning light and buzzer will only come on if the throttle is depressed while selector is in FORWARD or REVERSE for a period exceeding 101 seconds (default setting) and blower output is less than normal. The 101 second delay is controlled by the FL275 panel CPU.
FIGURE 2-35. BLOWER PRESSURE SWITCH (Rear Axle Housing) 1. Blower Pressure Switch
2. Adjustment Access Cover
Test Check the operation of the blower loss warning system as follows: 1. With the engine not running, turn the key switch and control power On and place the selector switch in FORWARD. 2. Depress the throttle pedal until the propulsion contactors energize. 3. After 101 seconds, (or the value entered on the TRUCK SPECIFICS SCREEN) the Motor Blower warning light on the instrument panel should turn on. If the switch requires adjustment, refer to instructions in “Miscellaneous Component Test and Adjustment” in the “Statex III Electrical System Checkout Procedure” in Section E3. Removal NOTE: If the blower pressure switch cannot be adjusted to specifications and no air leaks are found, a new switch assembly must be installed.
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1. Inspect rear axle access door cover gasket, blower duct hose and wheel covers for damage or possible leaks. 2. Open rear axle access door and locate switch (1, Figure 2-35). 3. Remove nylon tubing attached to switch. 4. Remove the four capscrews, lockwashers, and nuts attaching switch assembly to mounting bracket and remove. Installation 1. Attach switch assembly to mounting bracket using hardware removed in above procedure. 2. Install nylon tube. 3. Close rear axle access door and calibrate switch per instructions in “Miscellaneous Component Test and Adjustment”.
Miscellaneous Electrical Propulsion Components
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ELECTRICAL CONTROL CABINET The following pages illustrate the electrical control cabinet, components and terminal boards located inside the cabinet as noted for truck models 445E, 510E, 630E, 685E, and 730E. Actual component location and equipment will vary dependent on optional equipment installed.
This system is capable of developing high Voltage. Use caution when working with the system.
Components in the cabinet are labelled with abbreviations for identification. These abbreviations are shown on the item number of the illustrations and are listed alphabetically at the end of this section. This information should be used in conjunction with applicable electrical schematics located in the rear of this manual when troubleshooting the electrical system.
Some of the components on the cards are sensitive to static electricity. To prevent damage, it is recommended that a properly connected ground strap be worn when removing, handling or installing a card. It is also recommended that after a card has been removed, it is carried and stored in a static proof bag or container. NOTE: There are no adjustment potentiometers on the control cards. Cards should not be removed during troubleshooting unless it has been determined that a card is at fault.
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Miscellaneous Electrical Propulsion Components
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FIGURE 2-36. ELECTRICAL CONTROL CABINET, FRONT VIEW (445E - 685E) 18. Fault Detection 13. Two Digit Display 8. Diagnostic Data 1. Alternator Field Transformer Panel Reader 2 (DDEC Contactor 19. Synchronizing 14. Retard Power Engine Only) 2. Motor Field Contactor Transformer 1 Contactor 2 9. Diagnostic Data 3. Reverser 20. Synchronizing 15. Retard Power Reader 1 (DDEC 4. Air Pressure Switch Transformer 2 Contactor 1 Engine Only 5. Alternator Field Static 21. Relay Board 4 16. Propulsion Contactor 10. Control Power Switch Exciter 22. Relay Board 6 1 11. Control Power Relay 6. Motor Field Static 17. Propulsion Contactor Light Exciter 2 (GTA26 Only) 12. Cabinet Service Light 7. Propulsion Load Switch Control Panel
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Miscellaneous Electrical Propulsion Components
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FIGURE 2-37. ELECTRICAL CONTROL CABINET, FRONT VIEW (730E) 1. Alternator Field Contactor 2. Motor Field Contactor 3. Reverser 4. Air Pressure Switch 5. Alternator Field Static Exciter 6. Motor Field Static Exciter 7. Propulsion Load Control Panel
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8. Control Power Switch 9. Control Power Relay Light 10. Cabinet Service Light Switch 11. Two Digit Display Panel 12. Retard Power Contactor 2 13. Retard Power Contactor 1 14. Propulsion Contactor 1
15. Propulsion Contactor 2 (GTA26 Only) 16. Fault Detection Transformer 17. Isolation Transformer w/Optional Payload Meter 18. Synchronizing Transformer 1 19. Synchronizing Transformer 2
Miscellaneous Electrical Propulsion Components
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FIGURE 2-38. CABINET WALL, VIEW A (445E - 685E Figure 2-36) 1. Coolant Lever Module (DDEC Engines Only) 2. Diode Board 1
3. Relay Board 2 (w/Optional Payload Meter) 4. Acceleration Switch 5. Retard Panel
FIGURE 2-40. CABINET WALL, VIEW B (445E - 685E Figure 2-36)
FIGURE 2-39. CABINET WALL, VIEW A (730E, Figure 2-37) 1. Relay Board 6 2. Relay Board 2 (w/Optional Payload Meter)
3. Diode Board 1 4. Isolation Transformer (w/Optional Payload Meter)
FIGURE 2-41. CABINET WALL, VIEW B (730E, Figure 2-37) 1. Relay Board 4
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FIGURE 2-42. CABINET WALL, VIEW C (685 - 730E) 1. Iso Amp 3 2. Capacitor 1 3. Iso Amp 5 4. Capacitor 2 5. Shunt 3 6. Shunt 4
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7. Iso Amp 6 8. Iso Amp 7 9. Ground Block 1 10. Iso Amp 8 11. Iso Amp 4
FIGURE 2-43. CABINET WALL, VIEW D (685E - 730E) 1. Alternator Field Current Limit Resistor 2. Load Test Bus Bars 3. Voltage Measuring Module 1
Miscellaneous Electrical Propulsion Components
4. Voltage Divider Resistor 5. Ground Fault Interrupt Panel 6. Voltage Measuring Module 2
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FIGURE 2-44. CABINET FLOOR AND REAR SIDE, VIEW E (445E - 730E) 1. Fault Detection Panel 2. Alternator Field Discharge Resistor 3. Motor Field Discharge Resistor 4. Control Power Diode 1 5. Control Power Diode 2
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6. Control Power Relay 7. Alternator Field Relay 8. Shunt 7 9. Shunt 6 10. Shunt 2 11. Shunt 1
12. Relay Board 1 13. Relay Board 3 14. Relay Board 5 15. Ground Block 4
Miscellaneous Electrical Propulsion Components
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ABBREVIATIONS FOR STATEX III ELECTRIC DRIVE COMPONENTS
ACC/RET ACC AFSE AID ALT ALT(24V) AM BATT BD BIR BM BUR CPD1, 2 CPR CPRL CPS CSL CSLS CT CTR DB1, 2, 3 DL DDR1, 2 EIS ESSU FBS FDP FDT FP GB1 - 4 GF GFDR GFIP GFR GRR ISOA3 - 8 KS
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Accelerator/Retard Interface Panel Accelerator Pedal Position Detector Card Alternator Field Static Exciter Alarm Indicating Device Alternator (Traction) Alternator (Battery Charging) Ammeter Battery Body Down Proximity Switch Brake Interrupt Relay Blower Motor Body Up Relay Control Power Diode 1 & 2 Control Power Relay Control Power Relay Light Control Power Switch Cabinet Service Lights Cabinet Service Light Switch Current Transformer Current Transformer Resistor Diode Board 1, 2, 3 Dome Light DDEC Diagnostic Reader Connector Engine Idle Switch Engine Speed Sensing Unit Feedback Switch Fault Detection Panel Fault Detection Transformer Filter Panel Ground Block No. 1,2, 3, 4 Alternator Field Contactor Alternator Field Discharge Resistor Ground Fault Interrupt Panel Alternator Field Relay Ground Relay Resistor Isolation Amplifier No. 3, 4, 5, 6, 7, 8 Key Switch
M1 M2 MF1, 2 MFC MFDR MFSE OR P1, P2 PBFR PBS PLCP PTU RB1- 6 RD RET REV R1 RG1, 2 RLCB RLR RP1, 2, RP3, 4, 5 6, 7, 8, 9 RSC S1, 2 S3 S4 S6, 7 SBDT SLR SRR SS SSU1, 2 ST1, 2 2DD VDR3 VMM1, 2
Wheel Motor No. 1, Left Hand Wheel Motor No. 2, Right Hand Wheel Motor Field No. 1, 2 Motor Field Contactor Motor Field Discharge Resistor Motor Field Static Exciter Override Pushbutton Propulsion Contactor No. 1, 2 Parking Brake Failure Relay Parking Brake Switch Propulsion Load Control Panel (FL275) Portable Test Unit Relay Board RB1 thru RB6 Rectifier Diode Panel Retarding Control Panel Reverser Alternator Field Current Limit Resistor Retarding Grid No. 1, 2 Retard Light Circuit Breaker Retard Light Relay Retard Power Contactor No. 1, 2 Extended Range Retard Contactors No. 3, 4, 5, 6, 7, 8, 9 Retard Speed Control Motor Armature Circuit Shunt No. 1, 2 Power Circuit Shunt Alternator Field Current Shunt Alternator Tertiary Shunts Steering Bleeddown Timer Stop Light Relay Slippery Road Relay Selector Switch (Direction Control) Speed Sensing Unit No. 1, 2 Synchronizing Transformer 1, 2 Two Digit Display Panel Voltage Divider Resistor Voltage Measuring Module No. 1, 2
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CARD IDENTIFICATION LIST GE17FL275 PANEL, STATEX III 17FB100
Power Supply
17FB103
Digital Input/Output
17FB101
Central Processing Unit (CPU)
17FB104
Digital Input/Output
17FB102/140
Analog Input/Output
DETROIT DIESEL ELECTRONIC ENGINE CONTROLS ABBREVIATIONS CEL
Check Engine Light
EUI
Electronic Unit Injector
CLM
Coolant Level Module
FTS
Fuel Temperature Sensor
CLS
Coolant Level Sensor
OPS
Oil Pressure Sensor
CTS
Coolant Temperature Sensor
OTS
Oil Temperature Sensor
DDEC
Detroit Diesel Electronic Controls
SEL
Stop Engine Light
DDR
Diagnostic Data Reader
TPS
Throttle Position Sensor
ECM
Electronic Control Module
E02011C2 1/96
Miscellaneous Electrical Propulsion Components
E2-75
NOTES:
E2-76
Miscellaneous Electrical Propulsion Components
E02011C2 1/96
STATEX III ELECTRICAL SYSTEM CHECKOUT PROCEDURE TABLE OF CONTENTS SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1 COMMUNICATIONS PORT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-2 PTU Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-2
1.0 SEQUENCE TESTS - (Engine not running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4 1.1 Throttle System Check and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 1.1.1 Electronic throttle system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 1.1.2 Electronic throttle system Fuel Enhancement (“Fuel Saver”) . . . . . . . . . . . . . . . . . . . . . E3-6 1.2 Retard System Check and Adjustment - Electronic Pedal System . . . . . . . . . . . . . . . . . . . . . . E3-8 1.2.1 Williams Electronic Retard Pedal and ACC/RET or RET Interface . . . . . . . . . . . . . . . . E3-8 1.2.2 Electronic Retard Pedal, Current Production Trucks. . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9 1.3 Reverser and Propulsion Contactors Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11 1.4 Propulsion Lockout Test (DDEC, MTU Engines). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12 1.5 Retard Contactors Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13 1.6 Ground Fault Sensing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13 1.7 Ground Fault in Retard Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13 1.8 Override Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14 1.9 Anti-Reversal Function (AR) Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15 1.10 Overspeed Retard Operation Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15 1.11 Hoist Interlock Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16 1.12 Motor Blower Fault Light Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
2.0 DIGITAL INPUT/OUTPUT SIGNALS TESTS - FL275 CARD PANEL . . . . . . . . . . . . . . . . . . . . . . E3-18 2.1 Setup Manual Digital Input/Output Test on PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-18 2.2 Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-19 2.3 Digital Output Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-21
3.0 ANALOG INPUT SIGNALS TESTS - FL275 CARD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-24 3.1 Setup Analog Input Monitor Screen on PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-24 3.2 Analog Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25 3.3 Frequency Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
4.0 SPEED EVENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34 4.1 Single Speed Overspeed - Overspeed Settings Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 4.2 Empty Truck - 2 Speed Overspeed Settings Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
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STATEX III System Electrical Checkout Procedure
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4.2 Loaded Truck - 2 Speed Overspeed Settings Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 4.4 Other Speed Events Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 5.0 RETARD SPEED CONTROL SYSTEM CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-37 5.1 Overspeed Pickup and Dropout Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-37 5.2 Retard Pot Maximum Setting Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38 5.3 Retard Pot Minimum Setting Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38 5.4 Accelerator Pedal Override of Retard Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38
6.0 LOAD TEST USING TRUCK RETARD GRIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-39
7.0 MOTOR FIELD CURRENT CHECK IN RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41
8.0 MISCELLANEOUS COMPONENT TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . E3-42 8.1 Brake System Interlocks Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-42 8.2 Blower Loss Pressure Switch Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43 8.3 SYNC Transformer Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43 8.4 Power Contactor Position Sensor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43 8.5 Battery Boost Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 8.6 Isolation Amplifier & Voltage Module Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 8.6.1 Voltage Measuring Module Test (VMM1 & VMM2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 8.6.2 ISO-AMP Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 8.7 Motor Rotation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45 8.8 Ground Fault Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-46
9. MISCELLANEOUS CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-47 9.1 Wheel Motor Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-47 9.2 Maximum Allowable Truck Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-48 9.3 Engine Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-49
ii
STATEX III System Electrical Checkout Procedure
E03012
STATEX III ELECTRICAL SYSTEM CHECKOUT PROCEDURE G E N E R A L
I N F O R M A T I O N
This checkout procedure describes test and adjustment procedures for the G.E. STATEX III Electric Wheel Drive Systems used on Model 445E, 510E, 630E, 685E, 730E, and 830E electric drive trucks with the following alternator and wheelmotor combinations.
TRUCK MODEL
ALTERNATOR
WHEELMOTOR
445E, 510E
GTA-25
GE772, GE776, GE791
630E, 685E, 730E
GTA-22
GE776, GE788
630E, 685E, 830E
GTA-26
GE788, GE787
This system is capable of developing high voltage. Use caution when working with the system.
The test and adjustment procedures list standard and optional equipment which may be installed. It is the responsibility of the personnel using this Electrical Checkout Procedure to determine what equipment is installed on the truck being serviced and to select the applicable test and adjustment procedure. If any of the cards in the FL275 panel must be removed, a wrist ground strap MUST be worn to ground personnel to the truck chassis to prevent static discharge damage to the circuit boards. After the board has been removed from the panel, it must immediately be placed in a static-free protective bag. Sample PTU screens illustrated in the following pages show menus and data screens as they appear in the April, 2001 STATEX III Enhanced Version 1.00 software release. Instructions are also applicable to the April 2000, version 14.00 software release. Later versions of the software may differ. The following type fonts and styles are used to differentiate between menu titles, screen titles, menu selections and keyboard keys to be pressed:
CONVENTION
APPLIES TO
SAMPLE
Bold Type
Menu & Screen Titles
GE OHV STATEX III MENU
“Quotation Marks”
Menu Selection Choices
“PTU TALK TO TRUCK”
[Brackets]
Key to be pressed
[ENTER], [ESC], [DEL] etc.
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Statex III Electrical Checkout Procedure
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C O M M U N I C A T I O N S
P O R T
C H E C K
PTU Hookup NOTE: The following procedure will verify correct PTU hookup and verify communication between the PTU and the CPU. Additionally, all previous event data can be cleared prior to performing the checkout procedure. If the truck has not been previously programmed, refer to “Electrical Propulsion Components”, Section E of this manual for instructions. 1. Connect PTU communication cable male plug to connector “A” located in control cabinet near two digit display as shown in Figure 3-1 or to cab Communications Port located near bottom right side of selector switch console. Turn Control Power On. Note: Connector “A” actual location may differ depending on truck model. 2. Connect female end of cable to serial port connector on rear of PTU. 3. Turn PTU power on. After warm-up and self-test, type “gemenu3e” (or “gemenu” if using version 14.00 software) at the C:> prompt and press the [ENTER] key. (Do not type quotes.) 4. From the GEOHV STATEX III (Main) MENU, select “PTU TALK TO TRUCK” and press [ENTER]. 5. At PTU LOGON screen, enter your name and assigned password. Press [ENTER]. 6. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “SPECIAL OPERATION” and press [ENTER]. a. A screen will appear that states: “Selection of SPECIAL OPERATION will override truck driver controls until you exit to the PTU main menu. Continue?” b. With the cursor next to “Yes”, press [ENTER]. 7. The SPECIAL OPERATION MENU will appear. 8. Use the arrow keys to move the cursor to the “EVENT DATA MENU” selection and press [ENTER]. The Event Data Menu screen will be displayed. a. If no event data has been stored, the screen will indicate 0 (zero) events stored. If no events have been stored, the cursor will be positioned on “EXIT”. Press the [ENTER] key to return to the previous menu.
FIGURE 3-1. PTU HOOKUP
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Statex III Electrical Checkout Procedure
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PTUSTX: 1.2.1 EVENT DATA MENU Special Operation 5 Events stored ( ) VIEW EVENT DATA Event Summary and Details ( ) reset hardware startup event ( ) GE engineering format event data ( ) EXIT FIGURE 3-2. EVENT DATA MENU (Requires Control System Reset) 9. If one or more events have been stored, a screen as shown in either Figure 3-2 or 3-3 will be displayed. 10. If Figure 3-2 is displayed, select “reset hardware startup event” with the cursor and press [ENTER]. a. A screen will appear with instructions for cycling control power to reset the system. Follow the on-screen instructions to cycle power to the control system. b. After the system is powered up, repeat steps 4 through 8 to return to the event data. 11. If Figure 3-3 is displayed, you may select “VIEW EVENT DATA” and press [ENTER] to view events currently stored. A screen displaying a list of stored events appears. 12. Any stored events may be uploaded to a file for storage by selecting “GE engineering format event data” and following directions on the subsequent screens. 13. To erase the event data currently stored, select “erase event data yes/no menu” from the EVENT DATA MENU screen. a. On the screen titled RESET ALL YES/NO MENU, move the cursor to YES, Erase Truck Events and press [ENTER]. b. Exit back to the GE STATEX III MENU following screen instructions as they appear.
PTUSTX: 1.2.1 EVENT DATA MENU Special Operation 5 Events stored ( ) VIEW EVENT DATA Event Summary and Details ( ) erase event data yes/no menu ( ) GE engineering format event data ( ) EXIT
FIGURE 3-3. EVENT DATA MENU
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Statex III Electrical Checkout Procedure
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1.0 SEQUENCE TESTS - (Engine not running) Preparation & Setup It is assumed the truck has been programmed using the correct Truck Configuration File and GE Statex III Enhanced version 1.00 (if truck is equipped with a 17FB144 CPU card) or version 14.00 (if truck is equipped with a 17FB101 CPU card) or later software prior to proceeding with the following tests. If not, refer to “Electrical Propulsion Components” for instructions for preparing the Truck Configuration File, programming the truck, and usage of the GE software menu system.
• Always disconnect 74C at GFR for static testings (engine not running). Failure to do so may result in damage to battery boost SCR and/or dead batteries.
• If the truck body has not been installed or the body is raised, place a steel washer on Body Up Switch or jumper circuit 71F to circuit 71, to simulate body down condition.
• If hydraulic pressure is low, connect a jumper wire between circuit 73S and 710. (This step will be necessary if all hydraulic brakes are installed and engine is not running).
Control System Self-test 1. Set up PTU as described previously using the communication port in the electrical cabinet. 2. Turn control power switch On. 3. Verify the two digit display shows 00 after a 10 second delay. If only a single digit 8 is displayed, check for a faulty CPU (FB101 or FB144) card. 4. If the two digit display shows numbers other than 00, refer to “Electrical Propulsion Components” for a listing of possible codes, code descriptions, event restrictions, detection information and possible reasons for the problem. An attempt should be made to correct any obvious problems before proceeding. 5. If the problem has not been resolved, select the proper section of this procedure (digital, analog etc.) and use the PTU to aid in troubleshooting the problem. 6. If the entire electrical system is to be checked, the checkout procedures should be performed in the sequence listed if possible.
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Statex III Electrical Checkout Procedure
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1.1 Throttle System Check and Adjustment NOTE: If the truck is an early production unit, not equipped with the Fuel Enhancement (“Fuel Saver”) system, refer to step 1.1.1. If the truck is a later or current production unit, refer to step 1.1.2. 1.1.1 Electronic Throttle System. (Williams electronic foot pedal, Dresser ACC/RET Interface Circuit and Pedal Detector Card). NOTE: Foot pedal with adjustable pedal potentiometer is used with a TZ6661 or EB2635 (nonadjustable) ACC card. Non-adjustable foot pedal requires use of EC1806 (adjustable) ACC card. 1. Turn key switch On. 2. Turn control power switch in control cabinet to the Off position. 3. Normal/Advance Idle switch should be in the Off (“Normal”) position. Measure 4.80 ±0.10 vdc between circuits 916 and 952 in Control Cabinet. 4. If not correct, check 916 circuit to engine. 5. If available, use the DDR (DDEC engine trucks) to read the PTO counts or use a voltmeter to measure voltages shown below. (The Control Power switch and Normal/Advance Idle switch should be in the Off (“Normal”) position and the accelerator pedal released.) If unable to adjust properly, replace ACC card.
STEP
CIRCUIT
1
525(+) to 952(-)
2
510(+) to 952(-)
ACC CARD
VOLTS
PTO COUNTS
TZ6661
.75 (approx.)
18 ±1
EB2635
.78 (approx.)
17 ±1
EC1806
.53 (approx.)
21 ±3
TZ6661
.34 (approx.)
18 ±1
EB2635
.37 (approx.)
17 ±1
EC1806
.40 (approx.)
21 ±3
ADJUSTMENT Position of pedal potentiometer. If unable to adjust, replace potentiometer. Adjust P1 on ACC card. If unable to adjust, replace pedal assembly. If out of tolerance, replace ACC card. Adjust P1 on ACC card (Seal pot). If unable to adjust, replace pedal assembly.
6. Measure the voltage between circuits 76L and 710. Read 25.25 to 28 vdc. If voltage is low, recharge truck batteries. 7. With the Normal/Advance Idle switch in Off (“Normal”) position, turn key switch Off, then On. Measure voltage between circuits 510 to 952. Repeat 3 times. If voltage ever reaches or exceeds 2.0 vdc, replace ACC card. Verify the Normal/Advance Idle switch is in Off position. 8. Turn control power switch On, place selector switch in FORWARD. With throttle pedal depressed just until propulsion contactors pick up, measure the following:
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CIRCUIT
ACC CARD
VOLTS
510(+) to 952(-)
TZ6661
.107 (approx.)
33 ±2
EB2635
.68 (approx.)
32 ±2
EC1806
.64 (approx.)
34 ±2
Statex III Electrical Checkout Procedure
PTO COUNTS
E3-5
9. With throttle pedal fully depressed, measure the following:
CIRCUIT 510(+) to 952(-)
ACC CARD
VOLTS
PTO COUNTS
TZ6661
3.80 (approx.)
203 -4/ +10
EB2635
4.35 (approx.)
215 -4/ +10
EC1806
4.05 (approx.)
215 -4/ +10
ACTION IF OUT OF TOLERANCE Replace ACC card or pedal
10. Release throttle pedal. 11. Measure voltage at circuit 525 and 952 while slowly pressing throttle pedal from minimum to full throttle. For adjustable pedal with TZ6661/EB2635 card, meter reading should start from approximately 0.70 vdc and increase to approx. 4.35 vdc in a smooth and linear fashion. For non-adjustable pedal with EC1806 card, meter reading should start from approximately 0.54 vdc and increase to approximately 4.30 vdc in a smooth and linear fashion. If there are positions of voltage drop off, replace pedal potentiometer. 12. Release throttle pedal. Measure circuits 73R to 710 with pedal released. Measure 0.0 vdc. 13. Depress throttle pedal fully. Measure circuits 73R to 710 with pedal pressed fully. Measure approximately 26.0 vdc. 14. Release pedal. If step 12 or 13 readings are incorrect, replace accelerator card.
1.1.2 Electronic Throttle System (Fuel Saver System). NOTE: Instructions are also included in the following procedure for retard pedal setup which can be performed in conjunction with accelerator pedal setup on trucks equipped with the “Fuel Saver” circuitry.
• Turn Key Switch and Control Power On. • Set up PTU as described previously using the communication port in the electrical cabinet. Start the GE software program be typing “gemenu3e” if using Statex III Enhanced version 1.00 software (or type “gemenu” if using version 14.00 software) from the DOS C:> prompt. a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK” and press [ENTER]. b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER]. c. When the GE STATEX III PTU MAIN MENU appears (Figure 3-4), move the cursor to “NORMAL OPERATION” and press [ENTER]. d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck control to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER]. e. The NORMAL OPERATION MENU will appear. Select “MONITOR ANALOG INPUT CHANNELS” and press [ENTER]; the screen shown in Figure 3-5. will appear.
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Statex III Electrical Checkout Procedure
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FIGURE 3-4. PTU MAIN MENU 1. Record the accelerator pedal % (percent) values shown on the MONITOR ANALOG INPUT CHANNELS screen: a. Pedal OFF - note on paper the % value shown on the PTU screen for “acc pedal”. (For example, 11.3) b. Depress the accelerator pedal and observe the % value increases - note on paper the % value shown on the PTU screen when the pedal is fully depressed. (For example, 87.2) Note: It is also necessary to perform the above procedure for the retard pedal as described in the following step. Retard pedal % values should be recorded at this time as follows: 2. Record the retard pedal % (percent) values shown on the MONITOR ANALOG INPUT CHANNELS screen: a. Pedal OFF - note on paper the % value shown on the PTU screen for “ret pedal”. (For example, 9.7) b. Depress the retard pedal and observe the % value increases - note on paper the % value shown on the PTU screen when the pedal is fully depressed. (For example, 89.5)
FIGURE 3-5. MONITOR ANALOG INPUT CHANNELS SCREEN
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Statex III Electrical Checkout Procedure
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NOTE: If either pedals' “off %” is greater than 15% before making the pedal setting changes to the configuration file, the system will interpret the pedal as being pressed and may cause the contactors to energize. 3. Exit to the NORMAL OPERATION MENU, GE STATEX III PTU MAIN MENU and exit to the GE OHV MENU. 4. Move the cursor to TRUCK SETUP (CFG) and press [ENTER]. 5. Choose “1) Select a truck configuration, currently using file: ”. 6. Move the cursor to the configuration file for the truck and press [ENTER]. 7. Select “5) Change/view Truck Specifics”. 8. Compare the values recorded in steps 1 and 2 with values shown on the TRUCK SPECIFICS screen. If the values differ by more than ±3%, the configuration file must be changed to the values recorded above: a. Move the cursor to “ :percent accel pedal travel off request”. Type the value recorded in step 1.a above and press [ENTER]. b. Move the cursor to “ :percent accel pedal travel full request”. Type the value recorded in step 1.b above and press [ENTER]. c. Move the cursor to “ :percent retard pedal travel off request”. Type the value recorded in step 2.a above and press [ENTER]. d. Move the cursor to “ :percent retard pedal travel full request”. Type the value recorded in step 2.b above and press [ENTER] 9. Move the cursor to LEAVE TRUCK SPECIFICS SCREEN and press [ENTER]. 10. At the TRUCK SETUP CONFIGURATION MINE MENU, select “7) Save a truck configuration, filename: ” and press [ENTER]. 11. The current filename will be displayed. Press [ENTER] to accept this name. Type “y” to overwrite the old file with the new file containing the correct pedal values. 12. Choose “9) Quit.” Type “y” to exit and return to the GE OHV STATEX III MENU. 13. Move the cursor to SELECT TRUCK SETUP and press [ENTER]. 14. Move the cursor to the configuration file saved in step 11. and press [ENTER]. 15. For the foot pedal changes to become effective, it is now necessary to reload the program into the truck. Refer to “PROGRAMMING THE TRUCK” and follow the instructions for “Download Configuration Files” in section E2.
1.2 Retard System Check and Adjustment 1.2.1 Williams Electronic Retard Pedal and Dresser ACC/RET or RET Interface Box. 1. With key switch and control power switch On, move selector switch to FORWARD. 2. With retard pedal released, measure the following circuits in the control cabinet using a digital voltmeter: a. From 76B to 710: Read 20.0 ±2.0 vdc. b. From 15V to 710: Read 15.00 ±0.10 vdc. Adjust P1 on RET Card if necessary. Seal P1 pot after adjustment. c. From 54N to 710: Read 1.50 ±.50 vdc.
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Statex III Electrical Checkout Procedure
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d. From 74N to 710: Read .09 ±.10 vdc. 3. With retard pedal depressed just until retard contactors pick up, measure the voltage between the following circuits: a. From 74N to 710: Read 0.20 ±.20 vdc. If out of tolerance replace RET card. b. From 54N to 710: Read 2.60 ±.50 vdc. If out of tolerance, replace retard pedal potentiometer. c. DDEC equipped trucks only: Use the DDR to read PTO counts or measure voltages at circuits 510(+) to 952(-) shown in the following table:
ACC CARD
VOLTS
PTO COUNTS
TZ6661
2.77 (approx.)
150 ±2
ACTION IF OUT OF TOLERANCE Replace ACC card
EB2635
3.63 (approx.)
162 ±2
Replace ACC card
EC1806
3.04 (approx.)
162 ±2
Adjust Pot P2 on ACC card
4. With retard pedal fully depressed, measure the voltage between the following circuits: a. From 74N to 710: Read 15.50 ±.25 vdc. If out of tolerance replace RET card. b. From 54N to 710: Read 12.50 vdc minimum. If out of tolerance replace retard pedal resistor. c. DDEC equipped trucks only: Use the DDR to read PTO counts or measure voltages at circuits 510(+) to 952(-) shown in the following table:
ACC CARD
VOLTS
PTO COUNTS
ACTION IF OUT OF TOLERANCE
TZ6661
2.77 (approx.)
150 ±2
Replace ACC card
EB2635
3.63 (approx.)
162 ±2
Replace ACC card
EC1806
3.04 (approx.)
162 ±2
Adjust Pot P2 on ACC card
5. Depress the throttle pedal fully, and again read the PTO Counts. If values change replace ACC Card. Release throttle and retard pedals. 1.2.2 Electronic Retard Pedal; Fuel Saver Equipped Trucks and Current Production.
• Refer to Section 1.1.2 for both, accelerator and retard pedal setup instructions.
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PTU Setup • If not done previously, Set up PTU using the communication port in the electrical cabinet. • Select the MONITOR REAL TIME DATA screen as follows: a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK” and press [ENTER]. b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER]. c. When the GE STATEX III PTU MAIN MENU (Figure 3-6.) appears, move the cursor to “NORMAL OPERATION” and press [ENTER].
FIGURE 3-6. PTU MAIN MENU (Version 14.00 Shown) d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck control to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER]. e. The NORMAL OPERATION MENU (Figure 3-7.) will appear. Select “MONITOR REAL TIME DATA” and press [ENTER]; the screen shown in Figure 3-8. will appear.
FIGURE 3-7. NORMAL OPERATION MENU
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FIGURE 3-8. MONITOR REAL TIME DATA SCREEN NOTE: PTU abbreviations shown with a line above and below after the following steps indicate highlighted items to be observed on PTU display screen. Highlighted items will be preceded by an “equals” sign to indicate a digital input is “true” and a digital output is ON. Steps 1.3, and 1.4 may also be checked using the ACCELERATE STATE LOGIC SCREEN and step 1.5 may be checked using the RETARD STATE LOGIC SCREEN if desired. If used, exit back to the Normal Operation Menu and select MONITOR REAL TIME DATA SCREEN when performing step 1.6 and the remaining sequence checks.
1.3 Reverser and Propulsion Contactors Check NOTE: When the Selector Switch is moved to change the Reverser from REVERSE to FORWARD or NEUTRAL, FOR on the PTU display will be highlighted for a brief moment. If the Selector Switch is moved to change the Reverser from FORWARD or NEUTRAL to REVERSE, REV on the PTU display will be highlighted for a brief moment. This occurs very quickly and may not be visible on some PTU's. (The FOR and REV signals are used to momentarily energize the Reverser solenoids when a directional change is requested.) 1. Move Selector Switch to NEUTRAL. Turn key switch and control power switch to On position. 2. Verify that Reverser either remains in or shifts to forward position (to the right). a. Verify the feedback signal: FORFB 3. Depress throttle. No contactors should pick up. Release throttle. 4. Move Selector Switch to FORWARD. FORIN 5. Verify that Reverser remains in forward position (to the right). a. Verify the feedback signal: FORFB 6. Depress throttle until AS contact is closed, and propulsion contactors MF, P1/(P2), GF, and GFR are picked up in this sequence. AS MF P1 (P2) GF GFR
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7. Verify feedback signals are present: MFFB P1FB (P2FB) GFFB GFRFB 8. Release throttle. Propulsion contactors should drop out. 9. Move Selector Switch to REVERSE. 10. Verify that Reverser shifts to reverse position (to the left). REVIN a. Verify the feedback signal: REVFB 11. Verify rear back-up lights and back-up horn are energized. 12. Depress throttle until AS contact is closed, and propulsion contactors MF, P1/(P2), GF, and GFR are picked up. AS MF P1 (P2) GF GFR 13. Verify feedback signals are present: MFFB P1FB (P2FB) GFFB GFRFB 14. Release throttle. All contactors should drop out and will no longer be highlighted on the PTU screen. 15. Move Selector Switch to NEUTRAL. 16. Verify that Reverser shifts to forward position (to the right) and back-up lights and horn are deenergized.
1.4 Propulsion Lockout Test (DDEC & MTU Engine Trucks Only) 1. Move Selector Switch to FORWARD, turn Control Power Switch to On, and depress throttle pedal until propulsion contactors MF, P1/(P2), GF, and GFR pick up. AS MF P1 (P2) GF GFR a. Verify feedback signals are present: MFFB P1FB (P2FB) GFFB GFRFB Detroit Diesel DDEC engine trucks: 2A. For 16 cylinder engines, jumper circuits 509M & 509S to ground, one at a time. For 20 cylinder engines (3 ECM's) jumper circuits 509M, 509R1 & 509R2 to ground. On DDEC III engines, jumper circuit 509 to ground. The propulsion contactors should drop out after approximately a 7 second time delay. MTU engine trucks: 2B. Jumper circuit 31MS to ground. The propulsion contactors should drop out after approximately a 7 second time delay. 3. Turn control power Off. Remove jumpers to restore wiring to its original condition.
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1.5 Retard Contactors Operation Check 1. Put Selector Switch in FORWARD and depress retard pedal. FORIN RS 2. Verify that the contactors pick up in the following sequence; RP1, RP2, MF, GF, and GFR then RP3, RP4, RP5 (and RP6, RP7, RP8, and RP9 if used). RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9 a. Verify the feedback signals: RP1 FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB RP6FB RP7FB RP8FB RP9FB 3. MF, GF, and GFR must pick up after RP1 and RP2 but timing is very close. If installed, the Dynamic Retard Light in the cab should illuminate. 4. Release retard pedal. Verify GF, GFR, and MF, RP3, RP4, RP5, (and RP6, RP7, RP8, and RP9 if used) drop out first, then after a one second delay RP1 and RP2 also drop out, and Dynamic Retard Light (if installed) turns Off.
1.6 Ground Fault Sensing Check 1. Place Selector Switch in FORWARD and depress throttle. 2. Propulsion contactors MF, P1/(P2), GF, and GFR should pick up. AS MF P1 (P2) GF GFR a. Verify feedback signals are present: MFFB P1FB (P2FB) GFFB GFRFB 3. Momentarily jumper from circuit 71 to terminal “A” on GFIP. GFAULT 4. All contactors should drop out immediately and remain open, and Electric System Fault light (in cab) should illuminate and remain On, even after circuit 71 to terminal “A” jumper is removed. Event code 01 should appear on two digit display. 5. An analog value indicating current flow to ground should appear on PTU screen under GFAULT. 6. Release throttle. Operate Override pushbutton on console to reset ground fault (Electric System Fault) light. Press reset button on two digit display to clear event code.
1.7 Ground Fault in Retard Operation Check 1. Put Selector Switch in FORWARD and depress retard pedal. FORIN RS a. Verify feedback signal is present: FORFB 2. Retard contactors RP1, RP2, MF, GF, and GFR, RP3-RP5, (and RP6-RP9 if used) should energize. RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9
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a. “RETARD” should be highlighted: RETARD 3. Momentarily jumper from circuit 71 to terminal “A” on GFIP. GFAULT 4. All contactors should remain energized. Event code 01 should appear on two digit display. Electric system fault light should come on. 5. Release retard pedal. 6. With jumper removed from circuit 71 to terminal “A”, operate Override pushbutton on console to reset electric system fault light. Press reset button on two digit display panel to clear event code.
1.8 Override Operation Check 1. Move selector switch to FORWARD, and depress throttle fully. FORIN AS a. Verify the feedback signal: FORFB 2. Propulsion contactors MF, P1/(P2), GF and GFR should pick up. MF P1 (P2) GF GFR a. Verify the feedback signals: MFFB P1FB (P2FB) GFFB GFRFB 3. Depress retard pedal. RS 4. Verify that propulsion contactors MF, P1/(P2), GF and GFR drop out and then retard contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used) pick up. MF, GF and GFR must pick up after RP1 and RP2 but timing is very close. RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9 a. Verify the feedback signals: RP1FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB RP6FB RP7FB RP8FB RP9FB 5. Operate Override Switch. DOS 6. Verify that retard contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used) drop out. Propulsion contactors P1/(P2) should pick back up when RP1 and RP2 drop out. MF, GF and GFR should then pick up. P1 (P2) MF GF GFR 7. Release Override Switch. The propulsion contactors drop out and retard contactors pick back up (as in step 4). 8. Release retard pedal and throttle pedal.
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1.9 Anti-Reversal Function (AR) Check • Disconnect wheel motor speed sensor wires 77, 77A, 714 & 714A in control cabinet. Jumper circuit 77 to 714. Jumper circuit 77A to 714A.
• Connect an oscillator to circuit 77 and 77A at control cabinet terminal board. Do not turn oscillator on. 1. Move Selector Switch to FORWARD. Depress throttle. FORIN AS a. Verify the feedback signal: FORFB 2. Propulsion contactors MF, P1/(P2), GF, and GFR should energize. MF P1 (P2) GF GFR a. Verify the feedback signals: MFFB P1FB (P2FB) GFFB GFRFB 3. Turn oscillator On and increase frequency until M1-SPD & M2-SPD reads 3 mph. 4. Move Selector Switch to REVERSE. 5. All contactors should drop out, Reverser should stay in forward position (to the right). 6. Release throttle and remove oscillator. Remove jumpers and reconnect speed sensor wires at terminal board. 7. Reverser should shift to REVERSE position (to the left). a. Verify the feedback signal: REVFB 8. Move selector switch to NEUTRAL.
1.10 Overspeed Retard Operation Check • Disconnect wheel motor speed sensor wires 77, 77A, 714 & 714A at control cabinet terminal board.
• Jumper circuit 77 to 714, jumper circuit 77A to 714A on terminal board. • Connect an oscillator to circuit 77 and 77A at terminal board. 1. Move Selector Switch to FORWARD, and depress throttle. FORIN AS a. Verify the feedback signal: FORFB 2. Propulsion contactors MF, P1/(P2), GF, and GFR should energize. MF P1 (P2) GF GFR a. Verify the feedback signals: MFFB P1FB (P2FB) GFFB GFRFB 3. Increase the oscillator frequency until OVRSPD DIGITAL OUTPUT changes from off to = on, which will indicate that overspeed condition has been obtained. OVRSPD
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4. Verify that propulsion contactors MF, P1/(P2), GF and GFR drop out and then retard contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used) pick up and the Dynamic Retard Light in the cab comes on. RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9 a. Verify the feedback signals: RP1FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB RP6FB RP7FB RP8FB RP9FB 5. Release throttle and reduce oscillator frequency to 0. Place selector switch in NEUTRAL. 6. Depress override pushbutton in console, and press reset button on display to clear overspeed event code. 7. Disconnect oscillator from circuits 77 and 77A and remove. Remove jumpers and reconnect speed sensor wires.
1.11 Hoist Interlock Operation Check 1. Put Selector Switch in FORWARD, and depress throttle. Propulsion contactors MF, P1/(P2), GF, and GFR should energize. FORIN AS MF P1 (P2) GF GFR a. Verify feedback signals are present: FORFB MFFB P1FB (P2FB) GFFB GFRFB 2. If truck body is raised or not installed, momentarily remove metal washer from Body Up Switch. If body is installed and in down position, momentarily open circuit 71F. DBUP 3. Propulsion contactors should drop out. 4. Operate Override Switch. DOS 5. Contactors should respond to throttle only when Override Switch is held. 6. Put Selector Switch in NEUTRAL and release throttle. Reconnect 71F or replace metal washer. 7. Put Selector Switch in REVERSE, and depress throttle. REVIN AS a. Verify the feedback signal: REVFB 8. Propulsion contactors should energize. MF P1 (P2) GF GFR a. Verify feedback signals are present: FORFB MFFB P1FB (P2FB) GFFB GFRFB 9. If truck body is raised or not installed, momentarily remove metal washer from Body Up Switch. If body is installed and in down position, momentarily open circuit 71F. DBUP
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10. Propulsion contactors should drop out. Operate override switch. DOS 11. Contactors should not pick back up. Release override switch. 12. Replace metal washer or reconnect 71F. The contactors should not energize. 13. Release throttle. Put Selector Switch in NEUTRAL, then to REVERSE. 14. Depress throttle pedal. The propulsion contactors should energize. 15. Move selector to NEUTRAL and release throttle.
1.12 Motor Blower Fault Light Operation Check 1. Place Selector Switch in FORWARD, and depress throttle. FORIN AS 2. Propulsion contactors should energize. MF P1 (P2) GF GFR a. Verify feedback signals are present: FORFB MFFB P1FB (P2FB) GFFB GFRFB 3. After 101 seconds (default time delay value), the Motor Blower Off Light should turn On, and event code 63 should appear on the two digit display. BLOWP BLOWFAULT 4. Put selector switch in NEUTRAL, depress override pushbutton and press reset button on two digit display to clear event code. NOTE: If Motor Blower Fault Light is not operational, refer to “Miscellaneous Component Test and Adjustment”, for switch adjustment procedure.
Return to Main Menu 1. This completes the sequence tests. 2. Move cursor to select “EXIT” on the menu and press [ENTER] key. 3. Select “EXIT” as necessary until returned to GE STATEX III PTU MAIN MENU. 4. Move cursor to select “EXIT” on this menu and press [ENTER] key. 5. At “QUIT PTU?” menu screen prompt , press [Y] key (or any key except [N]) to exit back to the GE OHV STATEX III MENU. NOTE: it is always necessary to exit back to this menu before turning off control power to avoid lock up of PTU computer screen. 6. Turn control power switch Off. 7. Turn key switch Off.
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2.0 DIGITAL INPUT/OUTPUT SIGNALS TEST - FL275 CARD PANEL • Connect PTU at control cabinet as described previously. • Turn PTU On and type “gemenu3e” (or “gemenu”, for version 14.00) at the C:> prompt. Press [ENTER].
2.1 Setup Manual Digital Input/Output Test on PTU 1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III MENU. Press [ENTER] key. 2. At “Enter your name:” type your name. Press [ENTER] key. 3. At “Enter your password:” type your password. Press [ENTER] key. 4. The GE STATEX III PTU MAIN MENU should appear on the screen. 5. Select “SPECIAL OPERATION WITH ENGINE STOPPED”. Press [ENTER] key. a. A screen will appear that states: “Selection of SPECIAL OPERATION will override truck driver controls until you exit to the PTU main menu. Continue?” b. With the cursor next to “Yes”, press [ENTER]. 6. The SPECIAL CONTROL ENGINE STOPPED TEST MENU should appear on the screen. 7. Select “MANUAL DIGITAL OUTPUT TEST”. Press [ENTER] key. 8. The MANUAL DIGITAL OUTPUT TEST SCREEN (Figure 3-9.) should appear on the PTU screen. This screen is divided into four sections: a. ENGINE PARA - the functions displayed are not active. b. ANALOG - the functions displayed are not active. c. DIGITAL INPUT - this section monitors 38 digital inputs. The status of the input functions will be shown by displaying the Name of the input as follows (unless otherwise noted): = true inverse display = input energized (28 volts) false regular display = input not energized (0 volts) d. DIGITAL OUTPUT - this section monitors 35 digital outputs. = on inverse display = output energized
FIGURE 3-9. MANUAL DIGITAL OUTPUT TEST SCREEN
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2.2 Digital Input Checks 1. The two digit diagnostic display panel should have a 00 event code to indicate that all previous event codes have been cleared. If not, press reset switch to clear codes. 2. For the digital inputs listed below, do the PROCEDURE TO ACTIVATE as specified, and verify that the display status of the digital input name on the MANUAL DIGITAL OUTPUT TEST SCREEN changes from false (regular display) to = true (inverse display), unless otherwise noted. Restore any switch settings and wiring changes to their original condition before moving on to check the next digital input. 3. All digital inputs have now been checked, except contactor feedback inputs, which will be checked with digital outputs in next section.
DI NAME
DESCRIPTION
PROCEDURE TO ACTIVATE
FUNCTION
FIRSTSRCH
FIRST SEARCH SW
Press Up Arrow Switch on Two Digit Display.
LASTSRCH
LAST SEARCH SW
Press Down Arrow Switch on Two Digit Display.
= true (inverse display) = switch depressed
2DDRESET
LOCAL RESET SW
Press Reset Switch on Two Digit Display.
= true (inverse display) = switch depressed
AS
ACCELSWITCH (Non-Fuel Saver Only)
Accelerator pedal applied.
= true (inverse display) = ACCEL request =28v input
Pedal released
false (regular display) = no ACCEL request =0v input
RS
RETARD SWITCH (Non-Fuel Saver Only)
Press retard pedal.
= true (inverse display) = retard request = 0v input
Pedal released
false (regular display) = no request = 28v input
DOS
DUMP OVERRIDE SWITCH
Press override switch.
= true (inverse display) = switch depressed
RSC
RETARD SPEED CONTROL SWITCH
Pull retard speed control switch to On position.
= true (inverse display) = switch depressed
DBUP
DUMP BODY UP SWITCH
Remove wire 71F.
= true (inverse display) = body up = 0v input Verify Body-Up light in cab illuminates.
Restore circuit 71F.
false (regular display) = body down = 28v input
Disconnect wire 73LS routed to the rear suspension pressure switches and insulate. Jumper from 71 to 73LS.
= true (inverse display) = loaded truck = 0v input
Remove 71 to 73LS jumper (Reconnect 73LS.)
false (regular display) = empty truck = 28v input
Move idle switch from low (turtle) position to high idle position.
= true (inverse display) = high idle = 0v input
Place switch in low position.
false (regular display) = low idle = 28v input
No signal (0v input)
= true (inverse display) = inhibit = 0v input
Jumper 73S to 710 to energize park brake failure relay coil. (Leave jumper connected to simulate Park Brake Not Applied)
false (regular display) = not inhibit = 28v input
Remove wire 73A from FDP term D.
= true (inverse display) = failed diode = 0v input Verify that electrical system fault light on instrument panel comes On with wire 73A removed.
Replace wire 73A.
false (regular display) = ok diode = 28v input
2SOS
IDLESW
2 SPEED OVERSPEED SYSTEM (LOAD WEIGHT SWITCH)
IDLE SWITCH (Non-Fuel Saver only)
ACCINH
ACCEL INHIBIT SIGNAL
FAILDIODE
FAILED DIODE PANEL SIGNAL
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= true (inverse display) = switch depressed
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DI NAME
SRVBRKPSW
DESCRIPTION
PROCEDURE TO ACTIVATE
SERVICE BRAKE PRESSURE SWITCH
FUNCTION
In control cabinet, jumper 28 volts from 712 to 44R to simulate service brake applied.
= true (inverrse display) = brake applied = 28v input
Remove jumper.
false (regular display) = brake released = 0v input
FORIN
SELECTOR SWITCH FORWARD SIGNAL
Move selector switch to FORWARD position.
= true (inverse display) = FORWARD selected
REVIN
SELECTOR SWITCH REVERSE SIGNAL
Move selector switch to REVERSE position.
= true (inverse display) = REVERSE selected
DSTORE
DATA STORE SWITCH
Press data store switch.
= true (inverse display) = switch closed = 28v input
Release switch.
false (regular display) = switch open = 0v input
BLOWP
BLOWER PRESSURE SWITCH
Remove 75A1 wire.
= true (inverse display) = ok pressure = 0v input
Re-attach wire 75A1.
false (regular display) = no pressure = 28v input
Turn park brake switch to ON.
= true (inverse display) = apply brake request = 0v input
Turn park brake switch to OFF.
false (regular display) = release brake request = 28v input
Key switch On.
= true (inverse display)
Key switch Off.
false (regular display)
Control power switch On.
= true (inverse display)
Control power switch Off.
false (regular display)
Jumper 419 to GND at the junction box.
= true (inverse display) = with jumper = 0v input Verify Engine Check light in cab Turns On.
Remove jumper.
false (regular display) = w/o jumper = 28v input
ENGINE SERVICE SIGNAL (MTU engine)
Jumper wire 419 to GND at junction box.
= true (inverse display) = with jumper = 0v input Verify Engine Check light in cab turns On.
Remove jumper.
false (regular display) = w/o jumper = 28v input
ENGINE SHUT DOWN SIGNAL (DDEC engine)
Jumper 509 to GND at junction box.
= true (inverse display) = with jumper = 0v input Verify Engine Shut Down light in cab turns On.
Remove jumper.
false (regular display) = w/o jumper = 28v input
ENGINE SHUT DOWN SIGNAL (MTU engine)
Jumper wire 31MS to GND at junction box.
= true (inverse display) = with jumper = 0v input Verify that Engine Shut Down light in cab turns On.
Remove jumper.
false (regular display) = w/o jumper = 28v input
PARKBRKSW
PARK BRAKE
KEYSW
KEY SWITCH
CPSFB
CONTROL POWERSWITCH ENGINE SERVICE SIGNAL
ENGSERV
ENGSDWN
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2.3 Digital Output Checks
• For each of the digital outputs listed in the following tables, perform the procedure as specified in steps 1 and 2, and verify the results on the MANUAL DIGITAL OUTPUT TEST SCREEN as noted in the following table. Be sure to restore any switch settings and wiring changes to their original condition before moving on to check the next digital output.
1. Set digital output driver On. a. Move cursor with the arrow keys to the output name (DO NAME) of the desired output. b. Press [ENTER] key to change status of selected output from off to on. c. The display status of the output name DO NAME on the MANUAL DIGITAL OUTPUT TEST SCREEN changes from off (regular display) to = on (inverse display) in a flashing mode. d. Output device will be energized, or take voltage reading to verify that output driver is turned on, as noted in the OUTPUT DEVICE CHECKOUT column. e. Status of related feedback input name DI NAME (if used) on the MANUAL DIGITAL OUTPUT TEST SCREEN changes from false (regular display) to = true (inverse display). 2. Set digital output driver Off. a. With cursor still on the same output name DO NAME press [ENTER] key again to change status of selected output from on to off. b. The display status of the output name DO NAME on the MANUAL DIGITAL OUTPUT TEST SCREEN changes from = on (inverse display) to off (regular display). c. Output device will be de-energized, or take voltage reading to verify that output driver is turned off as noted in the OUTPUT DEVICE CHECKOUT column. d. Status of related feedback input name DI NAME (if used) on the MANUAL DIGITAL OUTPUT TEST SCREEN changes from = true (inverse display) to false (regular display). e. Be sure to restore any metering or wiring changes to their original condition before moving on to check the next output. 3. After all digital outputs have been checked, move cursor to (select) “EXIT” on the menu and press [ENTER] key. 4. Repeat step 3. as required until returned to GE STATEX III PTU MENU.
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OUTPUT DEVICE CHECKOUT DO NAME
DESCRIPTION DEVICE STATE
PTU DISPLAY-DEVICE
PTU DISPLAY-FEEDBACK
*NOTE: P11, RP11, & RP22 are digital outputs (not physical devices) wired in parallel with outputs P1, RP1, & RP2 respectively. These outputs are only used if airless contactors are installed. If installed, test by activating both outputs (P1 and P11), (RP1 & RP11), (RP2 & RP22) at the same time and verifying the corresponding feedback signal. P1
*P11 P2 (GTA26 only) GF
GFR
MF
RP1
*RP11
RP2
*RP22
RP3
RP4
RP5 RP6 (optional) RP7 (optional) RP8 (optional) RP9 (optional)
P1 CONTACTOR P11 CONTACTOR OUTPUT P2 CONTACTOR
GF CONTACTOR
GFR CONTACTOR
MF CONTACTOR
RP1 CONTACTOR RP11 CONTACTOR OUTPUT RP2 CONTACTOR
RP22 CONTACTOR
RP3 CONTACTOR
RP4 CONTACTOR
RP5 CONTACTOR
RP6 CONTACTOR
RP7 CONTACTOR
RP8 CONTACTOR
RP9 CONTACTOR
FOR
FORWARD COIL ON REVERSER
REV
REVERSE COIL ON REVERSER
P1 energized
P1 = on
P1FB = true
P1 de-energized
P1 off
P1FB false
P11 energized
P11 = on
P1FB = true
P11 de-energized
P11 off
P1FB false
P2 energized
P2 = on
P2FB = true
P2 de-energized
P2 off
P1FB false
GF energized
GF = on
GFFB = true
GF de-energized
GF off
GFFB false
GFR energized
GFR = on
GFRFB = true
GFR de-energized
GFR off
GFRFB false
MF energized
MF = on
MFFB = true
MF de-energized
MF off
MFFB false
RP1 energized
RP1 = on
RP1FB = true
RP1 de-energized
RP1 off
RP1FB false
RP11 energized
RP11 = on
RP1FB = true
RP11 de-energized
RP11 off
RP1FB false
RP2 energized
RP2 = on
RP2FB = true
RP2 de-energized
RP2 off
RP FB false
RP22 energized
RP22 = on
RP2FB = true
RP22 de-energized
RP22 off
RP2FB false
RP3 energized
RP3 = on
RP3FB = true
RP3 de-energized
RP3 off
RP3FB false
RP4 energized
RP4 = on
RP4FB = true
RP4 de-energized
RP4 off
RP4FB false
RP5 energized
RP5 = on
RP5FB = true
RP5 de-energized
RP5 off
RP5FB false
RP6 energized
RP6 = on
RP6FB = true
RP6 de-energized
RP6 off
RP6FB false
RP7 energized
RP7 = on
RP7FB = true
RP7 de-energized
RP7 off
RP7FB false
RP8 energized
RP8 = on
RP8FB = true
RP8 de-energized
RP8 off
RP8FB false
RP9 energized
RP9 = on
RP9FB = true
RP9 de-energized
RP9 off
RP9FB false
FORWARD coil energized
FOR = on
FORFB = true
FORWARD coil de-energized
FOR off
FORFB false
REVERSE coil energized
REV = on
REVFB = true
REVERSE coil de-energized
REV off
REVFB false
NOTE: After checking REV operation, silence backup horn by turning on output FOR momentarily to move reverser back to forward position.
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OUTPUT DEVICE CHECKOUT DO NAME
DESCRIPTION DEVICE STATE
VERIFICATION
AFSE
ALTERNATOR FIELD STATIC EXCITER
Output AFSE = on
Measure 28v from AFSE terminal +25v (wire 711A) to GND.
Output AFSE off
Measure 0v from AFSE terminal +25v (wire 711A) to GND.
MFSE
MOTOR FIELD STATIC EXCITER
Output MFSE = on
Measure 28v from MFSE terminal +25v (wire 711B) to GND.
Output MFSE off
Measure 0v from MFSE terminal +25v (wire 711B) to GND.
ENGSRV_LT
ENGINE SERVICE LIGHT IN CAB
Do not check, output driver not used.
ENGSDN_LT
ENGINE SHUTDOWN LIGHT IN CAB
Do not check, output driver not used.
TS
THROTTLE SOLENOID (Non-Fuel Saver only)
LIS
RETARD
LOW IDLE SOLENOID (Non-Fuel Saver only)
RETARD DASH LIGHT
Output TS = on (Relay energized)
Measure 0v from 76MM to 710.
Output TS off (Relay de-energized)
Measure 28v from 76MM to 710.
Output LIS = on (Relay energized)
Measure 0v from 76L to 710.
Output LIS off (Relay de-energized)
Measure 28v from 76L to 710.
Output RETARD = on (RLR Relay energized)
Retard dash light on.
Output RETARD off (RLR Relay de-energized)
Retard dash light off.
Output OVRSPD = on
Measure approx. 3 Ohms at 73V to 710.
OVRSPD
OVERSPEED LIGHT
Output CPRL = on (Relay energized)
Measure infinite Ohms at 73V to 710.
CPRL
CONTROL POWER RELAY LATCH
Output CPRL = on (Relay energized)
CPRL light is on.
NOTE: Verify System Fault Light is not On, prior to checking next output. FDIODE_LT
SYSFAULT
GNDFAULT
BLOWFAULT
PRKBRKOFF
FAILED DIODE LIGHT
SYSTEM FAULT LIGHT GROUND FAULT LIGHT
BLOWER FAULT LIGHT
PARK BRAKE SOLENOID
SPEEDEVNT
SPEED EVENT
MOTOR TEMP
MOTOR OVERTEMP LIGHT (Optional)
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Output FAILDIODE = on
Elect. System Fault Light on.
Output FAILDIODE off
Elect. System Fault Light on.
Output SYSFAULT = on
Elect. System Fault Light on.
Output SYSFAULT off
Elect. System Fault Light on.
Output GNDFAULT = on
Elect. System Fault Light on.
Output GNDFAULT off
Elect. System Fault Light on.
Output BLOWFAULT = on
Motor Blower Fault Light on.
Output BLOWFAULT off
Motor Blower Fault Light off.
Output PRKBRKOFF = on (Park Brake Solenoid energized)
Measure 28v from 71 to 52CS. Park Brake is off.
Output PRKBRKOFF off (Park Brake Solenoid de-energized)
Measure 0v from 71 to 52CS. Park Brake is on.
Do not check, output driver not used. Output MOTOR_TEMP = on
Motor Overtemp Light on.
Output MOTOR_TEMP off
Motor Overtemp Light off.
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3.0 ANALOG INPUT SIGNALS TEST - FL275 CARD PANEL The PTU will be used to test analog inputs to the FL275 panel analog I/O Card, to verify proper truck wiring, control panel wiring and component operation.
• Connect PTU at control cabinet as described previously. • Turn PTU On and type “gemenu3e” (or “gemenu”) at the DOS “C:>” prompt. Press [ENTER].
3.1 Setup Analog Input Monitor Screen on PTU 1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III MENU. Press [ENTER] key. 2. At “Enter your name:” type your name. Press [ENTER] key. 3. At “Enter your password:” type your password. Press [ENTER] key. 4. The GE STATEX III PTU MAIN MENU should appear on the screen. 5. Move cursor to select “NORMAL OPERATION”. Press [ENTER] key. a. A screen will appear that states: “Selection of NORMAL OPERATION gives truck control to the driver. Continue?” b. With the cursor next to “Yes”, press [ENTER]. 6. The NORMAL OPERATION MENU should appear on the screen. 7. Move cursor to select “MONITOR ANALOG INPUT CHANNELS”. Press [ENTER] key. 8. The MONITOR ANALOG INPUT CHANNELS screen, Figure 3-10. should appear.
FIGURE 3-10. MONITOR ANALOG INPUT CHANNELS SCREEN
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3.2 Analog Input Checks
• The two digit diagnostic display panel should have a 00 event code to indicate that all previous event codes have been cleared. If not, press reset button to clear codes.
• For each of the analog inputs listed, perform the test procedure specified, and verify the results on the MONITOR ANALOG INPUT CHANNELS screen. Be sure to restore any switch settings and wiring changes to their original condition before moving on to check the next analog input. Reset as required to clear event data after each test.
1. GROUND FAULT CHECK: . . . . . . . . . . . . . . . . . . . ground fault = 0.0 ma (Screen value ma = 48.1 x analog card input volts).
a. Jumper 24 vdc, circuit 71 to GFIP terminal “A” to simulate a “Low Ground” fault. Read approximately 135 ma on PTU screen. Event code 01 should appear on the 2 digit display. The Electrical System Fault light should turn on. b. Remove jumper attached to GFIP terminal “A”. PTU screen should read approximately 0 ma. c. Press Override switch and reset button on 2 digit display to clear event code to 00. d. Jumper 24 vdc, circuit 71 to GFIP terminal “D” to simulate a “High Ground” fault. Read approximately 535 ma on PTU screen. Event code 02 should appear on the 2 digit display. The Electrical System Fault light should turn on. e. Remove jumper attached to GFIP terminal “D”. PTU screen should read approximately 0 ma. f. Press Override switch and reset button on 2 digit display to clear event code to 00. g. To check GFIP, disconnect circuit 79H at terminal “A”. Attach an ohmmeter to terminals “A” and “E”. Read 100K ±1K ohms. h. Reinstall wire 79H at terminal “A”. i. To check GRR panel, remove protective grille and disconnect the following wires routed to the control cabinet: 7J1 from terminal “C” and wire 79H from terminal “B”. j. Use an ohmmeter to measure the following values. Terminal “A” to “B”: 200 ±20 ohms. Terminal “B” to “C”: 800 ±80 ohms. Terminal “A” to “C”: 1000 ±100 ohms. k. Reinstall 7J1 and 79H wires removed in step i. Install GRR protective grill.
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2. MOTOR 1 ARMATURE CURRENT - ISOA3 : . . . . . . motor 1 amps = 0.0 (Screen value amps = 1000 x input voltage).
a. Test zero offset on isolation amplifier. Place a digital voltmeter between terminals “D” (+) and “F” (-) on ISOA3. With control power On and no other signal applied, meter should read: Less than 30 millivolts. b. Remove wire from input terminal “B” on ISOA3. Connect test jumpers from “G” (+15 volt) to “A”, and from “C” to “F” on ISOA3 and measure the following: Read +1.00 ±.05 volts from “D” to “F”. PTU should read +1000 ±50 amps. c. Remove jumper from terminal “G”. d. Connect test jumper from “E” (-15 volt) to “A”. Read -1.00 ±.05 volts from “D” to “F”. PTU should read -1000 ±50 amps. e. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
3. MOTOR 2 ARMATURE CURRENT - ISOA4 : . . . . . . motor 2 amps = 0.0 a. Repeat same test procedure used on motor 1 amps, except substitute ISOA4 instead of ISOA3.
4. MOTOR FIELD CURRENT - ISOA5:. . . . . . . . . . motor field amps = 0.0 (Screen value amps = 400 x input voltage).
a. Test zero offset on isolation amplifier ISOA5, using same procedure as on motor 1 amps. b. Remove wire from input terminal “B” on ISOA5. Connect test jumpers from “G” (+15 volt) to “A”, and from “C” to “F” on ISOA5 and measure the following: Read +1.00 ±.05 volts from D to F. PTU should read +400 ±20 amps. c. Remove jumper from terminal “G”. d. Connect test jumpers from “E” (-15 volt) to “A”. Read -1.00 ±.05 volts from “D” to “F”. PTU should read -400 ±20 amps. e. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
5. ALTERNATOR FIELD CURRENT - ISOA8 : . . . . . . . .alt field amps = 0.0 a. Repeat same test procedure used on motor field amps, except substitute ISOA8 instead of ISOA5.
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6. RETARD SPEED POT SETTING: . . . . . . . . . . . . . ret spd pot set = 0.0v a. Close Retard Speed Control Switch in cab. b. Vary Retard Speed Control adjustment from minimum to maximum. Read 0.0 volts at minimum to +19 ±0.50 volts at maximum on PTU screen for non-Fuel Saver truck. Read 0.0 volts at minimum to +10 ±0.50 volts at maximum on PTU screen for Fuel Saver truck.
7. RETARD PEDAL : . . . . . . . . . . . . . . . . . . . . . . . . ret pedal = 0.0% = 0.0v Note: Retard pedal , “%” value may vary with each truck. This value is entered into the truck configuration file when the “Fuel Saver ” system is installed and is used to scale the pedal OFF signal when the pedal is released and maximum retard request when fully depressed. Fuel Saver equipped trucks: a. With retard pedal released: Read approximately 0.0 volts on PTU screen. b. Depress retard pedal fully. Read approximately 10.0 volts on PTU screen. Non-Fuel Saver trucks: a. With retard pedal released: Read approximately 0.0 volts on PTU screen. b. Depress retard pedal fully. Read approximately 15.5 volts on PTU screen.
8. ACCELERATOR PEDAL: . . . . . . . . . . . . . . . . . . acc pedal = 0.0% = 0.0v Note: Accelerator pedal , “%” value may vary with each truck. This value is entered into the truck configuration file when the “Fuel Saver ” system is installed and is used to scale the pedal OFF signal when the pedal is released and maximum power request when fully depressed. Fuel Saver equipped trucks: a. With accelerator pedal released: Read approximately 0.0 volts on PTU screen. b. Depress accelerator pedal fully. Read approximately 10.0 volts on PTU screen. Non-Fuel Saver trucks: Refer to “Throttle System Check and Adjustment”.
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9. ALT. TERTIARY OVERCURRENT - ISOA6 : alt tert current = 0.0 ac amps (Screen value AC amps = 275 x DC input voltage). NOTE: Prior to testing, the PTU screen will display erroneous data.
a. Test zero offset on isolation amplifier. Place a digital voltmeter between terminals “D” (+) and “F” (-) on ISOA6. With control power On and no other signal applied, meter should read: Less than 30 millivolts. b. Remove wire from input terminal “B” on ISOA6. Connect test jumpers from “G” (+15 volt) to “A”, and from “C” to “F” on ISOA6 and measure the following: Read +1.00 ±.05 volts from “D” to “F”. PTU should read +275 ±20 amps. c. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
10. MOTOR TERTIARY OVERCURRENT - ISOA7: mf tert current = 0.0 ac amps a. Repeat same test procedure used on alternator tertiary current, except substitute ISOA7 instead of ISOA6.
11. ALTERNATOR OUTPUT VOLTS - VMM1: . . . . . . alt output volts = 0.0 (Screen value volts = 200 x analog input volts). a. Verify that circuit 74C is disconnected at GFR. b. Disconnect the wires from terminals “A” and “C” on VMM1. c. Connect digital voltmeter between VMM1 output terminals “D” (+) and “F” (-). With no other signal applied: Meter should read less than ±.010 volts. d. Jumper circuit 71 (battery +) to VMM1 input terminal “A”. Jumper circuit 710 (ground) to terminal “C”. Attach second digital voltmeter to VMM1 terminal “A” (+) and “C” (-) to measure actual voltage applied. e. With control power On and battery voltage applied at terminals “A” and “C”, read the following at the output voltmeter attached to terminals “D” (+) and “F”(-): Output voltage = Input voltage ÷ 200 (±.025) PTU screen should read approximate input voltage. Example: If input voltage is 25.25 vdc, output should read .126 ±.025 vdc. PTU display should read approximately 25 vdc.
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f. Reverse polarity of input. Jumper circuit 71 to terminal “C” and jumper circuit 710 to terminal “A” at VMM1. Verify negative value of output voltage measured in step e. and negative value on PTU screen. g. Remove jumpers and voltmeters. Restore all disconnected wiring.
12. MOTOR M2 ARMATURE VOLTS - VMM2: . . . . . . . motor 2 volts = 0.0 a. Repeat same test procedure used on alt output volts, except substitute VMM2 instead of VMM1.
13. ALTERNATOR FIELD VOLTAGE - VDR3: . . . . . . . . alt field volts = 0.0 (Screen value volts = 10.6 x input volts).
a. Disconnect wires from VDR3 terminal “E” and “D”. b. Connect a 1.5 volt battery (i.e. flashlight battery) to wire removed from “E” (-) and to VDR3 terminal “D” (+). c. Measure actual voltage of battery used in above step. PTU screen should read actual test battery voltage x 10.6 Example: If test battery voltage measures 1.550 volts, PTU screen should read 16.43 volts. d. Remove test battery. Screen should read 0 volts. e. Reconnect wires removed in step a.
14. MOTOR 1 TEMPERATURE . . . . . . . . . motor 1 temp = 0.000 V; 0.0° C NOTE: Motor Temperature monitoring system is optional. a. Disconnect motor 1 temperature sensor wires 722C and 722A routed to wheel motor from terminal board in control cabinet. b. Connect a 100 ohm resistor to terminal board in place of wires removed in previous step to simulate 0°C temperature signal into analog input card. Screen value on PTU should read 1.96 ±.04 volts and 0.0° C. c. Replace 100 ohm resistor with a 181 ohm resistor. (210°C) Screen value on PTU should read 3.55 ±.07 volts and 210° C. d. Remove resistor and replace sensor wires at terminal board.
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15. MOTOR 2 TEMPERATURE . . . . . . . . . . motor 2 temp = 0.000 V; 0.0° C a. Disconnect motor 2 temperature sensor wires 722F and 722H routed to wheel motor from terminal board in control cabinet. b. Connect a 100 ohm resistor to terminal board in place of wires removed in previous step to simulate 0° C temperature signal into analog input card. Screen value on PTU should read 1.96 ±.04 volts and 0.0° C. c. Replace 100 ohm resistor with a 181 ohm resistor. (210° C) Screen value on PTU should read 3.55 ±.07 volts and 210° C.. d. Remove resistor and replace sensor wires at terminal board.
NOTE: Sensors for functions 16 through 19 are not installed on all trucks. To verify installation, select the proper truck configuration file, then select “View OEM Options” from the TRUCK SETUP CONFIGURATION MINE MENU screen.
16. COOLANT TEMPERATURE . . . . . . . .eng coolant temp = 0.00 V; 0.0C a. Connect a 1.5 volt battery to circuit 31CT (+) and circuit 0CT (-) at control cabinet terminal board. Screen value on PTU should read +1.5 volts; 0°C. b. Remove battery from terminal board.
17. COOLANT PRESSURE. . . . . . . . . . eng coolant pres = 0.00 V; 0.0 PSI a. Connect a 1.5 volt battery to circuit 31ECP (+) and circuit 0ECP (-) at control cabinet terminal board. Screen value on PTU should read +1.5 volts; 25 psi. b. Remove battery from terminal board.
18. CRANKCASE PRESSURE . . . . . . . .eng crankc pres = 0.00 V; 0.0 PSI a. Connect a 1.5 volt battery to circuit 31CKP (+) and circuit 0CKP (-) at control cabinet terminal board. Screen value on PTU should read +1.5 volts; 8 psi. b. Remove battery from terminal board.
19. OIL PRESSURE. . . . . . . . . . . . . . . . .eng oil pressure = 0.00 V; 0.0 PSI a. Connect a 1.5 volt battery to circuit 310P (+) and circuit 0OP (-) at control cabinet terminal board. Screen value on PTU should read +1.5 volts; 25 psi. b. Remove battery from terminal board.
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20. +15 VOLT SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . .15 v positive = 0.0 Screen should read +15.0 ±0.3 volts.
21. -15 VOLT SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . 15 v negative = 0.0 Screen should read -15.0 ±0.3 volts.
22. BATTERY VOLTAGE . . . . . . . . . . . . . . . . . . . . . . .battery voltage = 0.0 Screen should be approximately +28.0 volts, dependent on battery condition.
23. POT REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . pot reference = 0.0 Screen should be +19.0 ±0.5 volts for non-Fuel Saver truck. Screen should be +10 ±0.5 volts for Fuel Saver truck.
24. AFSE TEMPERATURE. . . . . . . . . . . . . . . . . afse temp = 0.000 v; 0.0 C a. Disconnect AFSE temperature sensor wires at terminal board TB-1 located on the face of the AFSE; 72TA at terminal “D” and 0TA at “B”. b. Connect a 100K ohm resistor accross wires removed in step a. Screen value on PTU should read approximately 9.0 volts and 25°C. c. Remove resistor installed above and reconnect sensor wires at TB-1.
25. MFSE TEMPERATURE . . . . . . . . . . . . . . . .mfse temp = 0.000 v; 0.0 C a. Disconnect MFSE temperature sensor wires at terminal board TB-1 located on the face of the MFSE; 72TM at terminal “F” and 0TM at “E”. b. Connect a 100K ohm resistor across wires removed in step a. Screen value on PTU should read approximately 9.0 volts and 25°C. c. Remove resistor installed above and reconnect sensor wires at TB-1.
26. ALTERNATOR INTAKE TEMPERATUREalt intake temp = 0.000 v; 0.0 C a. Disconnect ambient air temperature sensor wires 72AM and 0AMB at terminal board located in electrical cabinet. b. Connect a 100K ohm resistor across terminals where wires were removed in step a. Screen value on PTU should read approximately 9.0 volts and 25°C. c. Remove resistor installed above and reconnect sensor wires.
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3.3 Frequency Input Checks • For each of the frequency inputs listed below, perform the test procedure specified, and verify the results on the MONITOR ANALOG INPUT CHANNELS screen as noted. Be sure to restore any switch settings and wiring changes to their original condition before moving on to check the next frequency input.
1. ENGINE SPEED . . . . . . . . . . . . . . . . . . . . . . . . .engine speed = 0.0 rpm (Screen value rpm = 1.2 x input frequency) a. Connect an oscillator to circuits 74X and 74Z at control cabinet terminal board. Increase oscillator frequency until PTU reads 1900 ±10 rpm. Verify tachometer in the cab reads 1900 ±10 rpm. b. If necessary, adjust tachometer calibration pot (located under plug on rear of tach). c. Remove oscillator.
2. ENGINE COMMAND . . . . . . . . . . . . . . . . . . engine command = 0.0 rpm • Applicable to “Fuel Saver” equipped trucks only. The value displayed is the engine RPM command controlled by the FL275 panel based on various truck operating condition inputs. (Input cannot be tested.)
3. MOTOR 1 SPEED . . . . . . . . . . . . . . . . . . . . . . Motor 1: 0.0 rpm; 0.0 mph (Screen value rpm = 1.0 x input frequency; 787, or 788 motors) (Screen value rpm = 2.0 x input frequency; 772, 776 or 791 motors) (Screen value mph = screen value rpm x conversion factor mph/rpm)
a. Connect an oscillator to circuits 77 and 77A at control cabinet terminal board. b. Increase the oscillator frequency to obtain 3 MPH (5 KPH) value on the PTU screen. Verify the cab speedometer reads 3 MPH (5 KPH) c. Increase oscillator to obtain 25 MPH (40 KPH) value on the PTU screen. Verify cab speedometer reads 25 ±2 MPH (40 ±3 KPH) d. If necessary, adjust speedometer calibration pot (located under plug at rear of speedometer). e. Remove oscillator.
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4. MOTOR 2 SPEED . . . . . . . . . . . . . . . . . . . . . . Motor 2: 0.0 rpm; 0.0 mph a. Connect oscillator to circuits 714 and 714A at control cabinet terminal board. Repeat same test procedure for Motor 2 as used for Motor 1.
5. CONVERSION FACTOR - RPM TO MPH. . . . . . . . rpm x 0.00000 = mph • Value displayed 0.00000 is conversion factor to convert from wheelmotor rpm to mph. Compare value displayed with value given in MAXIMUM TRUCK SPEED CHART. (Refer to “Miscellaneous Charts; Maximum Allowable Truck Speeds.”)
Return to Main Menu 1. This completes Analog and Frequency Input Checks. 2. Move cursor to select “EXIT” on the menu and press [ENTER] key. 3. Select “EXIT” as necessary until returned to GE STATEX III PTU MAIN MENU. 4. Move cursor to select “EXIT” on this menu and press [ENTER] key. 5. At “QUIT PTU?” menu screen prompt , press [Y] key (or any key except [N]) to exit back to the GE OHV STATEX III MENU. 6. Turn control power switch Off. 7. Turn key switch Off.
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4.0 SPEED EVENT CHECKS Preparation & Setup • Always disconnect 74C at GFR for static testings. Failure to do so may result in damage to battery boost SCR and/or dead batteries.
• If the truck is equipped with the Two Speed Overspeed, remove and insulate circuit wire 73LS going to the control cabinet junction box. There should be one circuit wire 73LS from the terminal block to the FL275 card panel.
If the 73LS circuit wire going to the control cabinet junction box hasn't been removed and insulated, damage may result to the Rear Suspension Pressure Switches.
• Wheelmotor Speed Sensors:a. Disconnect external 714 wire and external 77 wire at control cabinet terminal board.b. Jumper from 77 to 714 and jumper from 77A to 714A. c. Connect an oscillator to 714 and 714A.
• All checks are to be made with control power On and the selector switch in FORWARD. • Obtain speed event setting information and extended range retarding pickup speeds from the truck configuration file and use the Retard State Logic screen as instructed below:
Setup PTU 1. With the GE OHV STATEX III MENU on the screen, select TRUCK SETUP (CFG). 2. At the TRUCK SETUP CONFIGURATION MINE MENU screen, select the proper truck configuration file. 3. From the TRUCK SETUP CONFIGURATION MINE MENU screen, select “6) Change/view Overpeeds.” 4. Record the values shown on the OVERPEEDS ENTRY SCREEN. 5. Exit back to the TRUCK SETUP CONFIGURATION MINE MENU and select “1) View truck configuration screen; data curves screen”. 6. Record the values for “EXT RANGE PICK_UPS” listed on the second screen that appears. 7. Exit back to the GE OHV STATEX III MENU and select “PTU TALK TO TRUCK”. 8. After logging on, select “NORMAL OPERATION” from the GE STATEX III PTU MAIN MENU. 9. From the NORMAL OPERATION menu, select “RETARD STATE LOGIC”. Information will be read from this screen for the following procedures.
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4.1 Single Speed Overspeed Truck - Overspeed Settings Check 1. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator frequency from minimum until the retard contactors RP1 and RP2 pick up in overspeed. 2. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the truck configuration file OVERSPEEDS ENTRY SCREEN. 3. Lower the oscillator frequency and verify that retard contactors RP1 and RP2 drop out at the specified dropout frequency as recorded from the OVERSPEEDS ENTRY SCREEN.
4.2 Two Speed Overspeed Truck (Empty Truck) - Overspeed Settings Check 1. Jumper 71 to 73LS in control cabinet to simulate an empty truck. 2. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator frequency from minimum until the retard contactors RP1 and RP2 pick up in overspeed. 3. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the truck configuration file OVERSPEEDS ENTRY SCREEN. 4. Lower the oscillator frequency and verify that retard contactors RP1 and RP2 drop out at the specified dropout frequency as recorded from the OVERSPEEDS ENTRY SCREEN.
4.3 Two Speed Overspeed Truck (Loaded Truck) - Overspeed Settings Check 1. Remove jumper 71 to 73LS to simulate a Loaded Truck. 2. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator frequency from minimum until the retard contactors RP1 and RP2 pick up in overspeed. 3. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the truck configuration file OVERSPEEDS ENTRY SCREEN. 4. Lower the oscillator frequency and verify that retard contactors RP1 and RP2 drop out at the specified dropout frequency as recorded from the OVERSPEEDS ENTRY SCREEN.
4.4 Other Speed Events Checks NOTE: 3 Step or 7 Step Extended Range Retarding Contactors (RP3-RP5, and RP6-RP9 if used) should all be picked up at low frequencies, then drop out one by one when frequency is increased to their specified DROPOUT point. They should then pick up one by one as frequency is decreased to their specified PICKUP point.
1. With the selector switch in FORWARD position, depress retard pedal. 2. While observing the RETARD STATE LOGIC SCREEN, verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the TRUCK CONFIGURATIONS DATA CURVES SCREEN. 3. Turn the oscillator frequency to minimum. Verify that the RP contactors drop out in the sequence listed, as the oscillator frequency is slowly increased. a. 3 Step Extended Range Retarding - RP5, RP4, and RP3 contactors. b. 7 Step Extended Range Retarding - RP9, RP8, RP7, RP6, RP5, RP4, and RP3 contactors.
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4. Turn the oscillator frequency to maximum. Verify that the RP contactors pick up in the sequence listed, as the oscillator frequency is slowly decreased. a. 3 Step Extended Range Retarding - RP3, RP4, and RP5 contactors. b. 7 Step Extended Range Retarding - RP3, RP4, RP5, RP6, RP7, RP8, and RP9 contactors. 5. Release retard pedal and place selector switch in NEUTRAL position. 6. Disconnect oscillator from 714, 714A wires. 7. Remove jumpers from 77, 77A, 714, and 714A. 8. Reconnect external 77 and 714 wires. 9. Reconnect circuit 73LS if truck has two speed overpseed.
Return to Main Menu 1. This completes the speed event checks. Be certain all wiring has been restored to original condition. 2. Leave the PTU RETARD STATE LOGIC SCREEN screen by moving cursor to select “Exit” on the menu and press [ENTER] key. 3. Select “EXIT” as necessary until returned to GE STATEX III PTU MAIN MENU. 4. Move cursor to select “Exit” on the menu and press [ENTER] key. 5. At “QUIT PTU?” menu screen prompt , press [Y] key (or any key except [N]) to exit back to the GE OHV STATEX III MENU. 6. Turn control power Off.
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5.0 RETARD SPEED CONTROL SYSTEM CHECK Preparation and Setup • Disconnect external 77 and 714 wires (routed to the wheel motors) from control cabinet terminal board.
• Jumper 77 to 714, and jumper 77A to 714A. • Connect an oscillator to circuits 77 and 77A. • If truck is equipped with Two Speed Overspeed, remove and insulate wire 73LS routed to the rear suspension pressure switches. Install a jumper between circuit 71 and 73LS on the control cabinet terminal block to simulate an Empty Truck.
Setup PTU 1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III PTU MAIN MENU. Press [ENTER] key. 2. At “Enter your name:” type your name. Press [ENTER] key. 3. At “Enter your password:” type your password. Press [ENTER] key. 4. The GE STATEX III PTU MAIN MENU should appear on the screen. 5. Move cursor to select “NORMAL OPERATION”. Press [ENTER] key. a. A screen will appear that states: “Selection of NORMAL OPERATION gives truck control to the driver. Continue?” b. With the cursor next to “Yes”, press [ENTER]. 6. The NORMAL OPERATION MENU should appear on the screen. 7. Move cursor to select “RETARD STATE LOGIC”. Press [ENTER] key. 8. The RETARD STATE LOGIC SCREEN screen should appear. Information on this screen will be observed for the following tests.
5.1 Overspeed Pickup and Dropout Check 1. With control power On, place selector switch to FORWARD position, and place retard speed control switch to Off position. 2. Increase oscillator frequency until Overspeed Pickup point is reached (RP1 and RP2 retard contactors pick up and PTU SYSTEM STATE = changes to RETARD). Record MPH observed on digital speedometer or PTU screen. Verify that this reading agrees with empty overspeed detect mph setting recorded during Speed Event Checks from the OVERPSPEEDS ENTRY SCREEN. 3. Lower the frequency until the retard contactors drop out. Verify this point is approximately 3 MPH below the Overspeed Pickup point and agrees with empty overspeed dropout mph setting. Turn off oscillator, without disturbing frequency setting.
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5.2 Retard Pot Maximum Setting Check 1. Set the retard speed control potentiometer (in cab) to maximum and turn the retard speed control switch to the On position. Note the retard speed control light turns On. 2. Turn on oscillator, and the retard contactors should pick up. If not, increase frequency slightly until the contactors pick up. Verify that the frequency and MPH observed agree with the empty maximum retard pot mph speed setting. Turn off oscillator without disturbing frequency setting and the retard contactors should drop out.
5.3 Retard Pot Minimum Setting Check 1. Set the retard speed control potentiometer to minimum and turn on oscillator. Retard contactors should pick up. 2. Decrease oscillator frequency slowly until the retard contactors drop out. Verify this occurs at approximately 3 MPH. Turn off oscillator. 3. Turn on oscillator and increase frequency until retard contactors pick up. This should occur at a speed just slightly above the drop out frequency noted in step 2. Turn off oscillator. Contactors should drop out.
5.4 Accelerator Pedal Override of Retard Speed Control 1. Set the retard speed control switch to Off position and the retard speed control potentiometer to mid range. 2. Place selector switch in FORWARD and depress throttle pedal. The propulsion contactors should engage. Release throttle pedal. 3. Turn the retard speed control switch to On position. Turn oscillator On and increase frequency until retard contactors pick up. 4. Depress throttle pedal. The throttle pedal should override; the retard contactors should drop out and the propulsion contactors should energize. 5. Release throttle pedal, place selector switch in NEUTRAL and turn retard speed control off. 6. Turn off and disconnect oscillator.
Return to Main Menu 1. This completes the checkout of the retard speed control system. 2. Leave the PTU RETARD STATE LOGIC SCREEN screen by moving cursor to select “EXIT” on the menu and press [ENTER] key. 3. Select “EXIT” as necessary until returned to GE STATEX III PTU MAIN MENU. 4. Move cursor to select “Exit” on the menu and press [ENTER] key. 5. At “QUIT PTU?” menu screen prompt , press [Y] key (or any key except [N]) to exit back to the GE OHV STATEX III MENU. NOTE: it is always necessary to exit back to this menu before turning off control power to avoid lock up of PTU computer screen. 6. Turn control power Off, remove jumpers and restore all wiring back to the original condition.
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Statex III Electrical Checkout Procedure
11/04 E03012
6.0 LOAD TEST USING TRUCK RETARD GRIDS NOTE: DO NOT RUN OPEN CIRCUIT TEST. NOTE: The single ended grid used on the 772 wheel drive system will be operating at 100% capacity when loaded with a 1200 HP engine. The grid should be monitored closely on extended horsepower tests to avoid overheating.
Setup and Preparation Engines equipped with Rockford Clutch only:
• Disconnect the fan clutch solenoid to fully engage fan. All trucks:
• Connect swing shunts to load test position: a. Top shunt swings to upper position, bottom shunt swings to bottom position. b. For 830E or 685E trucks, left shunt swings to left position, right shunt swings to right position.
If load test must be run any longer than to just read horsepower, the motor field leads must be disconnected to prevent overheating of the motor fields. Follow disable procedure below:
To disable the motor field:
• Disconnect circuit 716E at “-1” terminal on the GFM on the MFSE. • Disconnect circuit 716F at “+2” terminal on the GFM on the MFSE.
PTU Setup • Select the AUTOMATIC LOAD BOX TEST screen as follows: a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK”, press [ENTER]. b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER]. c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “NORMAL OPERATION” and press [ENTER]. d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck control to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER]. e. The NORMAL OPERATION MENU will appear. Select “AUTOMATIC LOAD BOX TEST” and press [ENTER].
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Statex III Electrical Checkout Procedure
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6.1 Load Test 1. Monitor horsepower output using the PTU AUTOMATIC LOAD BOX TEST SCREEN. 2. Put selector switch in FORWARD and depress throttle to load engine. 3. With the engine at full RPM, record the following from the PTU screen: NOTE: All information on the screen can be conveniently recorded by selecting “GET1” with the cursor, pressing [ENTER], and then pressing [F2] to save the information to a file. Engine RPM Alternator volts Motor 1 amps Load box efficiency (“LB EFFICIENCY”) Net HP to alternator 4. After recording the above information, release the throttle pedal. 5. Compare the “NET HP TO ALTERNATOR” value recorded from the PTU screen to the calculated Net HP to the alternator using the formula below: NET HP TO ALT = (VOLTS x AMPS) ÷ (746 x LB Efficiency)
6. Verify the ENGINE RPM is approximately equal to the ENGINE LOAD RPM shown at the bottom of the screen. 7. Verify the calculated NET HP TO ALT value is approximately equal to the measured NET HP TO ALTERNATOR value read from the PTU screen within ±5%. 8. After completing test, restore all circuits to normal and reconnect fan clutch where applicable.
NOTE: Net horsepower may be affected by many variables such as ambient temperature, altitude, fuel temperature, parasitic losses, tertiary losses, engine condition etc. Parasitic horsepower loss values that have been corrected for temperature and altitude may be obtained from the Komatsu Distributor.
E3-40
Statex III Electrical Checkout Procedure
11/04 E03012
7.0 MOTOR FIELD CURRENT CHECK IN RETARDING NOTE: If wheelmotors were not installed on truck during factory check-out, this test must be performed during truck check-out at mine site.
Setup PTU • Select the AUTOMATIC LOAD BOX TEST screen as follows: a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK” and press [ENTER]. b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER]. c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “NORMAL OPERATION” and press [ENTER]. d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck control to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER]. e. The NORMAL OPERATION MENU will appear. Select “AUTOMATIC LOAD BOX TEST” and press [ENTER].
7.1 Retard Check 1. Start engine, put selector switch in FORWARD and depress retard pedal for full retarding. 2. The following approximate values should be read from the AUTOMATIC LOAD BOX TEST SCREEN:
WHEELMOTOR AUTOMATIC LOAD BOX TEST SCREEN (PTU Screen Display)
772
776, 791 788, 787
788 (20 Element Grid)
ENGINE RPM (non-Fuel Saver)
=
1675
1675
1675
ENGINE RPM (Fuel Saver)
=
1250
1250
1250
ALTERNATOR VOLTS
=
1320
1320
1320
MOTOR FIELD AMPS
=
275
375
450
3. Release retard pedal. Put selector switch in NEUTRAL. 4. Exit from AUTOMATIC LOAD BOX TEST SCREEN back to the NORMAL OPERATION MENU. Select “MONITOR ANALOG INPUT CHANNELS”. 5. Put selector switch in FORWARD and depress retard pedal for full retarding. 6. The following values should be read from the MONITOR ANALOG INPUT CHANNELS screen: WHEELMOTOR MONITOR ANALOG INPUT CHANNELS (PTU Screen Display)
772
776, 791 788, 787
788 (20 Element Grid)
ALTERNATOR TERTIARY CURRENT
=
140
140
140
MF TERTIARY CURRENT
=
333
333
333
7. Release the retard pedal and place the selector switch in NEUTRAL. 8. Exit back to the GEOHV STATEX III MENU screen. 9. The engine may now be shutdown.
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Statex III Electrical Checkout Procedure
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8.0 MISCELLANEOUS COMPONENT TEST AND ADJUSTMENT 8.1 Brake System Interlocks Check Block truck wheels securely to prevent rolling when the brakes are released. NOTE: On brake and steering checks, the engine is to be started and run until proper hydraulic and air pressures are achieved and all instrument panel warning lights are turned Off.
Preparation • After normal pressures are reached, the engine is then shut down and the key switch is left in the RUN (On) position.
• On 830E trucks the key switch must first be turned Off to shut down the engine, and then returned to the RUN (On) position to maintain hydraulic pressures.
The hydraulic pressures will bleed off if the key switch is not left in the RUN (On) position.
1. With air tanks fully charged to 120 PSI or more for trucks with air brakes, or hydraulic pressure at normal operating pressure or more for trucks with hydraulic brakes, and all brakes released, place selector switch in FORWARD and depress the throttle pedal. The propulsion contactors should energize. It should be possible to remove jumper between 73R and 73P (if installed) and still get the propulsion contactors to energize. 2. With brake lock switch On, depress the throttle pedal. Propulsion contactors should not energize. 3. Turn brake lock switch Off, turn emergency brake switch On and depress the throttle pedal. Propulsion contactors should not energize. (Some trucks do not have emergency brake switch.) 4. Turn emergency brake switch Off, turn operational parking brake switch On and depress the throttle pedal. Propulsion contactors should not energize. Park brake light on instrument panel should come On. 5. Turn park brake switch Off. 6. With selector switch in REVERSE, depress the throttle pedal. Propulsion contactors should energize. 7. Depress the service brake pedal. Propulsion contactors should drop out. Service brake light on instrument panel should come On. 8. Operate override switch on instrument panel or on selector switch console. Propulsion contactors should pull in and stay pulled in as long as override switch is held manually.
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Statex III Electrical Checkout Procedure
11/04 E03012
8.2 Blower Loss Pressure Switch Adjustment NOTE: If wheelmotors were not installed on truck during factory check-out, this test must be performed during truck check-out at mine site. Be certain the rear axle box door is closed and the rear wheel covers are installed.
1. Setup PTU to read the MONITOR REAL TIME DATA SCREEN to monitor the BLOWP digital input signal. This signal will be displayed in regular display (false) when the engine is off. 2. Start engine with selector switch in NEUTRAL. The BLOWP signal should be Off (false). Slowly increase engine speed to 800 to 1000 rpm. Verify the BLOWP signal changes from false to =true (inverse display) as engine speed reaches 800 to 1000 rpm and remains =true at higher rpm. 3. If the switch does not operate in the above rpm range, shut down engine and readjust the blower pressure switch. 4. After adjustment, repeat the above steps until switching occurs at the proper rpm.
8.3 SYNC Transformer Checkout NOTE: If sync transformer output voltage feeding motor or alternator sync inputs at FB102/140 analog I/O card is suspect, perform the following check:
1. Remove power and check that sync transformers ST1 and ST2 are properly connected. 2. Disconnect leads 716C, 716D, 716H, and 716J at sync transformers and read approximately 11 ohms across each transformer secondary windings. 3. Disconnect leads 74E, 71J, 75X, and 71K at transformers and read approximately 560 ohms across each transformer primary. 4. Reconnect all leads that were disconnected.
8.4 Power Contactor Position Sensor Adjustment 1. P1 and P2 Contactors: a. With coil de-energized, adjust screw on position sensor to just close N.O. circuit, then turn screw an additional 2 1/4 turns CW. 2. All other Power Contactors: a. With coil de-energized, place a 0.081 (#46 drill bit) shim between main tips and then close tips manually. (DO NOT ENERGIZE COIL). The normally open position sensor contacts should read open with an ohmmeter. b. Place a 0.041 (#59 drill bit) shim between the main tips and then close tips manually. The position sensor contacts should now read closed.
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Statex III Electrical Checkout Procedure
E3-43
8.5 Battery Boost Adjustment 1. Turn On key switch and control power. Start engine and place selector switch in NEUTRAL. 2. Setup the PTU to read values on the AUTOMATIC LOAD BOX TEST SCREEN. 3. Connect voltmeter to R1 battery boost resistor, 74C (+) and 74AA (-). 4. Depress the override switch to clear any faults. If necessary, clear event codes on 2 digit display. 5. Place the selector switch in FORWARD. Slowly depress accelerator. Observe +15 to +20 volts at R1 as engine rpm increases from low idle speed. Verify R1 voltage drops to 0.0 volts as the engine begins to load (approximately 800 to 1000 rpm). Adjust Pot P1 on AFSE panel if necessary Verify positive (+) values for MOTOR 1 & 2 AMPS, MOTOR FIELD AMPS, and ALTERNATOR VOLTS on PTU screen. 6. Seal pot adjustment screw when completed. 7. Place selector in NEUTRAL and shut down engine. Remove voltmeter. 8. Exit back to the GEOHV STATEX III MENU screen.
8.6 Isolation amplifier & voltage module test. NOTE: If there is a discrepancy with the card test procedure results, consult the appropriate GE Publication. The system utilizes two types of Isolation Amplifiers (Iso-Amps). Two are used for voltage measurement (VMM1 and VMM2). The other six are used for current measurement (ISOA-3, ISOA-4, ISOA5, ISOA-6, ISOA-7, and ISOA-8). 8.6.1 Voltage Measuring Module Test (VMM1 and VMM2) NOTE: There are two recommended test procedures for testing the 17FM458 Voltage Measuring Module. One test requires the use of a high voltage power supply and can be found in the 17FM458 Instruction Book and all appropriate Vehicle Test Manuals. The alternate test method is detailed below. 1. Disconnect 74C at GFR relay. 2. Disconnect the wires from terminals “A” and “C”. 3. Turn On control voltage (B+). Verify +15V on terminal “G” and -15V on terminal “E.” Measure and record B+ voltage on wire 71. 4. Connect a voltmeter from terminals “D” (+) to “F” (-). 5. Jumper terminals “C” to “F” and terminals “A” to “F”. Verify 0.00 ±.02V on the voltmeter. 6. Remove jumper from terminals “A” to “F”. 7. Jumper terminal “A” to B+. Verify voltmeter reads (B+) ÷ 200, ±2%. Example: If B+ = 25v, the voltmeter should read: 25÷ 200 = 0.125 ±0.0025 volts. 8. Turn off control power, disconnect voltmeter and jumpers and reconnect all wiring to the panel.
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Statex III Electrical Checkout Procedure
11/04 E03012
8.6.2 ISOA3, ISOA4, ISOA5, ISOA6, ISOA-7, and ISOA-8 Test. 1. Connect a voltmeter between terminal “D” (+) and terminal “F” (-) of the Iso-Amp to be tested. 2. Turn the control power On. Verify the voltage at “D” is less than 0.030 volts. 3. Turn the control power switch OFF. Disconnect the terminal “B” input for each Iso-Amp:
• 75A for ISOA3 • • • • •
75C for ISOA4 717S for ISOA5 72T for ISOA6 72W for ISOA7 73Y for ISOA8
4. Connect a jumper wire from terminal “C” to terminal “F” and another from terminal “A” to terminal “G”. 5. Turn the control power switch On. Verify the voltage at terminal “D” is 1.00 ±0.05 volt. 6. Turn the control power switch Off. Remove the jumper wires and meter. 7. Reconnect 75A, 75C, 717S , 72T, 72W, and 73Y wires disconnected at ISOA3, ISOA4, ISOA5, ISOA6, ISOA7, and ISOA8. 8. Reconnect 74C at GFR.
8.7 Motor Rotation Test NOTE: If wheelmotors were not installed on truck during factory check-out, this test must be performed during truck check-out at mine site. If rear wheels are raised off ground: 1. Start the engine and place the selector switch in FORWARD. 2. Depress the accelerator pedal just far enough to enter propel state and the wheelmotors begin to rotate. Verify both wheelmotors turn forward. If rear wheels and tires are installed and resting on the ground:
• Check each wheel motor individually with the following cable hookup: 1. Place a jumper across the left wheelmotor armature (from cable 7GA1 (7G10 on the 830E) to 7J1) to check the right wheelmotor rotation. 2. Depress the accelerator pedal just far enough to enter propel state and the wheels begin to rotate. Verify the right wheelmotor is turning forward. 3. Place a jumper across the right wheelmotor armature (from cable 7J1 to 7J2) to check the left wheelmotor rotation. 4. Depress the accelerator pedal just far enough to enter propel state and the wheels begin to rotate. Verify the left wheelmotor is turning forward. 5. Shut down the truck and remove the jumper cables.
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Statex III Electrical Checkout Procedure
E3-45
8.8 Ground Fault Checks If a ground fault occurs during operation, the Electrical System Fault light will turn On and the amount of leakage to ground will be displayed on the MONITOR ANALOG INPUT CHANNELS screen of the PTU. To isolate a ground fault problem, the following procedures should be followed: 1. Visually inspect the truck for obvious causes of the fault: a. Remove the rear wheel covers and inspect wheel motor armature commutators for evidence of flashover. Inspect brushes for length and damage. Inspect field coils for evidence of moisture, oil or other contaminants which may accumulate in the armature cavity. If flashover is severe or field coils are damaged by contaminants, the wheel motor should be removed for repair. If moisture is present, it may be possible to dry the wheel motor without removal. b. Remove inspection covers on main alternator to inspect slip rings, brushes and check for moisture or other contamination. c. Inspect cables for damaged insulation. d. Inspect exposed connections for possible short circuit to nearby metallic objects. e. Inspect retarding grids for damage and dirt accumulation. 2. If no physical evidence of the ground fault can be found during the above inspection, refer to the appropriate GE “Vehicle Test Instructions for OHV Statex III Systems” publication for procedures required to perform a megger test on the power circuit, alternator field and control. This publication provides specific procedures to be followed to prevent damage to system components and additional information to help isolate the ground fault.
E3-46
Statex III Electrical Checkout Procedure
11/04 E03012
9.0 MISCELLANEOUS CHARTS 9.1 Wheel Motor Gear Ratios
WHEEL GEAR RATIO CHART GE WHEELMOTOR MODEL NO. 5GE772YS3, YS4
28.8
5GE776HS8B
E03012 11/04
GEAR RATIO (xx.xxx : 1) 2.88
TIRE SIZE 30 X 51 30 X 51
5GE776KS5B, KS7B
23.0
36 X 51
5GE776KS6B, KS8B, KS10B
28.8
36 X 51
5GE776HS2C
23.0
30 X 51
5GE776HS9B, HS10
28.8
30 X 51
5GE791AS3B, AS5B
23.0
33 X 51
5GE791AS4B, AS6B
28.8
33 X 51
5GE788DS2
26.075
37 X 57
5GE788ES1,HS2,HS4
26.1
36 X 51
5GE788ES2,FS2,FS4
26.1
37 X 57
5GE788FS1,FS3
21.7
37 X 57
5GE788HS1,HS3
21.7
36 X 51
5GE788HS8
26.825
36 X 51
5GE788HS5
22.354
36 X 51
5GE788HS6
26.825
36 X 51
5GE788FS5, FS7
26.825
37 X 57
5GE788FS6
22.354
37 X 57
5GE787FS5, FS10
36.4
40 X 57
5GE787ES1,2,3
32.4
40 X 57
5GE787FS1,FS3
31.875
40 X 57
5GE787FS2,FS4, FS8
26.625
40 X 57
5GE787FS7
31.875
40 X 57
5GE787FS6, FS9
28.125
40 X 57
Statex III Electrical Checkout Procedure
E3-47
9.2 Maximum Allowable Truck Speeds MAX TRUCK MPH = (MAX. WHEEL RPM x ROLLING RADIUS) ÷ (GEAR RATIO x 168) RPM/MPH CONVERSION FACTOR = MAX. WHEEL RPM ÷ MAX. TRUCK SPEED MPH/RPM CONVERSION FACTOR = MAX. TRUCK SPEED ÷ MAX. WHEEL RPM
MAXIMUM TRUCK SPEED CHART FOR GIVEN WHEELMOTOR WHEEL MOTOR
E3-48
GEAR RATIO XX.X:1
TIRE SIZE
ROLLING RADIUS
MAX. WHEEL RPM
MAX. TRUCK MPH
CONV. FACTOR RPM/MPH
CONV. FACTOR MPH/RPM
772
28.8
30 x 51
55.1
2750
31.32
87.81
0.01139
776
28.8
30 x 51
55.1
2750
31.32
87.81
0.01139
776
23.0
36 x 51
61.1
2750
43.48
63.24
0.01581
776
28.8
36 x 51
61.1
2750
34.73
79.19
0.01263
791
23.0
33 x 51
57.0
2750
40.57
67.79
0.01475
791
28.8
33 x 51
57.0
2750
32.40
84.88
0.01178
788
26.1
36 x 51
61.1
2320
32.33
71.76
0.01394
788
26.1
37 x 57
65.4
2320
34.60
67.05
0.01491
788
21.7
37 x 57
65.4
2320
41.62
55.74
0.01794
788
21.7
36 x 51
61.1
2320
38.88
59.67
0.01676
788
26.825
36 x 51
61.1
2320
31.48
73.69
0.01357
788
26.825
37 x 57
65.4
2320
33.67
68.92
0.01451
788
22.354
36 x 51
61.1
2320
37.75
61.45
0.01627
788
22.354
37 x 57
65.4
2320
40.40
57.42
0.01741
787
28.125
40 x 57
68.4
2320
33.58
69.06
0.01448
787
36.4
40 x 57
68.4
2320
25.95
89.40
0.01119
787
32.4
40 x 57
68.4
2320
29.15
79.58
0.01256
787
31.9
40 x 57
68.4
2320
29.61
78.35
0.01276
787
26.6
40 x 57
68.4
2320
35.51
65.33
0.01531
Statex III Electrical Checkout Procedure
11/04 E03012
9.3 Engine Options
CUMMINS ENGINE OPTION CHART RATED ENGINE RPM
TOP NO LOAD RPM
*RETARDING RPM (No Load)
*LOW IDLE RPM
KTA-38
1900
2100 ±75
1675 ±10
750 ±25
KTTA-50-C
1900
2100 ±75
1675 ±10
750 ±25
KTTA-50-C
2000
2200 ±75
1675 ±10
750 ±25
KTTS-50-C
2100
2300 ±75
1675 ±10
750 ±25
ENGINE MODEL
K2000E
1900
2100 ±75
1675 ±10
750 ±25
QSK60
1900
2150 ±75
1675 ±10
750 ±25
DETROIT DIESEL ENGINE OPTION CHART ENGINE MODEL
RATED ENGINE RPM
TOP NO LOAD RPM
*RETARDING RPM (No Load)
*LOW IDLE RPM
12V149TI (Mechanical Governor)
1900
2040 ±10
1675 ±10
750 ±25
12V149TI (Hydraulic Governor)
1900
2040 ±20
1675 ±10
750 ±25
12V149TI (DDEC II)
1900
1910 ±5
1675 ±25
750 ±25
16V149TI (Mechanical Governor)
1900
2040 ±10
1675 ±10
750 ±25
16V149TI (Hydraulic Governor)
1900
2040 ±20
1675 ±10
750 ±25
1675 ±25
750 ±25
16V149TI (DDEC III)
1900
1910 ±5
12V4000 (DDEC IV)
1900
1920 ±5
16V4000 (DDEC IV)
1900
1920 ±5
See *Notes
600 ±25 600 ±25
MTU ENGINE OPTION CHART ENGINE MODEL MTU 16V396TE44
RATED ENGINE RPM 1900
TOP NO LOAD RPM
*RETARDING RPM (No Load)
*LOW IDLE RPM
1675 ±10
750 ±25
* NOTES: Trucks equipped with “Fuel Saver” system: Low Idle RPM = 650 RPM Retarding RPM: Will vary from 1250 to 1605 RPM, dependent on operating conditions. (Controlled by FL275 panel)
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Statex III Electrical Checkout Procedure
E3-49
NOTES
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Statex III Electrical Checkout Procedure
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SECTION G REAR AXLE, SPINDLES AND WHEELS INDEX TIRES AND RIMS . . . . . FRONT TIRE AND RIM Removal . . . . . . Installation . . . . REAR TIRE AND RIM . Removal . . . . . . Installation . . . . RIM . . . . . . . . . . Tire Removal . . . Tire Installation . .
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G2-1 G2-1 G2-3 G2-3 G2-3 G2-3 G2-3 G2-4 G2-4 G2-5
FRONT WHEEL HUB AND SPINDLES . . WHEEL HUB AND SPINDLE . . . . . Removal . . . . . . . . . . . . . . Installation . . . . . . . . . . . . Disassembly . . . . . . . . . . . Cleaning and Inspection . . . . . Assembly . . . . . . . . . . . . . Wheel Bearing Adjustment . . . . Field Adjustment . . . . . . . . . STEERING CYLINDER AND TIE ROD Removal . . . . . . . . . . . . . . Installation . . . . . . . . . . . . Bearing Replacement . . . . . . TOE-IN ADJUSTMENT . . . . . . . . Bias Ply Tires . . . . . . . . . . . Radial Tires . . . . . . . . . . . .
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G3-1 G3-1 G3-1 G3-2 G3-3 G3-4 G3-4 G3-6 G3-6 G3-7 G3-7 G3-8 G3-9 G3-10 G3-10 G3-10
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . G4-1 Hitch Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 REAR AXLE HOUSING . . . . . . . . . . Rear Axle Housing . . . . . . . . Electric Wheel Motors . . . . . . Rear Axle Housing Bumper Pads
G01006
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Index
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G5-1 G5-1 G5-1 G5-2
G1-1
NOTES
G1-2
Index
G01006
TIRES AND RIMS The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure.
• NEVER overinflate a tire. Refer to tire manufacturers recommendations.
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.
• ALWAYS keep personnel away from a wheel and tire assembly when it is being removed or installed.
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.
• The tire and rim weigh approximately 10,000 lbs. (4540 kg). BE CERTAIN tire handling equipment is capable of lifting and maneuvering the load.
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 go near tires after brake or motor fires until tires have cooled.
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 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. • DO NOT stand in front of or over the lockring during inflation procedures.
G02006 8/89
Tires and Rims
FIGURE 2-1. TYPICAL TIRE HANDLER
G2-1
FRONT TIRES AND RIMS
8. Move wheel and tire assembly away from wheel hub and into clean work area.
Removal 1. Apply parking brake and block rear wheels. 2. Shut down the engine and allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to be sure no pressure remains. As a safety precaution, bleed down brake accumulators. 3. Place jack under spindle or under frame directly behind horsecollar structure.
Due to its size and weight, always keep personnel away from a wheel and tire assembly when it is being removed or installed.
Installation
4. Raise front end of truck until tire clears ground; block up securely under frame. Release air from tire by removing valve core.
NOTE: Remove all dirt and rust from mating parts before installing wheel assembly.
5. Visually inspect all brake components for damage or wear. Inspect hydraulic brake lines for damage or leaking fittings.
1. Grasp tire assembly with the tire handler and move into position on wheel hub. Install wheel retainer lugs (7) and nuts (8, Figure 2-2). Alternately tighten each nut to 450 ft. lbs. (610 N.m) torque.
6. Grasp tire assembly with the tire handler.
2. Connect the valve stem to the wheel hub. Inflate tire to manufacturer's recommended pressure. Care should be taken not to damage the inflation stem during tire removal. 7. Remove wheel retainer lugs (7, Figure 2-2) securing wheel assembly to wheel hub. Remove tire inflation valve clamp (13).
3. Operate truck for one load and retighten wheel nuts as specified in Step 1. Check torque daily until proper torque has been assured on each nut. Check intermittently to ensure torque is maintained.
FIGURE 2-2. FRONT WHEEL ASSEMBLY 1. Valve Assembly 2. Bead Seat Band 3. Rim 4. O-Ring 5. Side Flange
G2-2
6. Lock Ring 7. Wheel Retainer Lug 8. Nut 9. Capscrew 10. Flat Washer
11. Lockwasher 12. Nut 13. Clamp 14. Capscrew 15. Flat Washer
Tires and Rims
16. Lockwasher 17. Bent Plate 18. Hub
G02006 8/89
REAR TIRE AND RIM Removal 1. Park truck on level ground and block front wheels. As a safety precaution, make sure steering accumulators have bled down completely. Place jack as close as possible to outside rim of rear drive case. 2. Raise rear section of truck until tires clear ground. Securely block up rear axle housing. Release tire air pressure by removing the tire valve cores. 3. Disconnect inner tire valve stem extension on outer tire valve stem vinyl clamp by loosening capscrews. Lift valve extension out of vinyl clamp.
Using a strap or other means, secure inner tire before removing outer tire and rim. This will prevent the accidental slipping of inner tire during outer tire removal. 4. Grasp the outer wheel and tire with the tire handler. Remove wheel nuts (5, Figure 2-3) and retainers (6) securing outer rim to hub of wheel motor. 5. Pull straight out on outer wheel and tire and remove.
FIGURE 2-4. REAR TIRE REMOVAL 1. Tire Handler 2. Outer Rear Wheel & Tire
3. Inner Rear Wheel & Tire
FIGURE 2-3. REAR WHEEL MOUNTING 1. Valve Stem 2. Vinyl Clamp 3. Outer Wheel Rim 4. Wheel Stud
G02006 8/89
5. Wheel Nut 6. Retainer 7. Spacer 8. Valve Extension
9. Bead Seat Band 10. Lockring 11. Flange 12. O-Ring
Tires and Rims
13. Spud 14. Inner Wheel Rim 15. Flange
G2-3
6. If inner tire removal is necessary, remove spacer (7, Figure 2-3) by pulling straight out and removing from wheel motor.
RIM Tire Removal
NOTE: Use care when removing spacer and inner wheel and tire to avoid damaging tire inflation extension line. 7. Grasp inner tire with tire handler and pull straight out to remove from wheel motor. Installation
• 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.
NOTE: Clean all mating surfaces before installing wheel assembly.
• When inflating tires ALWAYS use a safety cage.
1. Grasp tire with tire handler and position inner tire and rim on wheel motor hub. Use care to avoid damaging tire inflation extension line.
• NEVER inflate a tire until the lockring is securely in place.
NOTE: During inner tire installation, be sure air inflation line lays in channel on wheel motor assembly. 2. Using a lifting device, install spacer (7, Figure 23) onto wheel motor. Tap spacer up against inner wheel rim. 3. Grasp outer tire with tire handler and position onto wheel motor hub.
Due to its size and weight, always keep personnel away from a wheel and tire assembly when it is being removed and installed.
• DO NOT stand in front of or over the lockring during inflation procedures. • NEVER over-inflate a tire. Refer to tire manufacturer's recommendations. 1. Place tire and wheel assembly in safety cage and discharge all air pressure from tire. 2. Attach a hydraulic bead breaker to the wheel by slipping the jaws of frame assembly over the outer edge of flange (4, Figure 2-5). Make sure the jaws of the frame are as far in on the flange as possible. 3. Following tool manufacturers instructions, move tire bead in far enough to permit placing a wedge between tire and flange at side of tool.
NOTE: Be sure to position wheel so that tire valve bracket aligns with inner tire inflation line.
4. Repeat this procedure at locations approximately 90° from first application. Continue this procedure until tire bead is free from rim.
4. Install retainers onto studs and secure in place with wheel nuts. Alternately tighten each nut to 450 ft. lbs. (610 N.m) torque.
5. After bead is broken loose, insert flat end of tire tool in notch on lockring (5, Figure 2-5). Pry lock-ring up and out of groove on wheel rim (1).
5. Secure inner and outer tire inflation lines to bracket on outer wheel rim. Tighten capscrews securely.
6. Pry in on bead seat band (2) until O-ring (3) is exposed. Remove O-ring.
6. Inflate tires to manufacturer's recommended pressure. 7. Install wheel cover. Remove blocks from rear of truck and lower truck to the ground.
7. Remove bead seat band (2) from wheel rim (1) and remove flange (4). 8. Reposition wheel and tire assembly and repeat removal procedure on opposite side of tire. Remove tire from rim.
8. Operate truck for one load and retighten wheel nuts to 450 ft. lbs. (610 N.m) torque. Check torque after each load for first day and then intermittently thereafter until all nuts hold torque.
G2-4
Tires and Rims
G02006 8/89
FIGURE 2-5. WHEEL AND TIRE ASSEMBLY 1. Rim 2. Bead Seat Band 3. O-Ring Tire Installation 1. Before mounting tire to wheel, remove all dirt and rust from wheel parts, particularly the Oring groove and bead seats. It is advisable to touch up all metal parts with a good anti-rust paint to prevent bare metal from being exposed to the weather. NOTE: Do not allow paint, rust or other contamination to cover mating faces of lockring (5) and wheel rim (1).
Check to be sure that proper wheel parts are used for reassembly, use of non-compatible parts may not properly secure the assembly resulting in violently flying parts upon inflation.
G02006 8/89
7. Nut 8. Wheel Hub 9. Tire
4. Flange 5. Lockring 6. Retainer
2. If valve stem and spud assembly were removed, replace in rim. Install valve stem assembly onto rim and install spud assembly to inside of rim. Tighten spud assembly to 35 in. lbs. (4 N.m) torque. 3. Adjust vinyl clamp and capscrew on valve stem and rim assembly. Tighten capscrew securely. 4. Install inner flange on rim. Coat beads of tire with tire mounting soap solution.
Prying against tire bead may cause damage to tire bead and will cause air leaks.
Tires and Rims
G2-5
5. Position tire over wheel rim and work tire on as far as possible without prying against the beads. Any damage to tire bead will destroy air seal and cause air leaks at these points. 6. Install outer flange (4, Figure 2-5) in position and replace bead seat band (2). Push in on bead seat band to expose O-ring groove in wheel rim. 7. Lubricate new O-ring (3) with soap solution and install in groove of wheel rim. 8. Install lockring (5) and tap into place with lead hammer. Lockring lug must fit into slot of wheel rim. 9. Remove valve core from valve stem and inflate tire to seat beads of tire and O-ring as specified by tire manufacturer.
• Use a safety cage whenever possible. • Stand to one side as tire is being inflated. • Never start inflating securely in place.
unless
lockring
is
• DO NOT stand in front of or over lockring when inflating. 10. If beads of tire and O-ring do not seat within one minute, raise tire slightly and tap bead seat band. This will help the air pressure to push the tire bead out into position. 11. After seating has been accomplished, install valve core.
G2-6
Tires and Rims
G02006 8/89
FRONT WHEEL HUB AND SPINDLE FRONT WHEEL HUB The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of front wheel hub and spindle. If only brake service is to be performed, refer to Section “J”, “Brake Circuit”.
Do not loosen or disconnect any hydraulic brake line or component until engine is stopped, key switch is “Off” for 90 seconds and drain valves on brake accumulators are opened.
For ease of handling refer to the “Front Tire and Rim Removal” instructions and remove wheel cover, front tire and rim assembly. Removal 1. Bleed down steering accumulators by shutting down engine with key switch in the “Off” position for 90 seconds. Open drain valves at bottom of all three brake accumulators. Allow adequate time for accumulators to drain completely down. 2. Disconnect brake supply line (2, Figure 3-1) at the brake junction block (3). Plug line to prevent contamination of the hydraulic brake system. 3. Disconnect brake lines at each caliper. Remove capscrews and washers securing junction block (3) to brake adaptor. Remove junction block and brake lines. Plug all lines and opening to prevent contamination. 4. Loosen cover capscrews (4, Figure 3-4) and allow oil to drain. Attach a fork lift or suitable lifting device to support the wheel hub and spindle assembly for removal. 5. Remove lubrication lines from tie rod and steering cylinder. Disconnect tie rod and steering cylinder rod from spindle being removed. Refer to “Steering Cylinder and Tie Rod Removal” in this section. 6. Remove capscrews (1, Figure 3-2) securing retainer plate (2) to spindle structure and suspension. Remove retainer plate.
FIGURE 3-1. BRAKE SUPPLY LINES 6. Wheel Assembly 1. Suspension 7. Fitting 2. Brake Supply Line 8. Spindle 3. Junction Block 9. Supply Lines 4. Supply Line 5. Brake Caliper
NOTE: It is not necessary to remove spindle arm to accomplish spindle removal. 7. Install suspension puller tool in place of retainer plate and secure in place with capscrews. 8. Tighten puller tool capscrews until suspension rod is released from spindle bore. Remove puller tool. Lower wheel hub and spindle assembly away from suspension piston rod. Use care during removal to prevent damage to suspension piston rod taper and tapered spindle bore. 9. Move spindle and hub assembly to clean work area for repair.
NOTE: If wheel hub removal is to be accomplished, drain wheel bearing oil at drain in spindle assembly.
G03006 6/98
Front Wheel Hub and Spindle
G3-1
Installation 1. Lubricate spindle bore with multi-purpose grease Number 2 with 3% Molybdenum Disulphide. 2. Lubricate the suspension rod taper using multipurpose grease Number 2 with 3% Molybdenum Disulphide. 3. Position spindle and wheel hub assembly on fork lift or similar lifting device, refer to Figure 3-3. 4. Raise the spindle and hub assembly into position as shown in Figure 3-3. 5. Secure spindle to suspension using retainer plate (2, Figure 3-2) and capscrews (1). First, tighten capscrews uniformly to 500 ft. lbs. (678 N.m) torque, then in increments of 250 ft. lbs. (339 N.m) torque to obtain a final torque of 1995 ±200 ft. lbs. (2705 ±271 N.m).
FIGURE 3-2. WHEEL HUB & SPINDLE REMOVAL 1. Capscrews & Washers 2. Retainer Plate
3. Spindle 4. Spindle Arm
6. If removed, install spindle arm. Tighten capscrews to 1995 ±200 ft. lbs. (2705 ±271 N.m) torque. . 7. Install steering cylinder and tie rod in their respective mounting holes on the spindle. Tighten retaining nuts to 1000 ±100 ft. lbs. (1350 ±136 N.m) torque. Connect lubrication lines. 8. Rotate wheel hub to position the fill plug (23) at the 12 o'clock position and sight glass (22) at the 6 o'clock position. Remove fill plug (23, Figure 3-4) on cover (3). Add oil (SAE 80W-90) at fill plug until floating ball in sight gauge (22) is at it's highest position. 9. Move brake junction block (3, Figure 3-1) into position. Secure junction block to brake adaptor with capscrew and lockwashers.
10. Connect brake supply line (2). Attach supply lines to brake calipers. Bleed brakes according to “Bleeding Brakes”, Section “J”. FIGURE 3-3. FRONT SPINDLE AND WHEEL 3. Wood Block 1. Suspension Rod 4. Fork Lift Arm 2. Wheel Hub and Spindle Assembly
G3-2
11. Install wheels and tires as described in “Front Wheel and Tire Installation”.
Front Wheel Hub and Spindle
G03006 6/98
Disassembly 1. Remove wheel hub and spindle as covered in “Removal” before proceeding to Step 2.
2. To aid in complete disassembly and reassembly of wheel hub and spindle assembly, support assembly in a vertical position using a fabricated spindle stand.
FIGURE 3-4. SPINDLE AND HUB ASSEMBLY 1. Retainer 2. Capscrew 3. Cover 4. Capscrew 5. Bearing
G03006 6/98
6. Wheel Hub 7. Brake Assembly 8. Lining 9. Adapter 10. Nut
11. Capscrew 12. Spindle 13. Bearing 14. Seal, Outboard 15. Seal, Inboard
16. Spacer 17. Capscrew 18. Capscrew 19. Disc 20. Shim
Front Wheel Hub and Spindle
21. O-Ring 22. Level Plug 23. Sight Gauge 24. Oil Drain 25. Drain Plug
G3-3
3. For removal and disassembly of disc brakes, refer to Section “J” Brakes. 4. Remove capscrews (4, Figure 3-4) and remove cover (3), and O-ring (21). Remove capscrews (2) plate (1) and shims (20). 5. Remove wheel hub (6). Remove outboard bearing cup from wheel hub. Remove outboard bearing cone (5) from spindle. Invert the wheel hub. NOTE: Outboard half of face seal (14) will remain in bore of wheel hub. Remove face seal only if replacement is necessary. Use extreme caution when handling face seals as seals are easily damaged. Face seals come in a set. If one seal is damaged, both seals have to be replaced. 6. Remove opposite half of outboard face seal (15) from bore of spindle housing. 7. Attach lifting device to brake disc (19). Remove capscrews (18) securing brake disc to wheel hub and remove disc from wheel hub.
FIGURE 3-5. BEARING CONE INSTALLATION 1. Seal 2. Bearing Cone
3. Spindle 4. Spacer
8. If brake adaptor replacement is necessary, remove capscrews (17) and remove adaptor (9).
NOTE: To assure bearing lubrication during initial operation lightly lubricate the bearing with SAE 80W90 oil.
9. Remove inboard bearing cone (13) and spacer (16) from spindle.
2. Install face seal (15, Figure 3-4) using seal installation tool (TY2150) and soft tipped mallet. For proper installation of the face seal refer to the following instructions: (Refer to Figure 3-6).
If disassembly of the wheel hub is accomplished while on the truck, the outboard bearing cone (12) should be supported during wheel hub removal to prevent cone from dropping and being damaged. Cleaning and Inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Replace any worn or damaged parts. 3. Replace O-rings and face seals if worn or damaged. 4. Inspect wheel hub and spindle for damage. 5. Check all lips and cavities in spindle and wheel hub for nicks or tool marks that may damage the rubber seal ring on the metal face seals. Assembly 1. Install spacer, (4, Figure 3-5) and bearing cone (2). Lightly tap bearing cone in place to completely seat cone tight against spacer (4).
G3-4
a. Handle the face seal with care to avoid damaging sealing areas. b. The sealing face of seal must not be nicked or scratched. c. Remove all oil and protective coating from seal and seal seat using a nonflammable cleaning solvent. d. After cleaning make sure all surfaces are absolutely dry. e. Face seals are matched in sets and seal halves should not be interchanged. f. Position seal, making sure it rests uniformly against the seal seat lip. g. Attach the installation tool to the seal half by positioning the flange of the tool between the rubber ring and seal face flange. h. Lightly tap on seal installation tool until tool flange contacts spindle flange. NOTE: The seal will be properly installed when the depth around the entire circumference is uniform.
Front Wheel Hub and Spindle
G03006 6/98
3. After seal installation has been completed, wipe the seal face with a lint free cloth to remove any foreign material or fingerprints. 4. Place a few drops of light oil on a clean cloth and completely coat the seal face, as shown in Figure 3-7. 5. With the wheel hub in the inverted position, install brake disc (19, Figure 3-4), if removed. Secure disc in place with capscrews (18). Tighten capscrews to 1675 ft. lbs. (2271 N.m) torque. 6. Install inboard bearing cup into wheel hub. Press cup tight against wheel hub shoulder using 15 tons (13,600 kg) force. 7. Install outboard metal face seal (14) into the wheel hub, repeat Steps 2 through 4.
FIGURE 3-6. INBOARD FACE SEAL INSTALLATION 1. Installation Tool (TY2150)
2. Spindle
8. Invert wheel hub, taking care not to damage the metal face seal. Install the outboard bearing cup. Using 11.5 tons (10,430 kg) force. Make sure bearing cup is tight against wheel hub shoulder. 9. Carefully raise wheel hub over the spindle and lower into position. Install bearing cone onto spindle, refer to Figure 3-8.
Do not let any oil come in contact with the rubber portion of seal or seat.
FIGURE 3-7. OILING SEAL FACE 1. Spindle 2. Bearing Cone
G03006 6/98
3. Oil Cloth 4. Seal
FIGURE 3-8. WHEEL HUB INSTALLATION 1. Chains 2. Wheel Hub
Front Wheel Hub and Spindle
3. Assembly Stand
G3-5
5. Using a depth micrometer, measure and record the depth to the end of the spindle through the 2 holes (3, Figure 3-9) adjacent to the 2 capscrews tightened in Step 4. 6. Average the 2 measured depths. Subtract the retainer (1) thickness, (etched on surface of retainer) from the average depth. The result is the required shim pack dimension. 7. Measure each shim individually to arrive at a total shim pack thickness of ±0.001 in. (.025 mm) of the required shim pack determined in Step 6.
NOTE: This procedure will provide the required assembled bearing preload of 0.007 in. (.178 mm) nominal.
FIGURE 3-9. BEARING ADJUSTMENT 1. Retainer 2. Capscrews
3. 0.500 in. Hole
8. Remove capscrews and retainer. Install shim pack (20, Figure 3-4). Install retainer (1) and capscrews (2). Tighten capscrews in four equal increments while rotating wheel at least 3 revolutions at each increment. Final capscrew torque is 750 ±75 ft. lbs. (1017 ±102 N.m). 9. Using new O-ring (24) install cover (3). Secure cover in place with capscrews and washers. Tighten capscrews to standard torque.
Wheel Bearing Adjustment 1. Install retainer (1, Figure 3-9) without shims, with etched retainer thickness to the outside. Install capscrews (2). 2. Tighten all capscrews (2) to 100 ft. lbs. (135.6 N.m) torque and rotate wheel or hub at least 3 revolutions while tightening. 3. Tighten all capscrews (2) to 250 ft. lbs. (339 N.m) torque and rotate wheel or hub at least 3 revolutions while tightening. NOTE: Repeat Step 3 until torque on capscrews is maintained. 4. Loosen all capscrews and rotate wheel 3 revolutions. Tighten the 2 capscrews 180° apart and adjacent to the 0.50 in. diameter holes to 60 ft. lbs. (81 N.m) torque, rotate wheel or hub at least 3 revolutions while tightening. Tighten the same 2 capscrews to 110 ft. lbs. (149 N.m) torque and rotate the wheel or hub at least 3 revolutions while tightening. Retorque same 2 capscrews again to 110 ft. (149 N.m) torque while rotating wheel or hub at least 3 revolutions.
G3-6
Field Adjustment The following procedure covers adjustment of front wheel bearings while the tire and spindle assembly are installed on truck. 1. Park truck in a level area. 2. Apply the parking brake and block wheels to prevent movement. 3. Lift the truck until the front tire of wheel being adjusted is off the ground. Securely block under truck frame. 4. Remove drain plug (25, Figure 3-4) and allow oil to drain.
NOTE: A 0.375 in. (10 mm) chain (1, Figure 3-10) may be installed, as shown in Figure 3-10, to prevent full extension of the suspension cylinder when the truck is raised off the ground.
Front Wheel Hub and Spindle
G03006 6/98
11. Tighten all capscrews (2) to 250 ft. lbs. (339 N.m) torque and rotate wheel or hub at least 3 revolutions while tightening. NOTE: Repeat Step 11 until capscrew torque is maintained.
FIGURE 3-10. WHEEL SUPPORT CHAIN INSTALLATION 1. Support Chain 2. Chain & Chain Binder
3. Chain & Chain Binder
12. Loosen all capscrews and rotate wheel 3 revolutions. Tighten 2 capscrews 180° apart and adjacent to the 0.50 in. diameter holes to 60 ft. lbs. (81 N.m) torque. Rotate wheel or hub 3 revolutions. Tighten same 2 capscrews to 110 ft. lbs. (149 N.m) torque and rotate wheel or hub at least 3 revolutions while tightening. While rotating wheel or hub at least 3 revolutions, tighten same 2 capscrews again to 110 ft. lbs. (149 N.m) torque. 13. Using a depth micrometer, measure and record the depth to the end of the spindle through the 2 holes adjacent to the 2 capscrews. 14. Average the 2 measured depths. Subtract the retainer (1) thickness, (etched on surface of retainer) from the average depth. The result is the required shim pack dimension.
In the following procedure, anytime the retainer plate (1, Figure 3-9) is removed, the chains (2 & 3, Figure 3-10) must be installed to prevent the wheel hub from moving and disturbing the seals (14 & 15, Figure 3-4). 5. Wrap a 0.375 in. (10 mm) chain (2, Figure 3-10) and chain binder around top half of tire. Secure chain through frame. Chain needs only to be tight enough to prevent tire movement of the wheel hub during the bearing adjustment procedure when the retainer plate (1, Figure 3-4) is removed. 6. Wrap a 0.375 in. (10 mm) chain (3) and chain binder around bottom half of tire. Secure chain through frame. Chain needs only to be tight enough to prevent wheel hub movement during bearing adjustment procedure. 7. Remove cover (3, Figure 3-4) and shims (20). Inspect O ring (21) and replace if necessary. 8. Install retainer plate (1, Figure 3-9) to end of spindle without shims. Secure retainer plate with capscrews (2) and hardened washers.
15. Measure each shim individually to arrive at a total shim pack thickness of ±0.001 in. (0.025 mm) of the required shim pack determined in Step 14. NOTE: This procedure will provide the required assembled bearing preload of 0.007 in. (0.178 mm) nominal. 16. Install wheel support chains. Refer to Steps 5 & 6. 17. Remove capscrews and retainer. Install shim pack (20, Figure 3-4). Install retainer (1) and capscrews (2). Tighten all capscrews (2, Figure 3-9) to 100 ft. lbs. (135.6 N.m) torque. 18. Remove tire retaining chains (2 & 3, Figure 3-10). 19. Tighten capscrews (2, Figure 3-9) in four equal increments while rotating wheel at least 3 revolutions at each increment. Final capscrew torque is 750 ±75 ft. lbs. (1017 ±102 N.m). 20. Using new O-ring (20, Figure 3-4) install cover (3). Secure cover in place with capscrews and washers. Tighten capscrews to standard torque. 21. Remove support chain (1, Figure 3-10) and all cribbing.
9. Remove tire retaining chains (2 & 3, Figure 3-10).
22. Add oil (SAE 80W-90) per instructions under “Installation”, Step 8.
10. Tighten all capscrews (2, Figure 3-9) to 100 ft. lbs. (135.6 N.m) torque and rotate wheel or hub at least 3 revolutions while tightening.
23. Check bearing adjustment after first 500 hours of operation and at each 5000 hour maintenance interval thereafter.
G03006 6/98
Front Wheel Hub and Spindle
G3-7
STEERING CYLINDERS AND TIE ROD The steering cylinders and tie rod are mounted in the same manner. The removal and installation instructions can be used for both. Removal 1. With engine shut down and key switch Off, allow at least 90 seconds for accumulators to bleed down. Block front and back of rear wheels. 2. Disconnect oil supply lines at the steering cylinders. Plug all line connections and cylinder ports to prevent contamination of hydraulic system. 3. Remove nut (1, Figure 3-11) and washer from both ends of assembly.
FIGURE 3-11. STEERING CYLINDER REMOVAL 4. Spindle 5. Tie Rod
1. Nut 2. Pin 3. Steering Cylinder
FIGURE 3-12. STEERING CYLINDER AND TIE ROD INSTALLATION 1. Steering Cylinder 2. Tie Rod Assembly 3. Bearing
G3-8
4. Bearing Retainer 5. Capscrew 6. Lockwasher
7. Rod End 8. Capscrew 9. Slotted Nut 10. Cotter Pin 11. Tie Rod
Front Wheel Hub and Spindle
12. Bearing Spacer 13. Grease Fitting 14. Pin 15. Flat Washer 16. Nut
G03006 6/98
4. Remove pins from each end of assembly and move assembly to clean work area.
3. Connect oil lines to their respective ports. Operate steering and check for leaks and proper operation. NOTE: Tie rod is to be installed with clamping bolts toward the rear of the truck. (Reference Figure 3-11).
Bearing spacers will be free when pin is removed. Insure bearing spacers do not drop out and become damaged when removing pin. Installation 1. Align bearing spacers (12, Figure 3-12) and rod end (7) with pin openings on spindle and frame. 2. Install pin (14) and washers (15) and secure with nut (16). Tighten to 1000 ft. lbs. (1350 N.m) torque.
Bearing Replacement 1. Remove capscrew (2, Figure 3-13) and lockwasher (3). Remove bearing retainer (4). 2. Press bearing (1) out of bore in steering cylinder or tie rod end. 3. Press new bearing into bore. 4. Install bearing retainers with capscrews and lockwashers. Tighten capscrews to standard torque.
FIGURE 3-13. STEERING 1. Bearing 2. Capscrew
G03006 6/98
3. Lockwasher 4. Bearing Retainer
Front Wheel Hub and Spindle
5. Rod End
G3-9
TOE-IN ADJUSTMENT
(Radial Tires)
(Bias Ply Tires) 1. Check toe-in by measuring the distance between front wheels at the inside edge of the tire rim in two places. These measurements should be taken on a horizontal center line at front and rear of rim. Refer Figure 3-14. 2. The front measurement should be 0.75 in. ±0.25 in. (19.1 mm ±1.9 mm) less than rear (Dimension “A”) measurement. 3. Adjust as necessary on adjustable tie rod end by loosening clamp nuts and turning rod end in or out. When dimension required is attained, tighten clamp nuts on tie rod to 208 ft. lbs. (282 N.m) torque. Install cotter pins. (Figure 3-11).
NOTE: Set toe-in to “zero” with the truck fully loaded. If inconvenient or impractical to make adjustments on a fully loaded truck, proceed as follows with the truck empty: 1. Partially release the nitrogen pressure in the front suspensions to achieve the “loaded” extension of 5.58 in. (141 mm). 2. Adjust front toe-in to “zero”. Refer to toe-in adjustment Steps 1, 3, 4, 5, and 6 for bias ply tires. 3. When toe-in adjustment is complete, recharge front suspensions. Refer to Section H, “Oiling and Charging” procedure.
NOTE: If the original Grade 5 pinch bolts with castellated nuts and cotter pins have been replaced with 3/4"-10 UNC x 4.0" long, Grade 8 capscrews and Grade 8 self-locking nuts, then the specified torque should be 310 ±31 ft.lbs. (420 ±42 N.m) torque. 4. Install tie rod retaining nut and tighten to 1000 ±100 ft.lbs. (1356 ±136 N.m) torque. Install cotter pin. 5. Install lubrication line to pin ends. 6. Remove blocks from rear wheels.
FIGURE 3-14. MEASURING TOE-IN
G3-10
Front Wheel Hub and Spindle
G03006 6/98
REAR AXLE HOUSING ATTACHMENT HITCH PIN Removal 1. Park truck on firm level surface and block front and rear of all tires.
Truck body must be empty and down against frame before attempting this procedure. 2. Release all brakes. 3. Charge rear suspensions with nitrogen until pistons are fully extended. 4. Place blocks or stands under each frame member beneath the hoist cylinders.
Blocks must be securely in place before lowering the frame. Check blocks on wheels to make sure they are in place. 5. Release nitrogen out of front suspensions. 6. Release nitrogen out of rear suspensions. 7. Place a jack below the nose cone to control any downward movement of nose cone.
FIGURE 4-1. PIVOT PIN INSTALLATION Refer to NOTE: and Figure 4-1A on page G4-2 for information regarding later style Retainer Plate (2). 7. Spacer 1. Capscrew & 8. Mounting Structure Lockwasher 9. Bearing 2. Capscrew 10. Pin 3. Retainer Plate 11. Seal 4. Spacer 12. Capscrew 5. Drive Axle Nose 13. Nut Cone 14. Seal 6. Bearing Retainer 15. Clamp
8. Disconnect nose cone bearing lube line. Remove ground wire between hitch structure and frame.
3. Position retainer plate (3) by lining up capscrew holes with capscrew holes in pin (10). Install capscrews (2).
9. Remove capscrew and lockwashers (1, Figure 4-1). Remove capscrews (2). Remove retainer plate (3) Remove pin (10).
4. Rotate pin and retainer plate and align capscrew holes in mounting structure.
10. Remove clamps (15), separate and remove seals (11 and 14).
a. Install capscrews and lockwashers (1). Tighten capscrews (1) to 125 ft. lbs. (169.5 N.m) torque.
NOTE: Placement of a pry bar or jack between mounting structure and nose cone may be necessary to push nose cone down and away from mount structure. Spacers (4 and 7) will fall free.
b. Tighten capscrews (2) to 750 ft. lbs. (1017 N.m) torque, and lockwire capscrews in pairs with 0.080 in. (0.020 mm) lockwire.
Installation
d. Pressurize lube line and be certain bearing (9) receives adequate grease.
1. Raise nose cone into position. 2. Install spacers (4 and 7, Figure 4-1). Install pin (10). Install seals (11 and 14) and secure in place with clamps (15).
G04004 10/98
c. Install ground wire and lubrication line.
5. Remove jacks if used in nose cone area. 6. Charge front suspension as described in "Oiling and Charging Procedure", Section "H".
Rear Axle Housing Attachment
G4-1
7. Charge rear suspensions with nitrogen to fully extend pistons.
b. Tighten capscrews (2) to 1715 ft. lbs. (2325 N.m) torque.
8. Remove blocks or stands from beneath the frame.
c. Install ground wire and lubrication line.
9. Release nitrogen from rear suspension and charge according to procedure in "Oiling and Charging Procedure", Section "H".
d. Pressurize lube line and be certain bearing (9) receives adequate grease.
PIVOT PIN BEARING Disassembly Before removing blocks from the wheels, make sure parking brake is applied. 10. Remove blocks from wheels.
FIGURE 4-1A. PIVOT PIN INSTALLATION 1. Capscrew (Gr8) & Lockwasher 2. Capscrew (12 pt. Gr9) 3. Retainer Plate (Thicker) 4. Spacer 5. Drive Axle Nose Cone 6. Bearing Retainer
7. Spacer 8. Mounting Structure 9. Bearing 10. Pin 11. Seal 12. Capscrew 13. Nut 14. Seal 15. Clamp
NOTE: Later model trucks, or trucks that have been retro-fitted, will have a thicker retainer plate (3, Figure 4-1A) with new, longer capscrews (1 & 2). These capscrews must be tightened to a higher torque. Follow "Pivot Pin Installation" procedure on previous page, except as follows: 4. Rotate pin and retainer plate and align capscrew holes in mounting structure. Install capscrews and lockwashers (1, Figure 4-1A).
FIGURE 4-2. PIVOT PIN INSTALLATION 5. Pivot Eye Structure 6. Bearing Retainer 9. Bearing
12. Capscrew 13. Nut
1. Remove capscrews and nuts (12 and 13, Figure 4-2). Remove bearing retainer (6). Remove bearing (9). 2. Inspect all parts and bearings for wear or damage. Replace parts showing excessive wear or damage. Assembly 1. Install spherical bearing (9) into bore of Pivot Eye Structure (5). Be sure that outer race of bearing (9) is seated against inner lip of pivot eye bore. 2. Install bearing retainer (6) with capscrews and locknuts (12 and 13). Tighten capscrews to 310 ft. lbs. (420 N.m) torque.
a. Tighten capscrews (1) to 175 ft. lbs. (237 N.m) torque.
G4-2
Rear Axle Housing Attachment
G04004 10/98
PIVOT EYE REPAIR If damage occurs to the pivot eye (Drive Axle Nose Cone), it may be necessary to remove this component from the rear axle structure to facilitate repair and bearing replacement. Removal To remove the axle housing pivot eye (5, Figure 4-2), follow the instructions on the preceding page for Pivot Pin Removal. Be certain axle housing is blocked securely. 1. Attach a lifting device to the pivot eye (4, Figure 4-3). 2. Remove capscrews (2) and flatwashers (3). Remove pivot eye. Installation 1. Be certain mating surfaces of axle housing (1, Figure 4-3), and pivot eye (4) are clean and not damaged.
FIGURE 4-3. PIVOT EYE ATTACHMENT 1. Rear Axle Structure 2. Capscrew
3. Flatwasher 4. Pivot Eye
2. Lift pivot eye into position on front of axle housing. Insert several capscrews (2) and flatwashers (3) to align the parts. Remove the lifting device. 3. Install the remaining capscrews and flatwashers. Tighten alternately until the pivot eye is properly seated. Tighten capscrews to 1480 ft. lbs. (2007 N.m) final torque.
G04004 10/98
Rear Axle Housing Attachment
G4-3
ANTI-SWAY BAR Removal 1. Position frame and rear axle housing so force can be applied to end of anti- sway bar pin (13, Figure 4-4) on the rear axle housing. 2. Block securely between frame and axle housing. 3. Disconnect lubrication lines (4 and 14, Figure 44) and attach lifting device to anti-sway bar (15). 4. Remove capscrews and lockwashers (9) and retainer bar (8). 5. Bend tabs away from capscrew heads, and remove capscrews (3), retainer plate (2) from stub shaft (7) on frame. 6. Remove pin (13) from end of anti-sway bar (15). 7. Remove anti-sway bar from frame stub shaft (7). 8. Remove bearing spacer (6). Installation 1. Install spacer (6, Figure 4-4) on frame stub shaft (7). 2. Raise anti-sway bar and slide onto frame stub shaft. Place anti-sway bar so retainer rings (5 & 11) are toward front of truck. 3. Position opposite end of anti-sway bar in axle housing mounting structure (10).
FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY 1. Bearing 2. Retainer 3. Capscrew 4. Lube Line 5. Retainer Ring 6. Spacer 7. Stub Shaft 8. Retainer Bar 9. Capscrew and Lockwashers
10. Mount Structure 11. Retainer Ring 12. Bearing 13. Pin 14. Lube Line 15. Anti-Sway Bar 16. Lock Plate 17. Spacer
Disassembly
4. Install spacers (17) and pin (13). 5. Install retainer bar (8) with capscrews and lockwashers (9). Tighten capscrews to 750 ft. lbs. (1018 N.m) torque. 6. Install retainer plate (2). Install lock plate (16). Install capscrews (3). Tighten capscrews to 220 ±22 ft. lbs. (298 ±29.8 N.m) torque.
1. Remove snap rings (11 & 5, Figure 4-4) from bores of both ends of anti-sway bar (15). 2. Drive out spherical bearings (1 & 12). Cleaning and Inspection
7. Attach lubrication lines.
1. Inspect bearing bores of anti-sway bar. If bores are damaged, repair or replace anti-sway bar.
8. Remove blocks between frame and axle housing.
2. Inspect bearing spacer (6 & 17) for damage or wear.
9. Charge suspensions if necessary. Refer to Section “H” for suspension charging.
Assembly 1. Press in new bearings. 2. Install snap ring.
G4-4
Rear Axle Housing Attachment
G04004 10/98
REAR AXLE HOUSING REAR AXLE HOUSING
WHEEL MOTOR
Removal
Removal
1. Remove the dump body as outlined earlier in Section "B". NOTE: It is not necessary to remove the rear axle housing to service the anti- sway bar or hitch pin. 2. Loosen hose clamps and disconnect large flexible air tube from connection on rear axle housing. 3. Mark and disconnect air, lube and brake lines from rear axle housing. 4. Mark electrical cables for identification and disconnect at wheel motors. Loosen cable grips and pull cables free. 5. Remove rear tires as covered in this Section. 6. Remove wheel motors as covered in this Section. 7. Block up truck frame and remove rear HYDRAIR® suspension as outlined in Section "H". 8. Remove hitch pin as outlined previously in this Section. 9. Remove anti-sway bar as outlined earlier in this Section.
NOTE: Make sure body is empty before raising truck off ground.
1. Block front wheels to prevent movement and bleed air pressure from hydraulic tank and bleed steering and brake accumulators. NOTE: When lifting earlier model trucks that have a rounded surface on the bottom side of the rear axle housing, a jack adapter (refer to Section "M", Options and Special Tools) is required. Later models have a flat, reinforced bottom surface and do not require the adapter. 2. Raise the rear end of truck until tires clear the ground. Use support stands or cribbing to block under rear axle housing. 3. Remove the inner and outer dual tires from wheel motor. Refer to Section "G" for tire removal instructions. 4. Drain oil from wheel motor gear case. NOTE: To aid in assembly tag all lines and electrical connections prior to disassembly.
Installation 5. Disconnect brake, lubrication and electrical connections from wheel motor.
1. Position rear axle housing under frame. 2. Align hitch pin bores and install hitch pin. 3. Install anti-sway bar. 4. Install rear suspensions, as covered in Section "H". 5. Install wheel motors. 6. Install rear tires, as covered in Section "G". 7. Route electrical cables through cable grips on right hand side of the axle housing. 8. Connect electrical cables to motorized wheels inside rear axle housing using identifications made at removal. 9. Reconnect all brake lines, air and lube lines. Bleed brake and lube lines. 10. Connect large cooling air duct and clamp securely.
Make sure lifting devices are capable of handling the load safely. The chart below shows approximate weights of the wheel motor with brake assemblies installed. Model
Approximate Weight
GE772
12,100 lbs. (5 489 kg.)
GE776HS/KS
15,100 lbs. (6 849 kg.)
GE791
15,500 lbs. (7 031 kg.)
GE788
23,300 lbs. (10 569 kg.)
6. Attach a lifting device to wheel motor and take up slack. Remove capscrews securing wheel motor to rear housing. Refer to appropriate General Electric Service Manual for complete service instructions on electric wheel motor.
G05004 06/03
Rear Axle Housing
G5-1
Cleaning and Inspection 1. Thoroughly clean the capscrew holes and mounting faces of the rear housing and the wheel motor. 2. Check mounting faces of wheel motor and rear axle housing for nicks, scratches or other damage. 3. Refer to GE Service Manual for "Disassembly" and "Assembly" procedures.
Installation Maximum Capscrew Usage
High tightening force is required to attach wheel motors. Repeated tightening operations will cause capscrew material to fatigue and break. DO NOT reuse mounting hardware (capscrews and hardened washers) more than twice after original installation (3 total - see NOTE below). Replace capscrews and washers after third use. NOTE: The following method is suggested to control the “3 - Use” maximum: Punch mark the capscrew heads with a center punch after each tightening as follows: Initial Installation. . . . . . . . . . . . . No (0) marks. Second Installation . . . . . One (1) punch mark. Third Installation . . . . . . Two (2) punch marks. Wheel motor mounting capscrews are specially hardened bolts that meet or exceed Grade 8 specifications. Replace only with bolts of correct hardness. Refer to Komatsu Parts Catalog for correct part number. Before installation, inspect each capscrew for any defects and number of punch marks. Replace capscrew and related hardware if two punch marks are evident; do not reuse if any defect is suspected. Hardware showing signs of rust, corrosion, galling or local yielding on any seat or thread surfaces should be replaced. Replace all wheel motor mounting hardware if the truck was operated with the wheel motor mounting in a loose joint condition.
Make sure lifting devices are capable of handling the load safely. The chart below shows approximate weights of the wheel motor with brake assemblies installed. Model
Approximate Weight
GE772
12,100 lbs. (5 489 kg.)
GE776HS/KS
15,100 lbs. (6 849 kg.)
GE791
15,500 lbs. (7 031 kg.)
GE788
23,300 lbs. (10 569 kg.)
1. Install two guide pins 180° apart in the rear axle housing. 2. Lift wheel motor into position on the rear axle housing. Make sure all cables and lines are clear before installation. 3. Install lubricated capscrews and flat washers securing wheel motor to axle housing. Snug up all capscrews and then final tighten (alternating capscrews 180° apart) to 1480 ft.lbs. (2007 N.m) torque. 4. Connect all cables and lines to their appropriate location on the wheel motor. 5. Insure wheel motor breathers are properly installed. No sharp bends or kinks in hoses are allowed in any line between the wheel motors and the breathers. 6. Raise truck, remove support stands, or cribbing. 7. Fill wheel motor gear case with oil specified in the Lubrication and Service Section.
REAR AXLE HOUSING BUMPER PAD Bumper pads on the axle housing should be replaced as they become worn. Dump body does not need to be removed to change bumper pads. 1. Raise frame off the axle housing far enough to remove bumper pads. Place blocks between frame and axle housing and secure in place. 2. Remove capscrews and lockwashers. Remove bumper pad and install new pad. 3. Install capscrews and lockwashers and torque to 25 ft.lbs. (34 N.m) torque. 4. Remove blocks and lower frame.
G5-2
Rear Axle Housing
06/03 G05004
SECTION H HYDRAIR® II SUSPENSIONS INDEX FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4 Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4 OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1 Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1 HYDRAIR® Service Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1 Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2 Support Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2 Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Rear Suspension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Nitrogen Gas and Hydrair® Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
H01004 7/89
Index
H1-1
NOTES:
H1-2
Index
H01004 7/89
FRONT SUSPENSION FRONT SUSPENSION The HYDRAIR®II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The front suspension cylinders consist of two basic components; a suspension housing attached to the truck frame and a suspension rod attached to the front spindle. The front suspension rods also act as kingpins for steering the truck. The HYDRAIR®II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.
FIGURE 2-1. SUSPENSION CHARGING VALVE 1. Charging Valve Guard
2. Suspension 3. Charging Valve
Removal 1. Park unloaded truck on hard level surface. Block wheels and set parking brake. Remove front wheel and tire as per “Removal” instructions in Section “G”, Front Tire and Rim. Remove front wheel hub and spindle as covered in Section “G”. 2. Remove boot clamp and boot from around suspension. 3. Discharge nitrogen pressure from suspension by removing charging valve guard (1, Figure 22) and charging valve cap (2). Turn the charging valve swivel nut (small hex) (3) counterclockwise 3 full turns to unseat valve seal (DO NOT turn more than three turns). DO NOT TURN LARGE HEX (see DANGER below). Wearing face mask or goggles, depress valve stem until all nitrogen pressure has been relieved.
FIGURE 2-2. CHARGING VALVE INSTALLATION 1. Charging Valve Guard 2. Charging Valve Cover
3. Swivel Nut (Small Hex) 4. Charging Valve Body (Large Hex)
Make certain only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 4. After all nitrogen pressure has been relieved, remove charging valve assembly (Figure 2-3) and discard O-ring (9). 5. Place a suitable container under suspension cylinder. Remove bottom drain plug (6, Figure 2-8) and allow cylinder to drain completely.
H02005 3/94
FIGURE 2-3. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
Front Suspensions
6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring
H2-1
NOTE: Front HYDRAIR®II suspensions are equipped with lower bearing retainer puller holes. If only rod wiper, rod seals, bearing, retainer, O-ring, and backup ring replacement are required, it will not be necessary to remove suspension from truck.
7. Attach fork truck or suitable lifting device to suspension.
6. If only rod wiper, rod seals, bearing, bearing retainer, O-ring and backup rings are to be replaced, refer to Steps a. through c. for lower bearing removal.
The front HYDRAIR®II suspension weighs approximately 5140 pounds (2330 kg). Be certain the lifting device to be used is of sufficient capacity to handle load.
a. Remove lower bearing retainer capscrews and hardened washers (24 & 28, Figure 2-8). Install puller bolt. b. Turn in puller bolt to aid in the removal of bearing retainer. Remove lower bearing retainer (20). c. Remove wiper (23), rod seal (21 & 22), Oring (9), backup ring (10) and bearing (27).
8. Remove capscrews and washers (1, Figure 24) and nuts and washers (2). 9. Remove capscrews and washers (8), and nuts and washers (10). 10. Remove capscrews and washers (6), and spacers (9). 11. Move suspension to a clean work area for disassembly. Installation Use the following procedure for preparing mounting surfaces and mounting hardware. 1. The mounting surface of both the suspension and the frame must be clean and dry. Use a cleaning agent that does not leave a film after evaporation, such as trichlorethylene, tetrachlorethylene, acetone, or lacquer thinner.
When using a cleaning agent, follow the manufacturer's instructions for use, proper ventilation and/or use of breathing apparatus. 2. Inspect suspension and frame mounting surfaces and spotfaces for flatness. Surface finish not to exceed 250 (RMS). Surface flatness to be within 0.010 in. (0.254 mm). 3. Clean and dry all capscrews, nuts and washers as stated in Step 1, above. FIGURE 2-4. SUSPENSION INSTALLATION 1. Capscrew & Washers 2. Nuts & Washers 3. Housing 4. Mounting Surface 5. Shear Bar 6. Capscrew & Washers
H2-2
7. Piston 8. Capscrews & Washers 9. Spacer 10. Nuts & Washers
NOTE: The use of dry threads in this application is not recommended. Due to the high tightening forces required to load these capscrews, dry threads may cause damage to tools.
Front Suspensions
H02005 3/94
4. Lubricate capscrew threads, capscrew head seats, washer face, and nut seats with a rust preventive compound. Approved sources are: • AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Company, also American Oil Company. • RUSTOLENE D grease from Sinclair Oil Company.
Before installation, inspect each capscrew for any defects and number of punch marks. Replace capscrew and related hardware if two punch marks are evident; do not reuse if any defect is suspected. Hardware showing signs of rust, corrosion, galling or local yielding on any seat or thread surfaces should be replaced. Replace all suspension mounting hardware, if the truck was operated with the suspension mounting in a loose joint condition.
• GULF NORUST #3 from Gulf Oil Company. • RUST BAN 326 from Humble Oil Company. • 1973 RUSTPROOF from the Texas Company. • RUST PREVENTIVE GREASE-CODE 312 from the Southwest Grease and Oil Company. NOTE: If none of the rust preventive greases listed above are available for field assembly, use one of the following lubricants: •SAE 30 weight oil. •3% Molybdenum - Disulphide Grease
High tightening force is required to load front suspension mounting capscrews. Repeated tightening operations will cause capscrew material to fatigue and break. DO NOT reuse mounting hardware (capscrews, hardened washers, and nuts) more than twice after original installation (3 total see NOTE below). Replace capscrews, washers and nuts after third use.
5. Attach fork truck or lifting device to suspension and mount suspension to the truck frame making sure shear bar (5, Figure 2-4) is in place. Install fourteen capscrews (1, 6, 8) with hardened washers and nuts. Four bottom holes tapped into suspension housing require capscrews (6) with hardened washers, and spacers (9) only. 6. The capscrews are now ready for the first step of preloading using "TURN-OF-THE-NUT" Tightening Procedure. NOTE: The "Turn-of-the-Nut" tightening procedure was developed for high strength 1 1/2" UNC capscrews (grade 8 or better). Do not use this tightening method for capscrews of lesser grade/size.
NOTE: The following method is suggested to control the "3 - Use" maximum: Punch mark the capscrew heads with a center punch after each tightening as follows: •Initial Installation
- No (0) marks.
•Second Installation - One (1) punch mark. •Third Installation
- Two (2) punch marks.
Suspension mounting capscrews are specially hardened bolts to meet or exceed Grade 8 specifications. Replace only with bolts of correct hardness. Refer to Haulpak Parts Catalog for correct part number.
FIGURE 2-5. INSTALLATION OF HARDENED FLAT WASHER 1. Hardened Flat Washer
2. Capscrew
NOTE: Special hardened flat washers are punched during the manufacturing process; therefore, when used under the capscrew head they must be assembled with the inside diameter radius of the hole toward the head (punch lip away from head) to prevent damage to the fillet between capscrew head and shank. See illustration above.
H02005 3/94
Front Suspensions
H2-3
"TURN-OF-THE-NUT" Tightening Procedure a. Tighten all fourteen capscrews (1, 6, 8, Figure 2-4) to 400 ±40 ft. lbs. (542 ±5 N.m) torque. Use a torque wrench of known calibration. b. Maintain this torque on the top two corner capscrews and the bottom outer two capscrews (8) on each side (the 4 bottom capscrews with nuts). c. Loosen the 8 remaining capscrews and then tighten again using "TURN-OF-THE-NUT" Tightening Procedure as follows: d. For the 6.0 Figure 2-4), ft. lbs. (95 using Steps 2-5.
in. (15 cm) long capscrews (1, tighten capscrews initially to 70 N.m) torque; then advance 60 d1. through d3. Refer to Figure
d1. Mark a reference line on a corner of the hexagonal capscrew head or nut and the mounting surface opposite this corner as shown. Then mark the position located 60 or 90° clockwise relative to the first reference line on the mounting surface. Refer to Figures 2-5 and 2-6. d2. To insure that the opposite end of the turning member, either the capscrew head or nut remains stationary, scribe a reference mark for this check. d3. Each corner of a hexagon represents 60. The turning members, either the capscrew head or nut, is turned until the marked corner is adjacent with the marked reference line. Check to make sure that the opposite end of the turning member has NOT turned during the tightening procedure. NOTE: Do not exceed 4 RPM tightening speed. Do not hammer or jerk wrench during the tightening procedure. e. Loosen the top two corner capscrews and the bottom outer two capscrews on each side (the 4 bottom capscrews with nuts) and repeat "Turn-of-the-Nut" procedure (Steps 2d. - 2d3.) for these remaining 6 capscrews.
FIGURE 2-6. REFERENCE MARKS FOR 60° ADVANCE For the 0.75 in. (27.3 cm) long capscrews (6, 8, Figure 2-4), tighten capscrews initially to 150 ft. lbs. (203 N.m) torque; then advance 90° using Steps d1. through d3. Refer to Figure 2-6.
NOTE: If, for any reason, these fasteners need to be checked for tightness after completing the above procedure, loosen and inspect all 14 capscrews and repeat entire process, starting with cleaning and lubricating capscrews, washers, and nuts. In addition, the capscrew head will need to be appropriately marked to show an additional use. 7. Charge suspension with dry nitrogen to fully extend suspension piston before installing front wheel hub and spindle. 8. Install wheel, spindle, and tire according to instructions in Section “G”. 9. Service the suspension. For instructions refer to HYDRAIR®II “Oiling and Charging Procedure”. 10. Install suspension boot and secure with clamp.
FIGURE 2-7. REFERENCE MARKS FOR 90° ADVANCE
H2-4
Front Suspensions
H02005 3/94
Disassembly NOTE: Refer to your HAULPAK® Distributor for HYDRAIR®II repair information and instructions not covered in this manual. 1. With suspension held in a vertical position (end cap up), remove capscrews and hardened washers (1, Figure 2-7). Attach hoist to end cap (3) and lift end cap out of suspension housing (12) until spacer (8) contacts bearing retainer (4). Remove capscrews (5). Lift end cap (3) and bearing retainer from housing (12). 2. Remove roll pin (10), nut (9) and spacer (8). Separate end cap and bearing retainer. Remove O-rings and backup rings (2). 3. Rotate the suspension 180°. NOTE: Steel balls (13) will fall free when the housing is rotated. 4. Attach lifting device to the piston (11, Figure 27) and carefully lift out of housing (12). 5. Remove capscrews and washers (24, 28, Figure 2-8) and remove bearing retainer (20). 6. Remove and discard rod seal (21) step seal (22) and rod wiper (23). Remove and discard Oring and backup ring (9 and 10).
Cleaning and Inspection
When using cleaning agents follow the solvent manufacturer's instructions. 1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after evaporation such as Trichlorethylene, Acetone, or Lacquer Thinner. 2. Inspect all parts for evidence of wear or damage. Inspect plated surfaces for scratches, nicks, or other defects. Replace or repair defective parts.
H02005 3/94
FIGURE 2-8. PISTON ROD REMOVAL 1. Capscrews 2. O-Ring & Backup Ring 3. End Cap 4. Bearing Retainer 5. Capscrew 6. Ring 7. Bearing
Front Suspensions
8. Spacer 9. Nut 10. Roll Pin 11. Piston 12. Housing 13. Steel Ball 14. Hardened Washer
H2-5
Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean HYDRAIR® suspension oil (see Oil Specification under “Oiling and Charging Procedure”).
Take care not to damage the machined or plated surfaces, O-rings or seals when installing piston assembly. 1. If only the lower bearing retainer (20, Figure 28) was removed refer to the following Steps “a”. through “c”. for assembly instructions. a. Install new bearing (27), rod seal (21), step seal (22) and rod wiper (23). Install new Orings (9) and backup ring (10) in their appropriate grooves in the bearing retainer (20). NOTE: Backup rings must be positioned toward the flange of bearing retainer. As shown in Figure 2-10. b. Press lower bearing retainer (20, Figure 2-8) into place and secure with capscrews and hardened washers (24 & 28). Tighten capscrews to 175 ft. lbs. (237 N.m) torque. c. Install wheel, tire and spindle assembly. Refer to steps in Section “G”, Wheel, Tire and Spindle Installation for installation instructions. NOTE: If complete suspension disassembly was performed, follow Steps 2 through 13 for complete reassembly instructions.
FIGURE 2-9. HYDRAIR®II FRONT SUSPENSION 1. Plug 2. Guard Cap 3. Charging Valve Assy. 4. Gasket 5. End Cap 6. Plug 7. Capscrew 8. Hardened Washer 9. O-Ring 10. Backup Ring 11. Capscrew 12. Hardened Washer 13. Upper Bearing Retainer 14. Housing
H2-6
15. Steel Check Ball 16. Spacer 17. Locknut 18. Roll Pin 19. Piston 20. Lower Bearing Retainer 21. Rod Seal 22. Step Seal 23. Rod Wiper 24. Capscrew 25. Suspension Oil 26. Upper Bearing 27. Lower Bearing 28. Hardened Washer
Front Suspensions
FIGURE 2-9. FRONT SUSPENSION
H02005 3/94
3. Install lower bearing retainer (20, Figure 2-8) into lubricated suspension housing. Install capscrews and hardened lockwashers (24 & 28) into lower bearing retainer and tighten to 175 ft. lbs. (237 N.m) torque. 4. Install new bearing (7, Figure 2-7) onto upper bearing retainer (4). Slide upper bearing retainer (4) over end cap rod (3). 5. Install spacer (3, Figure 2-9). Make sure spacer is fully seated against the rod shoulder. Install locknut (4) snugly against spacer (3). Turn locknut one half turn until hole for the roll pin (5) is in alignment. Install roll pin (5). 6. Install upper bearing retainer (4, Figure 2-7) onto piston rod (11). Secure retainer in place with ring (6) and NEW capscrews (5). Tighten capscrews to 500 ft. lbs. (678 N.m) torque. NOTE: ALWAYS use new capscrews (5, Figure 2-7) during assembly. Used capscrews will be stressed and fatigued because of loads imposed on these capscrews during operation. NOTE: Backup rings must be positioned toward the flange on the end cap (3).
FIGURE 2-10. END CAP ASSEMBLY 4. Locknut 1. End Cap 5. Roll Pin 2. Upper Bearing 6. Wrench Retainer 3. Spacer
7. Install two ball checks (13, Figure 2-7) into piston rod receptacles. A small amount of petroleum jelly will prevent balls from dropping out during assembly.
2. Install new bearing (27), rod seal (21), step seal (22), and rod wiper (23). Install new O-rings (9) and backup rings (10) in their appropriate grooves in the bearing retainer (20). NOTE: Backup rings must be positioned toward flange at bearing retainer. (See Figure 2-10).
8. With suspension housing in a vertical position carefully install the piston rod (19, Figure 2-8), bearing retainer (13), and end cap (5) into the lubricated bore of the cylinder housing to its fully retracted position 9. Rotate suspension housing and install capscrew and hardened washers (7 & 8) and tighten to 175 ft. lbs. (237 N.m) torque. 10. Install bottom plug (6) and tighten to 13 ft. lbs. (17.5 N.m) torque. 11. Install charging valve (3) and new O-ring (4). Lubricate O-rings with clean HYDRAIR® oil before threading into end cap. Tighten large hex of charging valve to 16.5 ft. lbs. (27.4 N.m) torque.
FIGURE 2-11. BACK-UP RING PLACEMENT
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Front Suspensions
H2-7
NOTES:
H2-8
Front Suspensions
H02005 3/94
REAR SUSPENSION REAR SUSPENSION The HYDRAIR®II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight: less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two basic components; a suspension housing attached to the truck frame and a suspension rod attached to the final drive center case. The HYDRAIR®II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.
Make certain only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. NOTE: An overhead crane can also be used to lift the frame until the cylinders are fully extended. 2. With suspension piston fully extended place a block between frame pad and center axle pad. Refer to Figure 3-2.
Removal 1. Remove suspension boot clamp and boot. Remove charging valve cap, (1, Figure 3-1) loosen small hex (4) on charging valve and turn counterclockwise three full turns (DO NOT turn more than three turns) to unseat valve seal, connect suspension charging kit. Charge the suspension to be removed with dry nitrogen to fully extend suspension piston. After suspension is charged, disconnect charging kit.
FIGURE 3-2. REAR SUSPENSION BLOCK PLACEMENT 1. Rear Suspension 2. Final Drive Case
FIGURE 3-1. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
H03001 9/90
6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring
3. Place Blocks Here 4. Frame
3. Disconnect anti-rotational cable (2, Figure 3-3) from suspension to be removed. Disconnect upper and lower lubricating lines (3). Remove upper locknut (4) securing suspension to frame structure. 4. Attach fork truck or lifting device to suspension and take up slack. To aid in suspension removal, install a lifting eye into tapped boss at the top of the suspension.
Rear Suspensions
H3-1
The rear HYDRAIR®II suspension weighs approximately 1,150 pounds (552 kg). Be certain the capacity of the lifting device used is sufficient for lifting this load. 5. Slowly depress charging valve stem to relieve all nitrogen pressure. As cylinder retracts, upper ball stud stem will be pulled from mounting hole. Wear a face mask or goggles while relieving nitrogen pressure .
2. Attach fork truck or lifting device to suspension and raise into position. Insert lower ball stud stem into mounting hole. Use care during ball stud stem installation to prevent damage to threaded area. NOTE: To aid in suspension installation install a lifting eye into tapped boss at the top of the suspension. Keep lifting device attached until top ball stud is secured into frame mounting. 3. Lubricate ball stud threads and install spacer and locknut. Tighten locknut to 2770 ft. lbs. (3755 N.m) torque. NOTE: Rotate each suspension until charging valves are accessible from the rear of the truck. This will assure bolt holes for anti-rotational cable will be in the proper location. 4. Attach charging kit to charging valve. Slowly charge suspension with dry nitrogen. As the suspension begins to extend, align top ball stud with mounting hole in frame. NOTE: Use care during charging procedure to prevent damage to threaded area on ball stud. 5. Install ball stud spacer and locknut. Tighten locknut to 2770 ft. lbs. (3755 N.m) torque. 6. Apply an additional amount of nitrogen to raise frame off of blocks and remove blocks or use lifting device if available. 7. Connect lubrication lines and anti-rotation cable. 8. Service the suspension. For instructions, refer to HYDRAIR®II "Oiling and Charging Procedure".
FIGURE 3-3. REAR SUSPENSION REMOVAL 3. Lubrication Lines 1. HYDRAIR® 4. Upper Locknut Suspension 5. Lower Locknut 2. Anti-Rotational Cable 6. Remove lower ball stud locknut. Slowly raise suspension to remove lower ball stud stem from center axle mounting hole. NOTE: While lifting suspension from drive case mounting hole, take care to prevent damage to ball stud threads. 7. Clean the exterior of the suspension thoroughly and move to a clean work area for disassembly. Installation
9. Install suspension boot and secure in place with clamp. NOTE: Tighten ball stud locknuts again to 2770 ft. lbs. (3755 N.m) torque after one shift of operation. Disassembly 1. Depress charging valve stem to insure all nitrogen gas pressure has been released prior to charging valve removal. Wear face mask or goggles while relieving nitrogen gas. 2. Remove charging valve. Remove and discard charging valve O-ring. NOTE: Place rear suspension in a vertical position (piston rod up). Suspension will contain oil which will drain through the charging valve port.
1. Clean suspension mounting surfaces thoroughly on center axle and frame.
H3-2
Rear Suspensions
H03001 9/90
3. Remove capscrew and hardened washer (19 & 4, Figure 3-4) and pull suspension piston assembly (14) from housing. 4. Slide lower bearing (16) from piston (14). Remove capscrew and hardened washers (11 & 12), remove upper bearing (13) from piston rod. Remove ball checks (21) from piston. 5. Remove and discard wiper (17), rod seal (15), O-rings (6) and backup rings (7) from lower bearing. 6. Using spanner wrench (VN1392), remove locknut (23) and retainer plate (22). 7. Using spanner wrench (VN1388), remove ball retainer (27), remove and discard O-ring (25). Remove ball stud (26) and ball liner (20). 8. Remove capscrews and hardened washer (3 & 4), remove ball stud housing (5) from suspension housing (8). Remove and discard O-rings (6) and backup rings (7). 9. Using spanner wrench (VN1392), remove locknut (23) and ball retainer (22). 10. Using spanner wrench (VN1388), remove ball retainer (27), remove and discard O-ring (25). Remove ball stud (26) and ball liner (20).
FIGURE 3-4. HYDRAIR®II REAR SUSPENSION 1. Pipe Plug 2. Charging Valve Assembly. 3. Capscrew 4. Hardened Washer 5. Ball Stud Housing 6. O-Ring 7. Backup Ring 8. Housing Suspension 9. Gasket 10. Pipe Plug 11. Capscrew 12. Hardened Washer 13. Upper Bearing
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14. Piston 15. Rod Seal 16. Lower Bearing 17. Rod Wiper 18. Suspension Oil 19. Capscrew 20. Ball Liner 21. Check Ball 22. Retainer Plate 23. Locknut 24. Grease Fitting 25. O-Ring 26. Ball Stud 27. Ball Retainer
FIGURE 3-5. REAR SUSPENSION HOUSING 1. Charging Valve 2. End Cap 3. Lifting Holes 4. Lockwasher
Rear Suspensions
5. Locknut 6. Retainer 7. Ball Stud
H3-3
When using cleaning agents follow the solvent manufacturer's instructions. Cleaning and Inspection 1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after evaporation, such as Trichlorethylene, Acetone, or Lacquer Thinner. 2. Dry all parts completely using only dry, filtered compressed air and lint free wiping materials. 3. Inspect all parts for evidence of wear or damage. Inspect plated surfaces for scratches, nicks or other defects. Replace or repair any damaged parts. NOTE: If other repairs are necessary, refer to your local HAULPAK® Distributor for repair information and instructions not covered in this Manual.
FIGURE 3-6. BALL STUD HOUSING INSTALLATION 1. Ball Stud Housing 2. O-Ring & Backup Ring
3. Housing
4. Lubricate ball stud (26) with Multi-purpose grease No. 2 with 3% Molybdenum Disulphide. Install ball stud.
Assembly Assembly must be accomplished in a clean, dust free work area. All parts must be completely clean, dry and free of rust or scale. Lubricate all interior parts and bores with clean suspension oil (see Oil Specifications under "Oiling and Charging Procedure"). 1. Install ball liner (20, Figure 3-4) into ball stud housing (5). Install new O-rings (6) and backup rings (7) in ball stud housing (5). NOTE: Prior to securing ball stud housing (5) to suspension housing (8), lifting ring holes should be parallel to warning plate on suspension housing.
NOTE: Position ball stud so that lubrication fittings are directly above warning plate. Both top and bottom lubrication fittings should be in line. 5. Install new O-ring (25) in ball retainer (27). Install ball retainer (27) into ball stud housing (5) and tighten to 750 ft. lbs. (1017 N.m) torque. 6. Install retainer plate (22) and locknut (23). Tighten locknut to 500 ft. lbs. (678 N.m) torque. Bend locking washer against beveled recess of ball stud housing and locknut in at least 4 places.
2. Install ball stud housing (1, Figure 3-6) into suspension housing (3). Use care during installation to prevent damage to the O-rings. NOTE: Backup rings must be positioned toward the flange of the ball stud housing. (See Figure 3-7). 3. Install capscrews (3, Figure 3-4) and hardened washers (4). Tighten to 169 ±5 ft. lbs. (117 ±7 N.m) torque.
FIGURE 3-7. BACKUP RING PLACEMENT
H3-4
Rear Suspensions
H03001 9/90
8. Install ball liner into piston ball housing retainer. Lubricate ball stud (1, Figure 3-8) with Multi-purpose grease No. 2 containing 3% Molybdenum Disulphide. Install ball stud. NOTE: Position ball stud so that lubrication fittings are directly above warning plate. Both top and bottom lubrication fittings should be in line. 9. Install new O-ring (25, Figure 3-4) in ball retainer (27). Install ball retainer and tighten to 750 ft. lbs. (1017 N.m) torque. 10. Install retainer plate (22) and locknut (23). Tighten locknut to 500 ft. lbs. (678 N.m) torque. Bend locking washer against beveled recess of ball stud housing and locknut in at least 4 places.
FIGURE 3-8. BALL STUD ASSEMBLY 1. Ball Stud 2. Ball Stud Housing
11. With housing in vertical position (open end up), slide piston rod (14) into lubricated housing bore. Use care during piston installation to prevent damage to machined surfaces.
3. Ball Stud Liner
7. Install ball checks (21). Ball checks are retained in place by upper bearings (13). Install upper bearing onto piston rod (14). Secure bearing in place with capscrews and hardened washer (11 & 12). Tighten capscrews to 86 ±5 ft. lbs. (117 ±7 N.m) torque.
12. Install new rod seal (15), rod wiper (17), O-rings (6) and backup rings (7) in their appropriate grooves in lower bearing retainer. NOTE: Backup rings must be positioned toward the flange of lower bearing. (See Figure 3-7).
13. Slide lower bearing (16) onto lubricated piston rod. Install capscrew and hardened washers (19 & 4) and tighten to 169 ±5 ft. lbs. (117 ±7 N.m) torque. 14. Turn suspension over and fill with 10 gallons (37.9 liters) of suspension oil. Refer to Oil Specification under "Oiling and Charging Procedure". 15. Using new O-ring install charging valve. Tighten large hex of charging valve to 16.5 ft. lbs. (22.4 N.m) torque.
H03001 9/90
Rear Suspensions
H3-5
NOTES:
H3-6
Rear Suspensions
H03001 9/90
OILING AND CHARGING PROCEDURES GENERAL
EQUIPMENT LIST
These procedures cover Oiling and Charging of HYDRAIR®II suspensions on HAULPAK® trucks. HYDRAIR®II suspensions which have been properly charged will provide improved handling and ride characteristics while also extending the truck frame fatigue life and tire wear.
HYDRAIR® Charging Kit Jacks and/or Overhead Crane Support Blocks (Front and Rear) for:
NOTE: Inflation pressures and exposed piston lengths are calculated for a normal truck gross vehicle weight (GVW). Additions to truck weight by adding body liners, tailgates, water tanks, etc. should be considered part of the payload. Keeping the truck GVW within the specification shown on the Grade/ Speed chart in the operator cab will extend the service life of the truck main frame and allow the HYDRAIR®II suspensions to produce a comfortable ride.
HYDRAIR® Oil (See Specifications Chart)
• Oiling height • Nitrogen Charging height
Dry Nitrogen (See Specifications Chart)
HYDRAIR® CHARGING KIT Assemble service kit as shown in Figure 4-1 and attach to container of pure dry nitrogen (8). Installation of Charging Kit 1. Remove protective covers and charging valve caps from suspensions to be charged. 2. Turn "T" handles (1, Figure 4-1) of adapters (2) completely counterclockwise.
All HYDRAIR®II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety instructions, Cautions, and Warnings provided in the following procedures to prevent any accidents during Oiling and Charging.
3. Be certain outlet valves (3) and inlet valve (4) are closed (turned completely clockwise).
Proper charging of HYDRAIR®II suspensions requires that three (3) basic conditions be established in the following order: 1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct and this dimension be maintained during nitrogen charging. 3. Nitrogen charge pressure must be correct. For best results, HYDRAIR®II suspensions should be charged in pairs (fronts together and rears together). If rears are to be charged, the fronts should be charged first. NOTE: Set up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after truck has been operated, these dimensions may vary.
FIGURE 4-1. HYDRAIR® CHARGING KIT 1. “T” Handle Valve 2. Charging Valve Adapter 3. Manifold Outer Valves (from gauge) 4. Inlet Valve (from regulator) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas (Specifications Figure 4-6) NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N.
H04004 10/96
Oiling and Charging Procedures 445E/510E/630E/685E
H4-1
4. Turn swivel nut (small hex) on charging valve 3 full turns counterclockwise to unseat valve (DO NOT turn more than three turns). 5. Attach charging valve adapters (2) to each suspension charging valve stem. 6. Turn "T" handles (1) clockwise (this will depress core of charging valve and open gas chamber of suspension). 7. Open both outlet valves (3). By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together. Removal of Charging Kit
FIGURE4-2. REAR SUSPENSION SUPPORT BLOCKS
1. Close both outlet valves (3). 2. Turn "T" handles (1) counterclockwise to release charging valve cores. 3. Remove charging valve adapters (2) from charging valves. 4. Tighten swivel nut (small hex) on charging valve. 5. Install charging valve caps and protective covers on both suspensions.
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the correct exposed piston rod extensions. Exposed piston rod extensions are specified for both oil level and nitrogen charging for HYDRAIR®II suspensions. These dimensions are listed in tables below Figures 4-3, 4-5, and 4-6. Measure dimensions from face of cylinder gland to machined surface on spindle or to top of bottom support bracket as shown. Do NOT include capscrew heads in measurements.
To establish Dimension "A": a. Park empty truck on a hard level surface. Block wheels, apply parking brake. Vent any existing nitrogen charge from rear suspensions. b. Using overhead crane or jacks of sufficient capacity to support weight of truck, lift rear of truck to expose correct suspension extension for OILING HEIGHT. c. Measure distance between frame and center case. See NOTE below. Record the measurements as Dimension "A" for OILING HEIGHT. d. Lift truck higher to expose correct suspension extension for NITROGEN CHARGING. e. Measure distance between frame and rear axle housing. See NOTE below. Record the measurements as Dimension "A" for NITROGEN CHARGING. f. Lower truck and fabricate blocks using dimensions recorded.
Support blocks may be made in various forms. Mild steel materials are recommended. For front suspensions, square stock or pipe segments [1 in. (25 mm) minimum] may be used. Blocks must be capable of supporting the weight of the truck during oiling and charging procedures. Refer to Figure 4-3 for front suspension support block placement and Figures 4-5 or 4-6 for rear support block placement.
NOTE: Blocks must straddle rubber pad on axle stops. Due to the pivot point geometry of the final drive assembly, the surfaces between the bottom frame rail and final drive bumper pad mount will not remain parallel as dimension "A" changes. When recording Dimension "A", make two measurements:
Figure 4-2 shows support blocks for rear suspensions which are placed between the truck frame and final drive centercase and which fit over the bumper pads. Dimension "A" must be determined to produce the Rod Extensions listed in the chart.
Fabricate support blocks to fit this space (Figure 4-2).
H4-2
A1 at the rear of the bumper pad, and A2 at the front of the bumper pad.
As an aid for identification for next use, support blocks may be color coded to mark them as used for: Truck Model; Oiling, or Charging for Front or Rear suspensions.
Oiling and Charging Procedures 445E/510E/630E/685E
H04004 10/96
FRONT SUSPENSION 1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Thoroughly clean area around charging valve on the suspensions. Remove protective covers from charging valves.
All HYDRAIR®II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging. Front Suspension Oiling
When blocks are in place on a suspension, they must be secured with a strap or other means to insure the blocks stay in place while being used. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released! 1. Position and secure oiling height dimension blocks in place (Figure 4-3) so when nitrogen pressure is released, suspensions will lower to rest on the blocks. Take care that blocks do not mar or scratch plated surface of the piston nor damage the wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. Place 2 blocks (180° apart) on each side of suspension to provide stability.
Wear a face mask or goggles while relieving nitrogen pressure. 2. Remove charging valve cap. Turn the charging valve swivel nut (4, Figure 4-4) counterclockwise three full turns to unseat valve (DO NOT turn more than three turns). DO NOT TURN LARGE HEX (6). The valve body must not be loosened until ALL nitrogen pressure has been vented from the suspension.
H04004 10/96
FIGURE 4-3. FRONT SUSPENSION
FRONT SUSPENSION DIMENSIONS TRUCK MODEL SIZE
OILING CHARGING CHARGING PRESSURE HEIGHT HEIGHT psi (kPa) in. (mm) in. (mm)
445E/120
1.5 (38)
9.0 (229)
330 (2275)
510E/140
1.5 (38)
9.0 (229)
330 (2275)
1.5 (38) 630E/170 3.25* 630E*/170 12” Dia. Rod (83)
9.0 (229) 8.0* (203)
390 (2689) 390* (2689)
1.5 (38) 630E/190 2.5* (64) 630E*/190 13” Dia. Rod
9.0 (229) 9.0 (229)
415 (2861) 415 (2861)
1.5 (38) 685E/210 2.5* (64) 685E*/210 13” Dia. Rod
9.0 (229) 9.0 (229)
400 (2758) 400 (2758)
*Units modified to add spacer ring on spindle top surface.
3. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen has been vented to atmosphere, the suspension should have collapsed slowly and be seated solidly on the support blocks. If equipped, remove top fill plug next to charging valve, (Figure 4-3). Remove charging valve.
Oiling and Charging Procedures 445E/510E/630E/685E
H4-3
2. Remove oiling blocks and install nitrogen charging blocks. Secure blocks so they will not fly free. Lower truck frame until the blocks are firmly and squarely seated between the spindle and the cylinder housing. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals. 3. If removed, install charging valve with new lubricated "O" ring (9, Figure 4-4), use clean HYDRAIR® oil. 4. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated counterclockwise three full turns. FIGURE 4-4. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut (small hex, 0.625 in.) 5. Rubber Washer
6. Valve Body (large hex nut - 0.75 in.) 7. O-Ring 8. Valve Stem 9. O-Ring
4. Use a plastic tube in the charging valve bore to bleed off trapped air inside the cylinder. On suspensions with no top fill plug, fill the suspension with clean HYDRAIR® oil until the cylinder is full to top of charging valve bore. On suspensions with top fill plug, fill the suspension with clean HYDRAIR® oil until the cylinder is full to top of fill plug bore. Drip pans should be used and all spillage cleaned from outside of suspension. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or bubbles from the oil. Add more suspension oil if necessary. Replace fill plug (if equipped) using a new O-ring. Replace charging valve with new lubricated "O" ring (9, Figure 4-4), use clean HYDRAIR® oil. Front Suspension Nitrogen Charging
Dry nitrogen is the only gas approved for use in HYDRAIR®II suspensions. Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown in chart (Figure 4-7). 5. Install HYDRAIR® Charging Kit and bottle of pure dry nitrogen. Charge the suspension with nitrogen gas to the pressure shown below Figure 4-3. DO NOT use an overcharge of nitrogen to lift the suspension off the blocks. 6. Shut off gas and remove charging kit components. 7. If charging valve is being reused, tighten swivel nut (4, Figure 4-4) to 4 ft. lbs. (5.4 N.m) torque. 8. If a new charging valve is being used, tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then loosen and retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. Again loosen swivel nut and retighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight). 9. Replace protective guard over charging valve.
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. With nitrogen charging blocks at hand (Figure 4-2), use crane or jacks to raise the truck to provide clearance for the blocks.
H4-4
10. Raise truck frame with crane or jacks to release the nitrogen charging dimension blocks and remove these blocks. The front HYDRAIR® suspensions are now ready for operation. Visually check extension with truck both empty and loaded. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted for future recharging work.
Oiling and Charging Procedures 445E/510E/630E/685E
H04004 10/96
REAR SUSPENSION 1. Park unloaded truck on a hard, level surface. Block wheels, apply parking brake. 2. Thoroughly clean around charging valves on suspensions. Remove protective covers from charging valves.
NOTE: If suspensions are collapsed, it will be necessary to raise the truck frame with a crane or jacks to install oiling dimension blocks. Be certain lifting apparatus capacity is adequate to hold truck weight.
Rear Suspension Oiling 1. If suspensions are extended, position oiling dimension support blocks in place (Figure 4-5, or "D", Figure 4-6). These supports are placed between the final drive case and the frame and should be fabricated to miss the rubber bumper pad on the final drive case. Use one block on each side of drive case. Rear supports can be made as shown in Figure 4-2.
Make certain all personnel are clear before relieving nitrogen pressure from the suspension. Use a face mask or goggles when venting nitrogen.
FIGURE 4-6. (PIN & BEARING MOUNT) REAR SUSPENSION DIMENSIONS TRUCK MODEL SIZE
FIGURE 4-5. REAR SUSPENSION (BALL STUD MOUNT) REAR SUSPENSION DIMENSIONS
OILING HEIGHT in. (mm)
CHARGING CHARGING PRESSURE HEIGHT psi (kPa) in. (mm)
630E - “A” 6.12 (155) 14.1 (359)
170 (1172)
630E - “B” 3.76 (96)
11.8 (299)
170 (1172)
685E - “A” 6.12 (155) 14.1 (359)
200 (1379)
685E - “B” 3.76 (96)
200 (1379)
11.8 (299)
Dimension “A” = Bottom of Housing to Bottom of Piston Cylinder.
TRUCK MODEL SIZE
OILING HEIGHT in. (mm)
CHARGING CHARGING PRESSURE HEIGHT psi (kPa) in. (mm)
445E/120
5.5 (140)
13.0 (330)
150 (1034)
510E/140
5.5 (140)
13.0 (330)
150 (1034)
Dimension “C” = Bottom of Piston Cylinder to End of Chrome Plating = 2.4” (60 mm).
630E/170
8.5 (216)
16.5 (419)
200 (1379)
Dimension “D” = Dimension Blocks Location.
630E/190
8.5 (216)
16.5 (419)
200 (1379)
685E/210
8.5 (216)
16.5 (419)
170 (1172)
H04004 10/96
Dimension “B” = Bottom of Housing to End of Chrome Plating.
Oiling and Charging Procedures 445E/510E/630E/685E
H4-5
2. Remove charging valve cap (1, Figure 4-4). Turn the charging valve swivel nut (4) counterclockwise three full turns (DO NOT turn more than three turns) to unseat valve seat. DO NOT TURN LARGE HEX (6). The charging valve body has a bleeder groove in its mounting threads but for safety of all personnel the valve body MUST NOT be loosened until ALL nitrogen pressure has been vented from the suspension. 3. Depress the charging valve core to release nitrogen pressure from the suspension. The suspension should have collapsed slowly as gas pressure was released. Truck weight is now supported by the support blocks. When nitrogen pressure has been vented to atmosphere, loosen and remove the charging valve. 4. Use a plastic tube to help bleed off trapped air inside the cylinder, fill the suspension with clean HYDRAIR® oil until the cylinder is full to the top of the charging valve bore. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or air bubbles from the oil. Add oil if necessary. Loosely install charging valve. Clean all spillage from outside of cylinder.
4. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated counterclockwise three full turns.
Dry nitrogen is the only gas approved for use in HYDRAIR®II suspensions. Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown in chart (Figure 4-7). 5. Install HYDRAIR® Charging Kit and bottle of pure dry nitrogen. Charge the suspensions with nitrogen gas to the pressure shown below Figure 4-5, or Figure 4-6. DO NOT use an overcharge of nitrogen to lift the suspension off of the blocks. 6. Shut off gas and remove charging kit components.
Rear Suspension Nitrogen Charging
7. If charging valve is being reused, turn swivel valve nut (4, Figure 4-4) clockwise, tighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).
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.
8. If a new charging valve is being used, tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then loosen and retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. Again loosen swivel nut and retighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).
1. With nitrogen charging support blocks at hand, raise rear of truck with crane or jacks to provide clearance for support blocks (Figure 4-5, or "D", Figure 4-6). 2. Install nitrogen charging dimension support blocks. Lower the truck frame until supports are firmly and squarely seated between the final drive case and the frame. 3. Install charging valve with new lubricated "O" ring (9, Figure 4-4). Use clean HYDRAIR® oil.
H4-6
9. Replace protective guard over charging valve. 10. Raise truck frame with crane or jacks to release the nitrogen charging supports and remove these support blocks. The rear HYDRAIR® suspensions are now ready for operation. Visually check piston extension both with truck empty and loaded. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering and suspension rebound should also be noted for future recharging work.
Oiling and Charging Procedures 445E/510E/630E/685E
H04004 10/96
HYDRAIR®II OIL SPECIFICATIONS Ambient Temperature Range
Part No.
Approved Sources
-30°F above (-34.5°C & above)
VJ3911
Mobil 424 Mobile D.T.E. 15 Texaco TDH Oil AMOCO ULTIMATE Motor Oil 5W-30
-55°F & above (-48.5°C & above)
VJ5925
Emery 2811, SG-CD, 5W-30 Mobil Delvac 1, 5W-30
Sunfleet TH Universal Tractor Fluid Chevron Tractor Hydraulic Fluid Conoco Power Tran III Fluid Petro Canada Duratran Fluid Shell Canada Donax TDL Petro Canada Super Arctic Motor Oil, 0W-30 Conoco High Performance Synthetic Motor Oil, 5W-30
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension. VJ3911 and VJ5925 oils are supplied in 5 gallon (19 Liter) cans.
NITROGEN GAS (N2) SPECIFICATIONS ®
Nitrogen gas used in HYDRAIR II Suspension Cylinders must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas
Property
Value
Nitrogen Water Dew Point Oxygen
99.9% Minimum 32 PPM Maximum -68°F (-55°C) Maximum 0.1% Maximum
FIGURE 4-7. SPECIFICATIONS CHART
H04004 10/96
Oiling and Charging Procedures 445E/510E/630E/685E
H4-7
NOTES:
H4-8
Oiling and Charging Procedures 445E/510E/630E/685E
H04004 10/96
SECTION J BRAKE CIRCUIT INDEX BRAKE CIRCUIT (J02016) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1 Brake Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1 Brake Circuit and Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE (J03001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1 Dual Hydraulic Brake Controller (J03001A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-1 Hydraulic Brake Accumulators (J03001B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Differential Pressure Manifold (J03001C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-21 Piloted Single Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 Dry/Slippery Road Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26 BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT (J04016). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1 BRAKE CIRCUIT COMPONENT LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1 Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1 Dual Controller and Piloted Single Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-2 Dry/Slippery Road Valver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-2 BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
FRONT WHEEL SPEED DISC BRAKES CARLISLE FRONT BRAKES (J05005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Brake Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Brake Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2 Brake Caliper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2 Brake Caliper Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 Brake Caliper Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Brake Conditioning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 ROCKWELL FRONT BRAKES (J05007) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Brake Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Brake Pad Conditioning (Burnishing) Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Temporary Brake Disconnect (Disable) Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-8
J01023
Index with Both Carlisle and Rockwell Brakes
J1-1
REAR ARMATURE SPEED DISC BRAKES CARLISLE REAR BRAKES (J06005). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1 Brake Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1 Brake Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2 Brake Caliper Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6 Brake Caliper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7 Brake Caliper Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-10 Brake Conditioning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-10 ROCKWELL REAR BRAKES (J06001) Brake Caliper, Disc and Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1 Caliper Piston Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4 Functional Test of Piston Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5 Brake Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-11 Brake Pad Conditioning (Burnishing) Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13 Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
REAR DISC PARKING BRAKES CARLISLE PARKING BRAKE (J07005) Caliper Removal (With Rockwell service brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Caliper Installation (With Rockwell service brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Caliper Removal (With Carlisle service brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Caliper Installation (With Carlisle service brakes). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5 Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Brake Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Brake Conditioning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 500 Hour Service Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 ROCKWELL PARKING BRAKE (J07004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Caliper Style Identification (SCL15 vs. SCL70) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2 Parking Brake Adjustment (SCL70) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2 Parking Brake Adjustment (SCL15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Park Brake Caliper Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 Park Brake Caliper Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 PARK BRAKE LINING Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 Conditioning (Burnish Procedure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7 BRAKE BLEEDING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
J1-2
Index with Both Carlisle and Rockwell Brakes
J01023
BRAKE CIRCUIT Operation The HAULPAK® truck is equipped with all-hydraulic actuated disc brakes. The front brake calipers apply braking effort to a single disc on each front wheel. Each rear wheel has two (armature-speed) discs with one caliper per disc. The outboard disc also contains a parking brake caliper. When the brake treadle (mounted on cab floor) valve is depressed, hydraulic brake pressure is directed to all brake calipers, resulting in braking effort. The braking effort is controlled with the Dual Hydraulic Brake Controller, a differential pressure manifold, a single piloted controller, a dry/slippery road solenoid valve and accumulators. As hydraulic oil enters the bleeddown manifold, it is directed to both the steering and brake circuits. Service brake pressure is directed from the bleeddown manifold to the piloted single controller valve and to the dual controller treadle valve at the same time. The piloted single controller utilizes a signal from the rear brake apply pressure. This signal keeps the pressure delivered to the front brakes in relation with the pressure delivered to the rear brakes. The dual controller independently controls the pressure of the service brakes on each rear wheel. Apply pressure can be modulated by use of the foot pedal from zero to maximum braking effort. Brake apply pressure from the dual controller is ported through the differential pressure manifold to the rear brakes. The pressure differential manifold also sends rear brake apply pressure to the piloted single controller. The differential manifold also detects an unbalance between the front and rear brake apply pressure. Two brake accumulators supply reserve pressure for service brakes, the third auxiliary brake accumulator supplies pressure to the auxiliary brake solenoid which is controlled by the brake lock or secondary brake switch. The brake lock switch mounted on instrument panel actuates brake circuit to apply the rear brakes during loading and dump. When the switch is placed in the "On" position, the rear brakes will be applied and the brake treadle will not be responsive to the operators control. The dry/road, slippery/road control switch permits the operator to select a braking action to compensate for "Dry" or "Slippery" road conditions.
J02016
The parking brake switch mounted on the instrument panel applies and releases the parking brake. When the secondary brake switch is placed in the "On" position, all service brakes will be applied. The brake treadle will not be responsive to operator control. If loss of brake supply pressure occurs, service brakes apply automatically. If pressure continues to decrease, the parking brake will also apply. A warning light will alert the operator to pressure loss before actual automatic brake application.
BRAKE CIRCUIT COMPONENT DESCRIPTION The hydraulic system of the HAULPAK® truck supplies oil for actuation or release of all brake circuits. As hydraulic fluid enters the bleeddown manifold, it is divided between the steering and brake circuit. Two brake accumulators supply reserve pressure for the service brakes, the third brake accumulator supplies pilot pressure for the brake lock and secondary brake. Service brake pressure is directed from the bleeddown manifold to the piloted single controller valve and the dual controller treadle valve assemblies at the same time. Hydraulic pressure directed to the dual controller treadle valve is divided and enters the valve through Ports "P". "PA" and "PPK". (Refer to Hydraulic Brake Schematic). Port "AA" supplies oil to pressurize the auxiliary accumulator [1 qt. (0.9 l) capacity] to 2500 psi (17.3 MPa) and supplies oil to the auxiliary brake solenoid. Port "P" is the main pressure supply for the rear service brakes and the rear service brake accumulators. Ports A1 and A2 supply full pressure to brake accumulators 2500 psi (17.2 MPa). Normal Brake Application Depression of the treadle valve will send a modulated pressure from ports B1 and B2 of 0-1425 ±75 psi (9.8 ±0.5 MPa) from the dual controller treadle valve through the pressure differential manifold to the rear brakes. At the same time (in Dry Road position), pressure is directed from the pressure differential manifold through the front brake cut-out solenoid and through the Dry/Slippery Road Valve to actuate the piloted single controller valve assembly, causing a modulated pressure of 0-2100 psi (0-14.7 MPa) minimum, 2500 psi (17.5 MPa) maximum, to be supplied to the front brake system. Maximum front brake pressure is controlled by the pilot unloading valve, located on the unloading valve.
Brake Circuit with Payload Meter
J2-1
FIGURE 2-1. HYDRAULIC CABINET (Behind Operator Cab) 1. Pressure Differential Manifold 2. Piloted Single Controller 3. Dry/Slippery Road Valve 4. Front Brake Cut-Out Solenoid
J2-2
5. Auxiliary Accumulator 6. Accumulators 7. Accumulator Bleed Down Valves
Brake Circuit with Payload Meter
J02016
Slippery Road Operation
Automatic Emergency Brake Application
When the Dry/Slippery road switch is placed in the slippery road position, the slippery road solenoid is energized, changing the pilot supply to the piloted single controller which reduces the delivery pressure to the front brakes. When the treadle valve is depressed, the front brake pressure will be modulated between 0-1425 ±75 psi (9.8 ±0.5 MPa) while rear brake pressure will remain unchanged.
When an emergency situation caused by a loss of brake supply pressure occurs and circuit pressure drops to 1850 psi (13 MPa), the low brake pressure warning light and low steering pressure warning light and warning buzzer will sound.
Wheel Brake Lock Operation With the brake lock switch in the "On" position, the auxiliary brake solenoid and the front brake cut-out solenoid will be energized. The auxiliary brake solenoid allows system pressure from port "PA" and the auxiliary accumulator to depress the treadle valve plungers applying full unmodulated pressure [1425 ±75 psi (9.8 ±0.5 MPa)] to the rear brake system. The front brake cut-out solenoid will be energized and prevent pilot oil from flowing to the piloted single controller resulting in no oil to the front brakes. NOTE: When wheel brake lock or secondary brake is used, rear brake pressures may read 50-100 psi (0.3-0.7 MPa) higher than brake pressures recorded during brake treadle application. Secondary Brake Switch Operation When the secondary brake switch is moved to the "On" position, all service brakes will be applied. The brake treadle will not be responsive to operator control.
As pressure decreases to 1600 psi (11.2 MPa), the emergency automatic apply pressure switch will close, energizing the auxiliary brake solenoid and the slippery road solenoid. When this occurs, all service brakes will be applied and the brake treadle will not be responsive to operator control. Front brake pressure is at "Slippery Road" pressure. When the brake supply pressure further decreases to approximately 1375 psi (9.6 MPa), the parking brake will begin to apply. As supply pressure continues to drop, parking brake will be fully applied at approximately 900 psi (6.3 MPa). Parking Brake The parking brake is spring applied and hydraulically released by oil from port "PK" at 2100-2500 psi (14.717.2 MPa). When the parking brake switch is in the "On" position, the parking brake solenoid is de-energized. The oil pressure in the parking brake lines will bleed back to tank. The parking brake pressure switch will close, illuminating the parking brake light on the instrument panel.
FIGURE 2-2. BRAKE LOCK HOOK-UP WITH PAYLOAD METER (next page) 1. Wire 2. Toggle Switch 3. Wire 4. Wire 5. Diode 6. Housing 7. Park Brake/Sec. Brake Lexan Overlay
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8. Dry Road/Slippery Road Wheel Brake Lexan Overlay 9. Disconnect 10. Wire 11. Solenoid Valve 12. Wire 13. Wire
Brake Circuit with Payload Meter
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FIGURE 2-2. BRAKE LOCK HOOK-UP WITH PAYLOAD METER
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Brake Circuit with Payload Meter
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BRAKE CIRCUIT COMPONENT SERVICE DUAL CONTROLLER The Dual Controller is a pressure modulating valve actuated mechanically or hydraulically. It consists of: 1. Pedal Subassembly 2. Park Brake Solenoid 3. Auxiliary Brake Solenoid 4. Two Actuator Assemblies 5. Various Pressure Switches The Dual Controller independently controls the pressure of the service brakes on each rear wheel. Apply pressure can be modulated from zero to maximum braking effort by use of foot pedal. Use of the auxiliary solenoid will provide maximum apply pressure to the brakes. When brake wheel lock switch or emergency brake switch (located on instrument panel) is switched on, maximum apply pressure is delivered to the rear brakes with reduced pressure to the front brakes. The dual controller contains a parking brake solenoid which controls oil pressure to release the springapplied parking brake. When parking brake switch is "On", the parking brake solenoid is de-energized. Operation Of Brake Controller Components 1. Pedal Subassembly (1, Figure 3-2) is mounted to the actuator cam assembly and can be mounted at four different angles. The actuator cam transfers pedal force to pressure regulators in dual controller subassembly. The travel of the pedal is limited by a return stop (2) and pedal stop (3). Both stops are adjustable. 2. The parking brake solenoid (4) is energized when the parking brake switch is in the "Off" position. Full hydraulic system pressure is applied to release the parking brake assemblies. When de-energized, the solenoid valve ports parking brake oil pressure to the tank. 3. The auxiliary brake solenoid (5) may be energized under any of the following conditions: a. Hydraulic system supply pressure falls below 1600 psi (11.2 MPa). b. Wheel brake lock switch is "On".
NOTE: This pressure is 1050 ±50 psi (7240 ±345) kPa if truck is equipped with 772 wheelmotors. NOTE: When wheel brake lock or emergency brake is used, rear brake pressures may read 50-100 psi (0.3-0.7 MPa) higher than brake pressures recorded during brake treadle application. 4. The low brake pressure switch (6) will cause the "Low Brake Pressure" light to illuminate if the pressure within auxiliary accumulator goes below 1850 psi (11.2 MPa). 5. The parking brake switch (7) serves two functions. When "On", it closes a circuit connected to the brake interlock relay in the drive control system. Truck cannot be moved until parking brakes are released. When switch is "On", it illuminates parking brake light. 6. The rear differential pressure switch (8) is actuated by a differential in rear brake pressure. If rear brake pressures differ by more than 350 ±50 psi (2.4 ±0.34 MPa), switch will close and illuminate the "Low Brake Pressure" light. 7. The stop light and brake interlock switch (9) serves two functions. When activated by 50 psi (345 kPa) or more rear brake apply pressure, it turns on the truck's rear brake lights and service brake indicator light. When deactivated, it closes a circuit connected to the brake interlock relay to allow propulsion only when brakes are released or override button is depressed. 8. The parking brake interlock switch (10) is connected into a parking brake interlock circuit. When activated by 50 psi (345 kPa) or more rear brake apply pressure and speed of truck is above 3 MPH (5 km/hr), switch prevents parking brake from being applied.
Application of service and parking brake circuits at the same time, over 3 MPH could cause serious damage to brake and drive train components. The parking brake should be applied only after the vehicle has come to a complete stop.
c. Emergency brake switch is "On" When the solenoid is energized, the pressure regulators allow the maximum regulated pressure to be applied to the rear brakes. The maximum regulated pressure should be 1425 ±75 psi (9.8 ±0.5 MPa).
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9. The emergency automatic supply pressure switch (11) is connected to the auxiliary brake solenoid circuit. If the brake supply pressure falls below 1600 psi (11.2 MPa), the switch actuates the auxiliary brake solenoid applying service brakes through the dual controller. Removal If the dual hydraulic brake controller is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly and adjustment procedures.
NOTE: Minor repairs and service adjustment may not require the removal of the dual hydraulic brake controller.
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 "T" handles at bottom of accumulators to bleed down brake accumulators. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway. 1. Bleed down hydraulic system. 2. From below the left center deck release the brake controller foot box door to expose the brake controller. 3. Tag and remove all electrical connections. 4. Remove all pressure lines and install protective plugs and caps in all pressure fittings. 5. In the cab at the brake controller pedal (1, Figure 3-1), remove capscrews (2) securing the two piece floor plate (3) surrounding brake controller. 6. Remove capscrews (4) retaining brake controller to floor plate and remove lower floor plate section.
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FIGURE 3-1. BRAKE CONTROLLER PEDAL 1. Pedal Assembly 2. Capscrew
3. Floor Plate 4. Capscrew
7. Slide brake controller downward from upper floor plate section and remove brake controller from the console area. 8. Move brake controller to a clean work area for repair and disassembly.
Installation 1. Slide the front portion of brake controller (1, Figure 3-1) into the upper section of the floor plate and install upper capscrews. 2. Slide lower floor plate onto brake controller and install lower capscrews (4). 3. Install capscrews (2) securing the upper and lower floor plates and tighten to standard torque. 4. In the foot box beneath the cab, install all electrical leads to the correct terminal post. 5. Remove protective plug or caps and install each hose to its designated port. 6. Start engine and check for leaks after hydraulic pressure has been stabilized.
Brake Circuit Component Service
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FIGURE 3-2. DUAL CONTROLLER 1. Pedal Subassembly 2. Return Stop 3. Pedal Stop 4. Parking Brake Solenoid 5. Auxiliary Brake Solenoid
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6. Low Pressure Switch (Small Accumulator) 7. Park Brake Light Switch 8. Rear Differential Pressure Switch
Brake Circuit Component Service
9. Stop Light and Brake Interlock Switch 10. Parking Brake Interlock Switch 11. Automatic Emergency Apply Switch
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FIGURE 3-3. DUAL CONTROLLER (Front View)
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Brake Circuit Component Service
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FIGURE 3-4. DUAL CONTROLLER (Rear View)
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Brake Circuit Component Service
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FIGURE 3-5. DUAL CONTROLLER 1. Adjuster Lug Lockscrew 2. Adjuster Lug 3. Conical Spring 4. Sleeve Retainer 5. Actuator Plunger and Spring Seat Assembly 6. Aluminum Flat Washer 7. Emergency Apply Piston (Sleeve) 8. Plastic Flatwasher 9. Primary Spring
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10. Snap Ring 11. BL2 12. Shims 13. Primary Spring Seat 14. Regulator Sleeve 15. Secondary Spring Seat 16. Regulator Spool 17. Secondary Spool 18. Plunger 19. Isolation Check Valve/Seat
Brake Circuit Component Service
20. Check Valve Seat 21. O-Ring 22. Check Valve 23. Check Valve Spring 24. Controller Section 25. Differential Switch (DR1) 26. BL1 27. Auxiliary Brake Solenoid 28. Park Brake Solenoid 29. Solenoid Section
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Service Figures 3-3 & 3-4 show the location of all electrical components and port identification for the dual hydraulic brake controller. The port identifications are stamped on the valve body sections and will be used in these maintenance instructions. Disassembly NOTE: During disassembly, precision machined parts such as valve spools, sleeves, check valves, etc. should be ink-marked or tagged for reassembly into their original positions to assure best possible fit. 1. Remove capscrews (1, Figure 3-3) securing the pedal to actuator cam assembly and remove pedal. 2. Remove capscrews (2, Figure 3-3) and remove actuator cam assembly and base plate. Remove aluminum flat washers (6, Figure 3-5). 3. Loosen both adjuster lug lockscrews (1, Figure 3-5) and remove the adjuster lugs (2). Remove conical return springs (3). NOTE: In the following step, solenoid section will drop free. To avoid damage be prepared to catch this section.
FIGURE 3-6. SPOOL SLEEVE REMOVAL TOOL
4. Invert the remaining assembly. Support the inverted assembly by grasping the controller section (24). Tapping downward with a plastic mallet on solenoid section (29), remove the section from over the actuator sleeve retainers (4). 5. Remove plastic flat washers (8). Use a 7/8 inch open end wrench on the flats of the sleeve retainers and remove both retainers (4). 6. Remove the primary springs (9) and spring seats (13). NOTE: Do not lose small brass secondary spring seat (15) located inside plunger. 7. Remove both regulating spools (16), secondary springs (17), secondary spring seats (15), and plungers (18) from controller housing (24). 8. A special tool (Figure 3-6) is required to remove the regulating spool sleeve. Remove sleeve only if necessary to replace the sleeve or "O" rings. Using a screwdriver and special tool as shown in Figure 3-7, remove regulator spool sleeve (14, Figure 3-4).
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FIGURE 3-7. SPOOL SLEEVE REMOVAL NOTE: There are duplicate electrical components that have different wire numbers and plugs. Label each component before removal to facilitate installation at their proper location.
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9. Remove all electrical switches and solenoid coils after labeling. NOTE: Remove BL2 switch (11, Figure 3-5) before BL1 switch (26) to prevent seal damage on differential spool. 10. Remove differential spool from BL2 port by pushing on BL1 end of spool. (See Figure 3-8).
Cleaning and Inspection 1. Clean and inspect all parts for evidence of wear or scoring. Replace any damaged parts. 2. Inspect actuator plunger assembly (5, Figure 35) for a loose spring seat. Seat may be retained by either a swaged method or a capscrew secured with Loctite; neither is designed to be serviced. If spring seat is loose, replace entire actuator plunger assembly. 3. Inspect primary spring seat (13). If steel ball on bottom of seat has become loose, primary spring seat (13) regulating spool (16), plunger (18), and sleeve (14) must be replaced. Later styles have a tip on regulator spool that mates with spring seat. (Figure 3-5). 4. Examine spring-loaded ball on end of DR1 switch. Ball must be free to rotate, slide back into body and extend completely when released. Switch must be replaced if not in good working condition.
FIGURE 3-8. REMOVAL DIFFERENTIAL SPOOL 11. Inspect differential spool for distress from contact with DR1 Switch. Replace if excessive wear is evident. 12. Remove supply pressure fitting from Port "PA" (Figure 3-4). Remove check valve and spring (See Figure 3-12).
5. Use an Ohmmeter to check continuity between ball and brass stud on opposite end of switch. There should be less than 1.0 Ohm resistance (Figure 3-9). Check resistance between steel switch body and brass stud. It should be greater than 100,000 Ohms. If either condition is not met, switch should be replaced.
13. Remove supply pressure fitting and orifice from Port "P" (Figure 3-3). 14. Remove both solenoid valves (27 & 28, Figure 3-5) from solenoid section (24). 15. Remove snap ring (10) and shims (12) from bottom of sleeve retainer (4) and inspect for signs of wear. NOTE: Controllers before Serial Number 1287 originally did not have split and dark colored hardened shims. Controllers found to have early style shims should be reassembled with a new shim kit. 16. Push actuator plunger (5) and piston sleeve (7) out bottom of sleeve retainer (4). 17. Remove all seals and O-rings and replace with new seals and O- rings during assembly. FIGURE 3-9. TESTING CONTINUITY
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Brake Circuit Component Service
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Assembly NOTE: Cleanliness during assembly is very important to assure proper operation of dual hydraulic brake controller. Lightly lubricate all parts with clean C-3 oil during assembly. All fittings, switches and plugs use an O-ring seal, therefore, these parts do not require a high torque to seal. 1. Position controller section upside down and install isolation check valve spring (23), check valve (22), and seat (20) with new O-rings and tighten. 2. Install Switch BL1 (26) with new seals. 3. Install a new seal on differential spool. Place a spring on each end of spool and carefully install assembly thru BL2 port with the non-sealed end of the spool toward BL1.
FIGURE 3-11. PARK BRAKE AND AUXILIARY BRAKE SOLENOID
4. Install Switch BL2 with new seals and tighten. 5. Assemble DR1 switch as shown in Figure 3-10. Carefully thread this assembly into controller section, but do not tighten at this time.
NOTE: The Parking Brake Solenoid (4, Figure 3-2) and Auxiliary Brake Solenoid (5) have similar appearance but function differently. The Parking Brake Solenoid is the longer of the two. 8. Install new O-rings and back-up rings onto Parking Brake Solenoid and Auxiliary Brake Solenoid as shown in Figure 3-11. 9. Install Parking Brake Solenoid Valve (5, Figure 3-3) into bore of solenoid section and install solenoid coil onto valve with a lockwasher and nut. 10. Install new O-rings only (no back-up rings) on Auxiliary Brake Solenoid (6, Figure 3-3) and install into bore of the solenoid section. Install solenoid coil onto valve with lockwasher and nut.
FIGURE 3-10. DR1 SWITCH 1. Switch Body 2. O-Ring 3. Teflon Washer
4. Aluminum Washer 5. Controller Section
6. Connect an ohmmeter between Differential Switch (DR1) terminal and ground terminal. Thread switch into controller section until continuity through switch is indicated. Back switch body out 1/4 turn which should cause an open circuit and tighten locknut. 7. Install Switch DB2 with new O-ring into controller section and install Switches PAA and PKS with new "O" rings into solenoid section.
11. Install fittings "PA" and "P" into their proper port as shown in Figure 3- 12 and 3-3).
FIGURE 3-12. FITTINGS FOR PORTS “P” and “PA” 12. Install new O-ring seals on sleeve retainer (4, Figure 3-5). 13. Assemble piston sleeve (7) onto actuator plunger (5). Check for free fit.
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16. Install snap ring with radius toward actuator plunger.
21. Position the controller section on its side and insert regulator spool assembly into bore of regulator sleeve. Be careful to keep plunger from dropping out of regulator spool (16). When properly installed, the spool can be depressed completely until flush with regulator sleeve (14).
17. Push actuator plunger down to seat all shims tight against snap ring.
22. Repeat Steps 19 thru 21 for other regulating valve assembly.
18. Repeat Steps 12 through 17 for other sleeve retainer assembly.
23. Position controller section upright. Install a primary spring seat (13) making sure recess of seat fits properly onto spool (16). Install primary spring (9).
14. Insert assembly into bore of sleeve retainer (4) being careful not to damage the seals. 15. Insert shims as shown in Figure 3-13.
24. Carefully install sleeve retainer assembly over spring (9) and into bore of controller section. Do not force sleeve retainer down. Thread assembly into controller section. If spring resistance is felt before thread engagement, parts are not properly assembled. Screw sleeve retainer in controller section until tight. 25. Install new O-rings over sleeve retainer. Install a plastic flat washer (8) over retainer and seat against controller body. (Figure 3-5). 26. Repeat Steps 23 thru 25 for installation of other sleeve retainer assembly.
FIGURE 3-13. SHIM PLACEMENT
27. Install solenoid section over sleeve retainers and lightly tap with plastic mallet, until seated against controller section. Undue force will damage O- rings and resulting in leakage.
NOTE: A hardened shim should always be against snap ring.
28. Install aluminum flatwashers (6) over the sleeve retainers.
19. If regulator sleeve was removed, place new Orings on sleeve and insert into bore of Controller Section.
29. Install the conical springs (3) over actuator plungers with large end against sleeve retainer.
Sleeve and spool are machined as a matched set and cannot be interchanged. Assembly must be replaced as a unit. 20. Insert small brass secondary spring seat (15) into bore of regulating spool (16) with round pin into bore first. Install secondary spring into bore making sure spring seat is properly seated. Insert small end of plunger into spring and into bore of regulator spool. NOTE: If spring seat is properly installed, plunger will just begin to engage spool bore.
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30. Install adjuster lugs (2) onto actuator plungers at least 5 revolutions. Do Not tighten adjuster lug lockscrews at this time. 31. Install the actuator cam and base plate assembly over adjusting lugs. 32. Install capscrews and tighten.
BENCH ADJUSTMENT Equipment Required: 1. A temporary mount for Dual Hydraulic Brake Controller. 2. An adjustable hydraulic power supply with an operating pressure between 1900- 2500 psi (13.3-17.5 MPa) but capable of being reduced to 1400 psi (9.8 MPa).
Brake Circuit Component Service
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3. Four calibrated 0-3000 psi (0.21 MPa) pressure gauges adapted to fit 9/16-18 SAE O-ring ports. 4. Small bleedoff valve and hoses to connect into port AA. 5. An ohmmeter. 6. Miscellaneous hand tools. 7. 24 volt D.C. power source capable of supplying 2 amps. Set-Up 1. Mount the dual hydraulic controller for easy access to all hydraulic ports and switches. 2. Connect ports "P", "PPK" and "PA" to hydraulic supply. Do not pressurize these ports until procedure requires it. 3. Connect ports "T" and "PT" to return to hydraulic tank. 4. Install pressure gauges into ports "A3", "B1", "B2" and "PK". 5. Plug ports "A1" and "A2". 6. Connect bleedoff valve and hose to port "AA" and close valve. 7. Gradually apply hydraulic supply pressure and check for leaks. 8. Connect solenoids to 24V source and energize solenoids to check for further leakage. 9. De-energize solenoids and shut off hydraulic supply. 10. Work is more easily done with the pedal removed from the actuator cam. Adjustments 1. Apply hydraulic supply pressure, the gauge in port "A3" (Figure 3-4) shows supply pressure. 2. Connect 24VDC power supply to auxiliary brake solenoid coil (5, Figure 3-2). The adjuster plungers should move downward and pressures on gauges in ports "B1" and "B2" should go to the maximum pressure of 1425 ±75 psi (9.8 ±0.5 MPa). 3. Record pressures on "B1" and "B2" gauges. If not within specifications, shut off hydraulic supply and electrical supply. It is necessary to disassemble dual controller far enough to access snap ring and shims to adjust pressure. (See Disassembly of Dual Controller).
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A change of 0.010 in. (0.254 mm) in shim stack will change the output pressure approximately 100 psi (0.69 MPa). Reducing shim thickness increases output pressure. Reassemble per Assembly Instructions. 4. Repeat Steps 1 thru 3 until proper maximum pressures are obtained on "B1" and "B2". 5. With auxiliary brake solenoid de-energized, apply hydraulic supply pressure. 6. Check output pressures at "B1" and "B2" while moving the actuator cam through its range. The two pressures should remain within 100 psi (0.69 MPa) of each other. If they do not: a. Turn adjuster lug of the power pressure circuit counterclockwise (as viewed from top) to increase pressure until both circuits are balanced. b. If they cannot be balanced, there is an internal problem within the controller and it will need to be rebuilt or replaced. c. Tighten adjuster lug lockscrews. 7. Depress actuator cam to maximum travel. The pressures on "B1" and "B2" gauges should be within 100 psi (0.67 MPa) of final pressures set in Step 4. If pressures are low, adjust pedal front stop clockwise until maximum pressure is obtained. 8. Energize auxiliary brake solenoid (5, Figure 3-2). Depress actuator cam to maximum travel. Adjust pedal front stop to have 0.03 in. (0.76 mm) clearance to actuator cam. Tighten front pedal stop locknut. De-energize auxiliary brake solenoid. 9. Release actuator cam completely. The pressures at "B1" and "B2" should both go to zero and there should be 0.01-0.03 in. (0.254-0.762 mm) clearance between adjuster lugs and their contact points on actuator cam. Adjust pedal return stop to obtain proper clearance and tighten pedal return stop locknut. If there is output pressure and clearance at top of the adjuster lug, there is an internal problem in dual controller. Be certain there is no pressure on return-to-tank lines. 10. Place a screwdriver blade or other flat object on top of one adjuster lug and depress the actuator plunger. When pressure difference between "B1" and "B2" reaches 300 ±50 psi (2.1 ±0.34 MPa), the differential switch should close (continuity on ohmmeter). Below 300 ±50 psi (2.1 ±0.34 MPa) differential pressure, switch should open. Repeat procedure on other adjuster lug.
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11. If differential switch (8, Figure 3-2) does not operate at proper pressure in Step 10, shut off all hydraulic pressure, loosen locknut on switch and turn switch clockwise slightly to decrease the differential pressure at which it opens and closes or counterclockwise to increase the differential pressure. Tighten locknut.
16. Check operation of "DB2" switch (11, Figure 32) by slowly raising and lowering the hydraulic supply pressure. a. Red (52b) wire to black (712) wire: 1). Increasing pressure - open at 1850 psi (13 MPa) 2). Decreasing pressure - close at 1600 psi (11.2 MPa)
Never apply brakes with locknut loose. 12. Repeat Steps 10 and 11 until proper operating pressure is obtained. 13. Energize parking brake solenoid (4, Figure 3-2) with 24VDC. Port "PK" pressure gauge should indicate the same pressure as shown on hydraulic supply gauge port "A3". De-energize solenoid. Port "PK" pressure should go to zero. If this does not happen, there is an electrical or mechanical problem in parking brake solenoid. 14. Connect ohmmeter to switch "PAA" between red wire (33) and black wire (710). With hydraulic supply above 2100 psi (144.8 MPa), the switch should be open. Reduce hydraulic supply and slowly bleed down pressure by use of bleedoff valve on port "AA". When supply pressure drops to 1850 psi (12.95 MPa), the switch should close. The switch should be replaced if it does not operate within these specifications. 15. Energize parking brake solenoid (4, Figure 3-2) to check operation of "PKS" switch. Pressure reading of switch is shown on gauge connected to port "PK". Using hydraulic supply slowly increase and decrease supply pressure and the following conditions should occur: a. Red (52A) wire to black (710) wire: 1). Increasing pressure - open at 1650 psi (11.5 MPa) 2). Decreasing pressure - close at 1400 psi (9.8 MPa) b. Brown (73S) wire to black (710) wire: 1). Increasing pressure - open at 1650 psi (11.5 MPa) 2). Decreasing pressure - close at 1400 psi (9.8 MPa) c. If the switch does not perform properly, it should be replaced.
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No other circuits are used on this switch. If the switch does not perform properly, the switch should be replaced. 17. Check operation of "BL1" (9) and "BL2" (10) switches by operating the pedal mechanism to modulate pressure on switches. The gauges in ports "B1" and "B2" indicate pressure on respective switch. a. Red (73N) wire to black (712) wire: 1). Increasing pressure - open at 50 psi (0.35 MPa) 2). Decreasing pressure - close at 30 psi (0.21 MPa) b. Brown (44R) to black (712) wire: 1). Increasing pressure - close at 50 psi (0.35 MPa) 2). Decreasing pressure - open at 30 psi (0.21 MPa) c. "BL2" brown (52C) wire to black (52X) wire: 1). Increasing pressure - close at 50 psi (0.35 MPa) 2). Decreasing pressure - open at 30 psi (0.21 MPa) d. If either switch fails to operate properly, it should be replaced. 18. Remove gauges and bleedoff hose installed for bench test. Disconnect hydraulic supply and return hoses. 19. Remove plugs from ports "A1" and "A2". Plug port "A3". 20. Remove dual controller from bench mount. Install pedal onto actuator cam assembly with capscrews. 21. Plug all open ports with plastic caps or plugs. 22. Place assembly into a suitable package to protect it from dirt and damage.
Brake Circuit Component Service
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HYDRAULIC BRAKE CONTROLLER TROUBLESHOOTING POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking Parking brake solenoid is de-energized.
Check power to solenoid.
Auxiliary solenoid is activated.
Check switches for possible shorted contacts.
Connections to tank and pressure ports reversed.
Correct the plumbing.
Parking brake solenoid coil defective.
Replace coil.
Auxiliary or parking brake solenoid valve defective.
Flush valve body or replace it.
Tank line is plugged or restricted.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging Tank line has back pressure.
Insure tank line has no back pressure.
Return stop out of adjustment, residual pressure.
Adjust return stop.
Auxiliary solenoid valve is sticking (Parking brake solenoid if parking brakes are dragging).
Flush the valve body or replace it.
TROUBLE: One Brake Circuit is Dragging There is an obstruction in the pedal subassembly.
Remove it.
Controller is out of balance.
Adjust balance per instructions.
One regulator is contaminated.
Flush per instructions.
Actuator plunger return spring defective or missing.
Replace it.
One regulator is defective.
Replace dual controller subassembly.
TROUBLE: The Brakes are Not Going to Full Pressure Pedal stop out of adjustment.
Adjust pedal front stop.
Internal malfunction of regulators.
Remove, disassemble, clean, and reassemble dual subassembly.
The supply pressure is low.
Check pump system and accumulators.
Improper shimming inside controller.
Reshim controller.
TROUBLE: The Brake Circuits are Operating at Different Pressures Obstruction between actuating cam and adjusting lugs. Remove obstruction. Actuating cam defective.
Replace pedal base assembly.
Regulators contaminated or damaged.
Remove, disassemble, clean, and reassemble dual subassembly, or replace it.
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Brake Circuit Component Service
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POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied Short in electrical system.
Check wiring.
One of the brake circuits is not releasing completely.
Refer to previous Steps.
Brake accumulators bleed down.
Valve Open.
Differential switch shorted or out of adjustment.
Test per instructions and adjust if necessary.
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied There is a leak or other malfunction in one brake circuit. The controller balance is out of adjustment.
Adjust per instructions.
Differential pressure warning switch out of adjustment.
Adjust per instructions.
Inspect brake system.
TROUBLE: A Differential Pressure Warning Occurs Briefly When Brakes are Applied or Released Controller out of balance (not tracking).
Refer to previous Step.
The differential pressure out of adjustment.
Adjust per instructions.
Accumulator precharge/leak.
Check accumulators.
Problem in dual subassembly
Remove, disassemble, clean, and reassemble dual subassembly or replace it.
Air in one brake circuit.
Bleed brakes.
Brake adjustment.
Adjust brakes (if required).
Small leak in one circuit.
Inspect brake system.
TROUBLE: The Differential Pressure Warning is Not Operating The bulb is burned out.
Replace bulb.
Electrical problem.
Check wiring.
The differential pressure switch is out of adjustment.
Adjust per instructions.
Problem in dual subassembly.
Remove, disassemble, clean, and reassemble, or replace it.
The differential pressure warning switch is defective.
Test per instructions.
TROUBLE: Differential Pressure Warning On and Off While Maintaining Brake Pressure When Pump Cycles in an Unloading Type System Leak in one brake circuit.
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Inspect brake system.
Brake Circuit Component Service
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POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Low Pressure Warning Not Operating Properly The bulb is burned out.
Replace the bulb.
The circuit is open.
Check the wiring.
Pressure switch defective.
Replace the pressure switch
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper Short in electrical system.
Check wiring.
Pressure switch is defective.
Replace it.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low Charging circuit is malfunctioning.
Check charging circuit.
The pump is worn.
Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator leakdown valve is open.
Check plumbing.
Accumulator precharge is low.
Close valve.
Leak in one circuit.
Check plumbing.
Check valve is contaminated.
Flush dual subassembly.
The check seat or check poppet is damaged.
Replace.
TROUBLE: A "Squeal" is Heard When Controller is Operated Rapid operation of controller.
Normal.
Return stop misadjusted - too much "deadband".
Adjust return stop.
Dual controller subassembly is damaged.
Replace the dual controller subassembly.
Hydraulic oil is too hot.
Check hydraulic system cooling.
TROUBLE: Controller Squeals or Chatters When Pedal is "Held" Excessive flow is indicated.
Check brakes and lines for leakage.
Extreme heat.
Check hydraulic system cooling apparatus.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying Brake lines are blocked or improperly connected.
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Check plumbing.
Brake Circuit Component Service
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POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady Contamination in dual controller subassembly.
Will require disassembly and cleaning.
Damage in dual controller subassembly.
Replace dual controller subassembly.
TROUBLE: Oil is Leaking Around the Pedal Base Defective seal on the top of dual subassembly.
Replace the O-rings.
The bore in park/auxiliary body is scored.
Replace park/auxiliary body.
TROUBLE: Oil is Leaking Out Below the Adjusting Lugs There is a damaged seal in dual controller subassembly.
Replace dual controller subassembly.
TROUBLE: Oil is Leaking Between the Park/Auxiliary Body and Dual Controller Subassembly Controller not bolted tightly.
Tighten the three bolts at pedal base.
A defective seal on top of dual controller subassembly.
Replace the O-rings.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Leak in charge system.
Check charge system.
Accumulators precharge too high or too low.
Check accumulator precharge.
Controller plumbed incorrectly.
Correct plumbing.
Internal leakage in dual subassembly.
Replace dual controller subassembly.
Pump is worn.
Rebuild or replace pump.
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Brake Circuit Component Service
J03001A 2/90
HYDRAULIC BRAKE ACCUMULATORS There are three hydraulic brake accumulators located in the bottom portion of the brake control cabinet behind the operator's cab on the left hand deck assembly. The two larger accumulators [1 gal. (3.79 l) capacity] supply the pressure necessary for actuation of the rear service brakes. The small accumulator [1 qt. (0.9 l) capacity] is called the auxiliary accumulator and supplies pressure to activate the actuator plungers (regulators) of the dual controller when the Brake Lock or Emergency Brake or automatic emergency apply switch is applied.
4. Disconnect lines and remove complete accumulator from mounting bracket. Cover lines to prevent contamination. 5. Transfer accumulator to work area.
The disassembly, assembly, and repair of all three accumulators will be the same.
Accumulators maintain high pressure at all times. DO NOT disconnect any hydraulic line from the accumulators or rear brake system until all hydraulic pressure has been manually drained from accumulators. Open manual drain valves located at bottom of each accumulator to drain pressurized oil. Brake Accumulator Bleed Down Procedure The brake accumulators can be bled down by opening the three "T" handles on the bleed down valves. The valves are located below the accumulators in the hydraulic cabinet. 1. Turn handles counterclockwise to open valves. 2. Confirm accumulators are bled down by applying the "Brake Lock" switch (key switch "On", engine shut down) and applying service brake pedal. The service brake light should not come on. 3. Close the bleed down valves by turning "T" handles clockwise. Removal 1. Shut down engine and exhaust all hydraulic pressure from the system by opening accumulator manual drain valves. 2. Remove the valve guard and "Dyna-seal" from top of accumulators. 3. Depress valve core to release gas precharge pressure from accumulator bladder. (Refer to Figure 3-13).
FIGURE 3-13. VALVE CORE REMOVAL Installation 1. After service repairs or bench test has been completed, move the accumulators to the brake control cabinet. DO NOT precharge accumulators on the bench test. 2. Position the accumulators in the brake control cabinet and secure the accumulators with mounting brackets and capscrews. 3. Remove protective plugs and connect pressure lines to bottom of accumulators. 4. Refer to "Charging Procedure" in this section. 5. Replace "Dyna-seal" and valve guard on top of accumulators. Disassembly 1. Securely clamp accumulator (preferably in a chain vise). Make sure accumulator shell is suitably protected by strips of padding or soft metal on vise base. 2. Remove core from gas valve using valve core tool. (Refer to Figure 3-13). 3. Remove pipe plug from plug and poppet assembly. 4. Remove locknut from plug and poppet assembly using a spanner wrench and an adjustable wrench. One for torque and one for countertorque. (Refer to Figure 3-14). 5. Remove spacer, Figure 3-15.
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Brake Circuit Component Service
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7. Insert hand into shell and remove O-ring, washer, and anti-extrusion ring from plug. Fold anti-extrusion ring to enable removal. (Refer to Figure 3-16). 8. Remove plug and poppet assembly from shell. (Refer to Figure 3-17.)
FIGURE 3-14. LOCKNUT REMOVAL FIGURE 3-17. PLUG AND POPPET REMOVAL 9. With wrench on valve stem flats, remove the nut from the valve stem. 10. Insert hand into shell fluid opening. Depress bag and eliminate as much gas pressure as possible. 11. Grasp heel of the bladder and withdraw from shell. (Refer to Figure 3-18).
FIGURE 3-15. SPACER REMOVAL
FIGURE 3-18. BLADDER REMOVAL Cleaning and Inspection 1. After disassembly, clean all parts with an approved cleaning solution. 2. Blow all parts dry with air and keep free from foreign matter. FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL 6. With palm of hand, push plug and poppet assembly into the shell.
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3. Check all rubber items for deterioration, abrasion marks, cracks, holes, bubbles, or any similar defects. 4. Replace all O-rings and any other items deemed unsuitable for further usage.
Brake Circuit Component Service
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5. Bladder may be checked by inflating to normal size and checking with a soapy solution. After testing, deflate immediately. 6. Check plug and poppet valve for proper functioning. Assembly 1. Replace shell in vise, if removed. 2. Pour a liberal amount of clean C-3 hydraulic oil into shell to serve as a cushion.
8. Grasp threaded section of plug and insert poppet end into shell mouth. 9. Install anti-extrusion ring inside shell. Fold antiextrusion ring to enable insertion into shell. Place anti-extrusion ring on plug and poppet assembly with its steel collar toward shell mouth. 10. Withdraw threaded end of plug through shell mouth. (Refer to Figure 3-21).
FIGURE 3-19. BLADDER INSTALLATION 3. With bladder assembly on bench, expel all air to completely collapse bladder and fold bladder longitudinally into a compact roll. To maintain rolled condition of bladder, install gas valve core into the valve stem, thereby preventing air from entering the bladder. 4. Attach bladder pull rod to bladder valve stem. 5. Pass bladder pull rod through shell oil port and out through valve stem opening. (Refer to Figure 3-19).
FIGURE 3-21. PLUG ASSEMBLY 11. Pull plug until seated solidly into position on shell mouth opening. 12. Install valve core. Using dry nitrogen, slowly pressurize bladder with sufficient pressure [approximately 5 psi (34 kPa)] to hold plug and poppet assembly in place.
6. Pull bladder pull rod out of shell with one hand while feeding bladder into shell with other hand. 7. Position name plate over valve stem and install valve stem nut by hand (Figure 3-20). Remove bladder pull rod.
FIGURE 3-22. WASHER INSTALLATION 13. Install washer onto plug and poppet assembly and push until seated against anti-extrusion ring. (Refer to Figure 3-22). FIGURE 3-20. VALVE STEM NUT INSTALLATION
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Brake Circuit Component Service
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14. Install O-ring over plug and poppet assembly and push until seated.
DO NOT TWIST O-RING. 15. Install spacer with smaller diameter of the shoulder toward shell. 16. Install locknut on plug and poppet assembly and tighten securely. This will squeeze O-ring into place. (Refer to Figure 3-23).
FIGURE 3-23A. INSTALLATION/REMOVAL OF "DYNA-SEAL" 1. “Dyna-seal” 3. Accumulator 2. Accumulator Charging Valve 2. Attach swivel connector of hose assembly to gas valve. Hand tighten sufficiently to compress gasket swivel connector in order to prevent gas leakage.
FIGURE 3-23. LOCKNUT INSTALLATION 17. Replace pipe plug into plug and poppet assembly. 18. Install accumulator on truck and charge according to "Charging Procedure". Charging Procedure 1. Mount hose assembly gland nut on pressure regulator.
NOTE: If leakage is still present, replacement of the small copper washer in swivel connector may be necessary. 3. Precharge bladder slowly to about 10 psi (69 kPa) before completely tightening the valve stem nut. With wrench on valve stem flats, tighten valve stem nut. 4. Proceed to inflate accumulator to 1250 ±25 psi (8.6 ±0.17 MPa) pressure by slowly opening the pressure regulator valve on nitrogen cylinder, closing it occasionally to allow needle on pressure gauge to stabilize (thus giving accurate reading of precharge pressure). When correct precharge has been reached, close pressure regulator valve on nitrogen cylinder securely. 5. Bleeder valve can be used to release any gas pressure in excess of desired precharge.
Pure dry nitrogen is the only gas approved for use in brake accumulators. Accidental charging of oxygen or any other gas in this component may cause an explosion. Be sure pure dry nitrogen gas is being used to charge accumulators.
NOTE: For recharging only:
NOTE: Remove "Dyna-seal" or "O-ring (if equipped) prior to attaching connector to accumulator gas valve. Refer to Figure 3-23A.
Exhaust all hydraulic pressure from the system. Remove valve guard and seal. Then, follow "Charging Procedure", Steps 1 thru 6.
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6. Replace "Dyna-seal" and valve guard over valve stem.
Brake Circuit Component Service
J03001B 10/89
DIFFERENTIAL PRESSURE MANIFOLD Brake apply pressure from the dual controller is ported through the differential pressure manifold to the rear brakes. The pressure differential manifold also sends rear brake apply pressures to the piloted single controller and detects an unbalance between the front and rear brake apply pressure. The differential pressure manifold is mounted in the upper left side of the brake circuit control cabinet mounted directly behind the operator's station.
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 keyswitch "Off" and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open "T" handles at bottom of accumulators to bleed down brake accumulators. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway.
FIGURE 3-24. BRAKE CONTROL CABINET 1. Capscrew 2. Differential Pressure Manifold 3. Electrical Lead
4. Ground Wire 5. Test Port BF 6. Test Port B2 7. Test Port B1
Removal If the differential pressure manifold is to be removed from the cabinet for bench test or repair, tag or mark all lines to be removed. The manifold is coded at each port location which will be used in the assembly and adjustment procedure. (Refer to Figure 3-24).
Installation 1. Install the pressure manifold to the control cabinet using two capscrews. Tighten capscrews to standard torque. DO NOT remove protective plugs until each line connection is completed.
1. Release pressure from brake accumulator as per "Caution" instructions.
2. Connect all pressure fittings to their respective location (Figure 3-25).
2. Disconnect the electrical leads switches. (Refer to Figure 3-24).
3. Connect the electrical leads to the correct terminals.
and
tag
3. Disconnect and plug ends of all hoses and fittings. Move lines clear of the pressure manifold. 4. Remove capscrews securing pressure manifold to the cabinet and remove manifold to a clean work area for disassembly. Refer to "Disassembly, Cleaning and Service".
4. Close brake accumulator bleeddown valves. 5. Start engine to charge brake accumulators and check pressure manifold for leaks. Disassembly 1. Remove two electrical switches (7, Figure 3-25) from ports DF and DR 2. 2. Remove plugs (1 & 13) and remove plunger assembly thru port "A". NOTE: Remove sleeve (10) only if replacement is necessary. Sleeve is made from soft material and can be easily damaged during disassembly if care is not taken.
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Brake Circuit Component Service
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3. Remove plug (13), shuttle check seat (14), spring (16) and shuttle poppet (17).
Assembly and Initial Adjustment 1. Install shuttle poppet (17), spring (16) and shuttle check seat (14). NOTE: When installing check seat, insert seat into bore and use plug (13) to position seat to appropriate depth.
Be careful not to damage shuttle check seat during removal.
2. Install plug (13) and tighten.
Cleaning and Inspection 1. Check seat of shuttle check valve (14) for wear. Replace if necessary. 2. Replace seals or plunger assembly, also replace O-rings (11, 15, 20, & 19).
When installing plugs (1, 12, & 13), do not overtighten. These plugs are sealed by O-rings to prevent leaking.
3. Clean all parts in clean solvent and blow dry.
FIGURE 3-25. DIFFERENTIAL PRESSURE MANIFOLD 1. Plug Assembly 2. Differential Plunger Assembly 3. Lockwasher 4. Washer 5. Nut
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6. Stud (Ground) 7. Switch Assembly 8. Backup Ring 9. O-Ring 10. Sleeve 11. O-Ring
12. Plug 13. Plug Assembly 14. Shuttle Check Seat 15. O-Ring 16. Spring 17. Shuttle Poppet
Brake Circuit Component Service
18. Body 19. O-Ring 20. Spring 21. Backup Ring 22. O-Ring 23. Port A
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3. If removed, install sleeve (10) and seat in place by threading plug (12) into valve body. 4. Install plunger with seals but no springs into valve body until end of plunger is flush with end of body at Port "A". 5. Install two switches in port openings "DF" and "DR2". NOTE: If switches have O-rings or teflon washers, remove and replace. Do not reinstall. 6. Connect an ohmmeter to end of plunger and the brass stud on the "DF" switch. Use the wrench flats to screw the switch in or out, until slight contact is made. 7. Back out "DR2" switch until no contact is made. "DR2" switch is not used on HAULPAK® truck, but can be used as a spare switch to replace defective "DR" switch. 8. Place springs on each end of plunger, install both plugs (1 & 12) and tighten. 9. Turn switch into the body 1/8 to 1/4 turn. Hold switches by the wrench flats and tighten locking nuts. Final Adjustment Final adjustment of the front brake differential switch "DF" can be performed on a bench test if an adjustable pressure source is available. Adjustment can also be made on the machine, as outlined in the "Brake Circuit Check-Out and Adjustment Procedure". Switch "DR2" is not used on HAULPAK® truck. For bench adjustment, plug "PLF", both "B2" ports and one "B1" port. Do not plug "BF" port. Attach an adjustable hydraulic source and an accurate gauge to the open "B1" port. Connect an ohmmeter between the brass stud on "DF" switch and the ground stud. Loosen locknut on "DF" switch. Slowly increase pressure on "B1" port and adjust "DF" switch inward or outward so the switch closes when the pressure reaches 588 ±60 psi (4.1 ±0.4 MPa). Tighten locknut and check for repeatability.
J03001C
PILOTED SINGLE CONTROLLER The piloted single controller utilizes a signal from the rear brake apply pressure. This signal keeps the pressure delivered to the front brakes in relation with the pressure delivered to the rear brakes. The piloted single controller also works with the dry/slippery road solenoid to deliver two different pressure ranges to the front brakes. The piloted controller is mounted in the center section of the brake circuit control cabinet located directly behind the operator's cab.
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 keyswitch "Off" and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open "T" handles at bottom of accumulators to bleed down brake accumulators. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway.
Removal If the piloted single controller is to be removed from the cabinet for bench test or repair, tag or mark all lines to be removed. 1. Release pressure from the brake accumulators. 2. Disconnect all pressure lines and plug ends of all fittings removed. Move pressure lines clear of the controller. 3. Remove capscrews securing the controller to the cabinet and remove the controller to a clean work area for disassembly. (Refer to Disassembly, Cleaning and Service).
Brake Circuit Component Service
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4. Remove tank assembly (6). Remove O-ring (9), actuator spring cap (10), spring (11), and spring seat (7). 5. Remove regulator assembly (13). Remove regulator spool (12), reaction plunger (14), and spring (15). Remove O-rings (16 & 18). Cleaning and Inspection 1. Clean all parts in clean solvent. 2. Inspect plungers and spool (3, 5, & 12) for wear. If spools or valve bodies are worn, spool and valve must be replaced as an assembly. 3. Replace shims if worn or damaged. 4. Replace all O-rings. 5. Make sure all ports and oil passages are free of foreign materials. Assembly FIGURE 3-26. SINGLE PILOTED CONTROLLER 1. Controller 2. Port PLT2 3. Port PL1
4. Port T 5. Port REG 6. Port PR
Installation 1. Install the piloted single controller to the brake control cabinet and secure controller using three capscrews. Tighten capscrews to standard torque values. DO NOT remove protective plugs until each line connection is completed. 2. Connect all pressure fittings to their respective locations (Figure 3-26). 3. Close brake accumulator bleeddown valves. 4. Start engine to charge the brake accumulators and check controller for leaks. Disassembly 1. Remove primary actuator "PLT2" (1), piston (3) and O-ring (2). (Refer to Figure 3-27). NOTE: Scribe a mark down the side of controller to make sure ports are in proper relation to each other during assembly. 2. Remove nut (20) and washer (19) from top of controller. Do not remove studs at this time.
1. Install O-ring (18) into cover assembly (17). Place nut and washer (19 & 20) on stud and install through cover section. 2. Install spring (15) and plunger (14) into regulator spool (12). Install spool into regulator assembly (13). Carefully place assembly down over studs and seat onto cover assembly making sure plunger (14) does not come out of regulating spool. 3. Install O-ring (16). 4. Install tank body (6) over studs. 5. Install shims (8), seat (7), spring (11), spring cap (10), and O-ring (9). 6. Install plunger (5) into actuator body (4). 7. Install actuator assembly (4) over studs. Install washers and nuts and tighten. 8. Install plunger (3) and O-ring (2) on primary actuator and install into secondary actuator. Sealing of actuator is done by the O-ring and high torque is not required to prevent leakage. 9. After controller is assembled, perform "Bench Test" to make sure regulated pressure is correct. Bench Test After piloted single controller has been serviced perform the following test to make sure regulated pressure is accurate.
3. Remove secondary actuator assembly (4) and remove piston (5).
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Brake Circuit Component Service
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Equipment Needed: 1. One 5000 psi gauge. 2. Hydraulic supply source capable of 1700 psi (18.9 MPa) pressure. 3. Line with regulator to limit supply pressure to 1500 psi (10.5 MPa).
Set-Up 1. Plug port "PL2" in top of controller .
Do not apply pressure to "PL1" without a plug in "PL2". 2. Connect line with regulator into port "PL1". 3. Connect line capable of supplying 2700 psi (18.9 MPa) to port "PR". 4. Connect a line to port "T" to return oil to tank. 5. Install 5000 psi gauge in port marked "REG".
Adjustment 1. Apply 1500 psi (10.5 MPa) to port "PL1" and at the same time apply 2700 psi (18.9 MPa) to port "PR". 2. Observe pressure reading on gauge installed in port marked "REG". The correct pressure should not exceed 2500 psi (17.5 MPa). Shut off hydraulic source and release pressure. 3. If pressure exceeds 2500 psi (17.5 MPa) on gauge, controller will have to be disassembled and have shims added. If pressure is less than 2500 psi (17.5 MPa), disassemble and remove shims. 4. Repeat Steps 1, 2 and 3 until 2500 psi (17.5 MPa) pressure reading is obtained. 5. Disconnect lines and gauges. Return controller to service.
J03001C
FIGURE 3-27. SINGLE PILOTED CONTROLLER 1. Primary Actuator 2. O-Ring 3. Pilot Plunger 4. Secondary Actuator 5. Pilot Plunger 6. Tank Assembly 7. Spring Seat 8. Shim Kit 9. O-Ring 10. Actuator Spring Cap
Brake Circuit Component Service
11. Spring 12. Regulator Spool 13. Regulator Assembly 14. Reaction Plunger 15. Spring 16. O-Ring 17. Cover Assembly 18. O-Ring 19. Washer 20. Hex Nut
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DRY/SLIPPERY ROAD SOLENOID VALVE The slippery road solenoid valve is controlled by an instrument panel mounted switch (Dry/Slippery Road). The valve directs rear brake apply signal from the differential pressure manifold to the piloted single controller. The switch is open in the "Dry Road" position allowing the solenoid valve to be de- energized. The result is a modulated pressure range of 0-2500 psi (0-17.5 MPa) for the front brakes. When the switch is moved to "Slippery Road" position, the modulated front brake pressure through the piloted single controller is a 1:1 ratio of the rear brake pressure. The solenoid valve is located in the upper left corner of the brake control cabinet located directly behind the operator's station. (Refer to Figure 3-28).
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 keyswitch "Off" and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open "T" handles on accumulators to bleed down brake accumulators.
FIGURE 3-28. DRY/SLIPPERY SOLENOID VALVE 1. Solenoid Valve 2. Hydraulic Lines
3. Electrical Leads 4. Capscrews
Installation 1. Install the solenoid valve to the brake control cabinet and secure the solenoid using two capscrews. Tighten capscrews to standard torque. DO NOT remove the protective plugs until each line connection is completed. 2. Connect all pressure fittings to their respective locations (Figure 3-28).
Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway. Removal If the solenoid valve is to be removed from the cabinet for bench test or repair, tag or mark all lines to be removed.
3. Connect all electrical leads to their respective terminals (Figure 3-28 ). 4. Close brake accumulator bleeddown valves. 5. Start engine to charge the brake accumulators and check solenoid for leaks.
1. Release the pressure from the brake accumulators. 2. Disconnect all electrical leads, hydraulic lines, and plug lines and cap fittings. 3. Move all electrical lines and hydraulic lines clear of the solenoid valve. 4. Remove the two capscrews securing the solenoid valve to the cabinet and remove the solenoid valve to a clean work area for disassembly. (Refer to Disassembly, Cleaning and Service).
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Brake Circuit Component Service
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Disassembly 1. Remove nut (3, Figure 3-29) and washer (4). 2. Remove coil (2) and valve (5).
Cleaning and Inspection 1. Clean valve body (1) and valve (5) in clean solvent. 2. Replace solenoid coil if damaged. Replace Orings and backup rings.
Assembly FIGURE 3-29. SOLENOID VALVE ASSEMBLY 1. Install new O-rings and backup rings on valve (5). Install valve into valve body (1) and tighten. 2. Install solenoid coil (2) with washer (4) and nut (3) and tighten.
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1. Valve Body 2. Coil 3. Nut 4. Washer
Brake Circuit Component Service
5. Valve 6. O-Ring 7. Backup Ring 8. Electrical Leads
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NOTES:
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Brake Circuit Component Service
J03001C
BRAKE CIRCUIT CHECK OUT AND ADJUSTMENT PROCEDURE The brake circuit hydraulic pressure is supplied from the steering circuit at the bleeddown manifold.
BRAKE CIRCUIT COMPONENT LEAKAGE TEST
Excessive leakage in the steering system can cause problems with the brake system. Some brake system problems such as spongy brakes or slow brake apply or release can sometimes be traced to internal leakage of brake components. If internal leakage is suspected, refer to Brake Circuit Component Leakage Test.
Note: 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 steering wheel - No front wheel movement should occur.
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. The steering circuit can be isolated from the brake circuit by removing the supply line from the bottom side of the bleeddown manifold (see WARNING). Plug the supply line and cap the port in the bleeddown manifold.
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 and brake accumulators. NOTE: The following paragraphs refer to the Models 630E/685E only (does not apply to 445/510E Models). The hoist control valve receives pressure oil from a “Tee” fitting located on the brake circuit supply line. Excessive leakage in the hoist control valve or in the steering system can cause problems with the brake system. To test the hoist control valve for leakage, remove and cap the return line for this valve at the valve return port next to the operator seat. Start engine and at low idle, measure the leakage from the hoist control valve. It should not exceed 16.6 oz. (491 ml) per minute. If leakage is excessive, rebuild or replace the hoist control valve as outlined in Section “L”, Hydraulic System.
J04016 3/97
Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll away. Accumulators 1. Open “T” handles on accumulators to bleed down brake accumulators. 2. Close the accumulator manual drain valves by turning “T” handles clockwise (CW). Remove drain lines from brake accumulator manual drain valves, and cap lines. The valves are located at the bottom of each accumulator in the hydraulic brake cabinet. 3. Start engine and idle at low RPM until brake accumulators are charged to 2500 psi (17.2 MPa). 4. No leakage should occur from accumulator manual drain valves. 5. If leakage is present, correct the cause of leakage. 6. Shutdown engine. Turn key switch to “Off” and wait 90 seconds. Reconnect the drain lines to the accumulator drain valves. 7. If leakage in the brake circuit is still excessive, lower the foot box cover. Disconnect the pressure supply line at the port marked “P” on the left lower side of the dual controller. Check for excessive leakage from this port. The Maximum leakage rate should be 2 oz/min (66ml). a. If leakage is excessive, manually drain the brake accumulators by turning the “T” handles counterclockwise (CCW) on the drain valves. b. Remove check valves on bottom of dual controller. c. Visually check for cause of leakage from valves. d. Replace valves when corrected and reconnect pressure line removed in Step 7. e. Check accumulator check valves again for leaks by referring back to Step 7.
Brake Checkout & Adjustment
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Dual Controller and Piloted Single Controller 1. Shutdown engine, bleed down steering and brake accumulators. 2. In foot box, under cab, disconnect large brake controller return line (Port “T”) and the brake controller auxiliary/park brake return line (Port “PT”) and cap “Tee” fittings. 3. In the hydraulic cabinet behind operators cab, disconnect the return line from the Piloted Single Controller and cap “Tee” Fitting. 4. Start engine to charge hydraulic system.
7. With engine at low idle, check leakage from Piloted Single Controller (8. Figure 4-1) in hydraulic brake cabinet behind operator's cab. Do not reconnect return lines in foot box. Make sure both sides of tee in foot box are capped. With the engine running, measure leakage from Single Piloted Controller at “T” port (9). Maximum leakage allowed is 1.3 oz./min. (38 ml). If excessive leakage is found, replace or rebuild the Piloted Single Controller 8. Shut engine down and bleed steering and brake accumulators. 9. Connect all lines previously disconnected for the leakage tests.
DO NOT make any brake applications. Dry/Slippery Road Valve 5. With the engine at low idle (750 RPM) check leakage from Port “T”. The maximum allowable leakage from the brake controller is 2.6 oz./min. (77 ml). If excessive leakage is present, it will be necessary to replace or rebuild the brake controller. 6. With engine at low idle, check leakage from Port “PT”. The maximum allowable leakage from the brake controller auxiliary/park brake line is 2.6 oz./min. (77 ml). If excessive leakage is present it may be coming from either of the solenoids mounted in the upper section of the brake controller valve. Check solenoids as follows:
NOTE: This valve will not cause the steering cycle time to be affected if leakage is excessive. This leakage occurs only while brakes are being applied. 1. Shut engine “Off” to bleed down hydraulic system and bleed down brake accumulators. 2. Remove return line from bottom of Dry/Slippery Road solenoid (10, Figure 4-1) and plug tank line. 3. Move slippery road switch to “Slippery”. 4. Start engine to charge brake accumulators. 5. Move Wheel Brake Lock to “On” position. 6. Slight leakage may be present. 7. Move Wheel Brake Lock to “Off” position. 8. Move Dry/Slippery switch to “Dry”. Slight leakage may occur.
When actuating these solenoids, a small amount of oil will come out of Port “PT”. Provisions must be made to contain this oil. a. Remove both solenoid valves and replace Oring seals. Recheck leakage.
9. If continued excessive leakage occurs, replace seal rings and recheck for leakage. If leakage continues the valve should be replaced. 10. Cap fitting on Dry/Slippery Road valve and leave return line “Off”. Connect line later in this procedure.
b. If leakage is still excessive, apply “Brake Lock”. If leakage is reduced, replace “Brake Lock” solenoid. c. If leakage is still excessive, release “Park Brake”. If leakage rate is increased, replace “Park Brake” solenoid.
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Brake Checkout & Adjustment
J04016 3/97
BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT
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 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 “T” handles on all brake accumulators to bleed down accumulators. Before disabling the brake circuit, be sure the truck wheels are blocked to prevent possible rollaway.
2. Fill hydraulic tank to proper oil level. Check, and, if necessary, precharge brake accumulators with approved nitrogen to proper pressure level, 1250 psi (8.8 MPa). Refer to “Charging Procedure”. 3. Start engine. Turn steering wheel until unloader valve has cycled five or more times. Perform the following checkout procedure at low idle with no steering. 4. Apply and release the “Wheel Brake Lock” several times. Both front and rear brake pressure maximums should be 1425 ±75 psi (9.8 ±0.5 MPa) with the Wheel Brake Lock “On”.
NOTE: The following procedures will be easier if six gauges are connected such that they can be read in the cab, where technician can communicate with person operating controls. 1. Install reliable pressure gauges at the following locations: a. One 3000 psi (21 MPa) gauge in front brake circuit. Install a pressure gauge in the “T” fitting (5, Figure 4-1), Port BF on the pressure differential manifold. b. Two 3000 psi (21 MPa) gauges in each of the rear brake circuits. Install pressure gauges in the fittings (6 & 7), Port B1 and B2 on the pressure differential manifold. c. One 5000 psi (35 MPa) gauge in steering bleeddown manifold test port to observe brake supply pressure. d. One 5000 psi (35 MPa) gauge in park brake circuit, connected to Port PK on the Dual Hydraulic Brake Controller located in foot box. e. Install a “Tee” fitting in the hose to tube connection at the Hydra-Zorb clamp of line “AA” and install a 3000 psi (21 MPa) gauge leading to Port “AA” of the Dual Hydraulic Brake Controller Auxiliary Accumulator.
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FIGURE 4-1. BRAKE CONTROL CABINET 1. Capscrew 2. Differential Pressure Manifold 3. Electrical Lead 4. Ground Wire 5. Test Port “BF” 6. Test Port “B2” 7. Test Port “B1” 8. Piloted Single Controller
Brake Checkout & Adjustment
9. “T” Port 10. Dry/Slippery Road Solenoid Valve 11. “PL1” Port 12. “PL2” Port 13. Front Brake Cut-out Solenoid 14. Accumulator Shut-off Valves
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NOTE 1: When truck is equipped with 772 wheelmotors, the pressure to the rear wheels should be 1100 psi ±50 psi (7.24 0.±35 MPa).
c. If pressures are low, adjust the front pedal stop to obtain maximum pressure and meet the requirements in paragraph (a.).
NOTE 2: If truck is equipped with the Payload Meter, the “Wheel Brake Lock” will actuate only the rear brakes.
d. When brake pedal is released, pressure on both rear and front brakes should be 0 psi (0 kPa). If brake pressure is not released, make sure pedal rear adjustment screw is not preventing pedal from releasing plungers. Pedal return stop should be adjusted such that there is 0.01-0.03 in. (0.25-0.76 mm) clearance between adjusting lug and spherical portion of actuator cam.
a. If rear brake pressures are not acceptable, dual controller requires re-shimming which is best done on a test bench facility. b. After rear brake pressures are acceptable, if front brake pressure is not acceptable, check system supply pressure. Front brake pressure must be within 200 psi (1.4 MPa) of supply pressure. 5. If system pressure is correct but front brake pressure is low, check pressure at port “PL2” (12, Figure 4-1) on piloted single controller. Pressure should be the same as highest pressure of ports “B1” and “B2” (rear brake pressures). If not, check piping and electrical operation of slippery road relay and slippery road solenoid valve. If pressure on “PL2” is correct but front pressure is low, replace or rebuild the piloted single controller. NOTE: Conditions in Step 5 must be met before proceeding. 6. With engine running at low idle, wheel brake lock “Off”, Slippery Road valve in “Dry” position, slowly cycle brake pedal up and down. Both rear brake pressures should remain within 100 psi (689 kPa) of one another. If the pressure does not remain within 100 psi (689 kPa) throughout the full range, loosen the adjuster lug lockscrews on the dual controller. Turn adjuster lug of circuit with lowest pressure counterclockwise until both circuits are equal. Tighten setscrews. a. Depress pedal fully. The front brake pressure should be 2100-2500 psi (14.7-17.2 MPa). The rear brake pressures should be 1425 ±75 psi (9.8 ±0.5 MPa). Refer to Bench Adjustment if pressures are not within specifications. NOTE: When truck is equipped with 772 wheelmotors, pressure to rear wheels should be 1050 psi ±50 psi (7.24 ±0.35 MPa). b. If pressures are correct, verify that front pedal stop is adjusted to contact pedal when fully depressed. (Internal shims limit total travel of actuation plungers).
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e. If pressure is still too high, check tank return pressure. 7. Move emergency brake switch (if equipped) to “On”. Both front and rear brake pressures should be 1425 ±75 psi (9.8 ±0.5 MPa). Move switch to “Off” position. If either of the rear brake circuits are not within the allowable limits, major internal adjustments must be made to the brake controller. NOTE: When truck is equipped with 772 wheelmotors, pressure to rear wheels should be 1100 psi ±50 psi (7.24 ±0.35 MPa). 8. Actuate wheel brake lock switch on instrument panel. Both rear brake circuits and front circuit pressures should be 1425 ±75 psi (9.8 ±0.5 MPa). Move switch to “Off” position. If either of rear brake circuits are not within the allowable range, major internal adjustments must be made to the dual controller. NOTE: If truck is equipped with the optional Payload Meter, the “Wheel Brake Lock” will actuate only the rear brakes. 9. Reach under brake pedal and depress one adjusting lug/actuator plunger with flat of screwdriver. The low brake pressure warning indicator should illuminate when one rear brake pressure is 300 ±50 psi (2.1 ±0.35 MPa) higher than the other. Repeat on opposite actuator. NOTE: When truck is equipped with 772 wheelmotors, the low brake pressure warning indicator should illuminate when one rear brake pressure is 250 ±50 psi (1724 ±345 kPa) higher than the other. 10. If warning indicator does not operate within specified limits, adjust the rear differential pressure switch (DR1) as follows: a. Remove pressure from dual controller by bleeding down all steering and brake accumulators.
Brake Checkout & Adjustment
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b. Loosen locknut on switch and turn switch clockwise to decrease pressure differential required to activate switch or counterclockwise to increase differential pressure. Retighten the locknut.
Never apply brakes with locknut loose.
c. Recharge the hydraulic system by starting the engine and repeat the test. Make adjustments until the indicator operates at the specified differential. 11. Check the front to rear brake differential switch by first disabling SRR (Slippery Road Relay). This can be done by placing a jumper wire across 33 and 33Z inside the junction box. a. Place the Slippery Road Switch in “Slippery Road” position. Slowly apply service brakes and observe pressure in front brake circuit as the treadle is applied. As the front brake pressure slowly increases to 588 ±60 psi (4.1 ±0.4 MPa) the front to rear brake differential switch should close, causing the Low Brake Pressure Warning Light on the instrument panel to light. NOTE: When truck is equipped with 772 wheelmotors, the front to rear brake differential switch should close as the front brake pressure slowly increases to 500 ±50 psi (3.5 ±0.35 MPa), causing the Low Brake Pressure Warning Light on the instrument panel to light. b. If warning light does not come on, adjust the switch located on the pressure differential manifold. Loosen switch terminal wire only enough so that switch can be rotated. Using the low brake pressure light as indicator of switch closing, turn the switch in slightly for contact at a lower pressure or out for contact at a higher pressure. When adjustment is made between 530-650 psi (3.7- 4.6 MPa) tighten the locknut and check repeatability. Tighten nut holding ring terminal on switch stud. c. Remove jumper wire installed between 33 and 33Z. 12. With system charged, move parking brake switch to “Off”. The parking brake pressure should increase to system supply pressure and parking brake light should turn off.
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13. Move parking brake switch to the “On” position. The parking brake pressure should decrease to 0 psi (0 kPa) and the parking brake light should come On. If pressure does not respond accordingly, check for proper operation of the switch or replace parking brake solenoid. 14. With system charged and parking brake “Off”, stop engine without turning the key switch “Off”. Slowly steer the front wheels to reduce the system supply pressure. The low steering pressure light and buzzer and low brake pressure light should all actuate at 1850 ±50 psi (12.95 ±0.35 MPa). If not within specified range, the steering accumulator switch must be replaced. a. Continue to decrease the system supply pressure by steering slowly. The brakes should automatically apply when system supply pressure decreased to 1600 ±50 psi (11 ±0.35 MPa). If not within specifications, the automatic apply pressure switch (DB2) must be replaced. b. Continue to decrease system supply pressure. At 1400 ±50 psi (9.8 ±0.35 MPa) the parking brake light should go on. 15. To check the Auxiliary Accumulator Switch use the following procedure: a. Remove electrical connector 33F from Low Steering Pressure Switch at bottom of steering accumulator. b. Remove wire 33 at Accumulator Leak Switch in hydraulic brake cabinet. c. Start engine to charge the steering accumulators. Wait 90 seconds and shut engine “Off” without turning “Off” key switch. d. With key switch “On”, slowly reduce brake supply pressure to 1750 psi (12.2 MPa) by turning front wheels. Stop wheel movement. e. Slowly open manual drain valve on the auxiliary accumulator. f. As accumulator pressure is reduced to approximately 1850 ±75 psi (12.9 ±0.53 MPa), the Auxiliary Accumulator Pressure Switch will close turning on low brake pressure light. g. If low brake pressure light fails to light, check the indicator light and the accumulator switch. h. Connect the electrical terminals 33 and 33F.
Brake Checkout & Adjustment
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16. Recharge system. With engine at low idle, slowly open each service brake and auxiliary brake accumulator manual drain valves one at a time. Each open valve should cause the accumulator leak detector switch (DB1) to detect the leak and illuminate low brake pressure indicator on instrument panel. a. If switch does not function, check for proper wiring and operation of the DB1 pressure switch in the accumulator leak/down manifold. Also check for flow coming out of bleeddown valve from accumulator. b. If indicator is still not working, remove fitting from top of manifold and check orifice. A 0.060 in. (1.53 mm) diameter wire should not pass through orifice. 17. After all tests are completed, shutdown engine. Bleed down all accumulators. 18. Remove all gauges and fittings used for checking. Connect all lines previously removed.
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Brake Checkout & Adjustment
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CARLISLE WHEEL SPEED DISC BRAKES The front wheel speed brake assemblies have two, three or four brake calipers on each wheel assembly. Each brake caliper contains six pistons (12, Figure 51). Oil pressure pushes the pistons against the carrier and lining assemblies (5) which transmit force against the brake disc causing a braking action. The reaction to the braking effort is supplied by the thrust plates (4) which also retains the carrier and lining assemblies when brake pressure is released.
2. Inspect disc for excessive or uneven wear. If thickness of disc is less than 0.700 in. (17.8 mm) replace disc as covered in "Spindle and Wheels", Section "G". 3. Remove wheel and tire assembly according to the "Front Wheel Removal" instructions, Section "G". 4. Remove capscrews (1, Figure 5-1), washers (2) and thrust plates (3 & 4) from both ends of brake. 5. Attach a bleeder hose to top bleeder valve (6) and place loose end of hose in a clean container to catch the oil at each brake.
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.
6. Open bleeder valve (6) to vent oil cavity behind pistons.
When using pry bar, do not damage disc. Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. NOTE: The parking brake is released and the service brakes are applied with high pressure oil. Before disconnecting any brake lines, be sure keyswitch has been off at least 90 seconds in order to bleed down steering accumulators. To assure that service brakes are not accidentally applied, open all manual drain valves and bleed down all brake accumulators. Failure to take above precautions may result in high pressure fluid spraying from brake lines.
BRAKE CALIPERS Lining Replacement
NOTE: If tool not available, insert a smooth ended pry bar between worn lining and disc. 7. Using Carrier and Lining Retraction Tool (Figure 5-6), pry carrier and lining assembly (5) back until all six pistons are retracted as follows: a. Insert flat face of small end of tool between brake disc and carrier/liner assembly. b. Use wrench on tool flats and rotate tool until carrier and liner have retracted to limit of tool width. c. Remove tool and insert large end of tool between brake disc and carrier/liner assembly. Again, use wrench on tool flats and rotate tool until carrier and liner have retracted to limit of tool width. Pistons should be completely retracted for lining replacement. 8. Slide lining and carrier assemblies out.
Linings MUST BE REPLACED when worn to recommended limits. Failure to replace linings worn beyond limits, will result in loss of braking effort and possible complete loss of the truck's service brake capability. Carrier and lining assemblies should be replaced when the friction material is worn to 0.125 in. (0.317 cm) thickness. Replace carrier and lining assemblies as follows: 1. Open all manual drain valves and bleed down all brake accumulators.
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9. Insert new carrier and lining assemblies (5) in each side of brake, making sure that the friction surface of lining is toward the disc. 10. Close bleeder screw (6) and remove bleeder hose. 11. Install thrust plates (3 & 4) with capscrews (1) and flat washers (2) engaging tang of lining carriers into slot in thrust plates. Tighten capscrew (1) to 730-750 ft. lbs. (990-1017 N.m) torque. 12. Close manual drain valves. Actuate brakes. If inspection indicates further disassembly or repair of brake calipers, refer to the following instructions on "Removal, Disassembly, and Installation".
Carlisle Wheel Speed Disc Brakes
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13. Install front wheel and tire assembly according to "Front Wheels and Tires" installation. 14. Refer to "Service Brake Conditioning (Burnishing) Procedure" and burnish the new brake linings.
All new brake linings should be burnished prior to truck being put in service. Refer to "Service Brake Conditioning". Brake Caliper Removal
NOTE: Before disconnecting any brake lines, be sure keyswitch has been off at least 90 seconds in order to bleed down steering accumulators. To assure that service brakes are not accidentally applied, open all manual drain valves and bleed down all brake accumulators. Failure to take these precautions may result in high pressure fluid spraying from brake lines. 2. Remove brake line junction block and mounting bracket. 3. Remove wheel and tire assembly according to "Front Wheel Removal" instructions, Section "G". 4. Disconnect and cap brake lines to prevent contamination of brake system.
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. Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. 1. Be sure keyswitch has been off at least 90 seconds. Open all manual drain valves and bleed down all brake accumulators in the brake cabinet.
Brake caliper weighs approximately 150 lbs. (68.1 kg). Use a suitable lifting device that can handle the load safely. 5. Attach lifting device to brake caliper assembly (1, Figure 5-2). Brake caliper weighs approximately 150 lbs. (68.1 kg). Remove capscrews attaching brake caliper to brake support. Slide brake caliper from disc. Repeat for remaining calipers.
FIGURE 5-1. FRONT DISC BRAKE 1. Capscrew 2. Washer 3. Thrust Plate 4. Thrust Plate
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5. Carrier & Lining Assembly 6. Bleeder Valve 7. Washer 8. Capscrew
9. Cap 10. Retainer 11. Packing 12. Piston 13. Packing
Carlisle Wheel Speed Disc Brakes
14. Retainer 15. Boot 16. Torque Plate Assembly
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Brake Caliper Installation 1. Test caliper for piston seal leakage using "Brake Caliper Bench Test" before installing calipers onto truck. 2. Apply simple lithium base chassis grease (multipurpose EP NLGI) or a rust - preventive grease (as specified in the "Standard Charts And Tables" from Section "A") to the internal threads of each brake. Thoroughly clean mounting surface of brake, calipers and brake support.
Brake caliper weighs approximately 150 lbs. (68.1 kg). Use a suitable lifting device that can handle the load safely. 3. Attach lifting device to the brake caliper and install over disc. Attach brake caliper to support with capscrews and flat washers. Lubricate flat washers with rust preventative grease. Tighten mounting capscrews to 1580 ±158 ft. lbs. (2142 ±214 N.m) torque. Repeat for all brake calipers.
7. Install wheel and tire assembly according to "Front Wheel Installation" instructions, Section "G". 8. Refer to "Service Brake Conditioning (Burnishing) Procedure" and burnish the new brake linings.
All new brake linings must be burnished prior to being put in service. Refer to "Service Brake Conditioning (Burnishing) Procedure". Brake Caliper Disassembly 1. Inspect brake calipers to insure that all boots (15, Figure 5-1) are tight and there are no leaks. Check boots for deterioration and the carrier and lining assemblies (5) for excessive wear. 2. Mark each thrust plate (4) before removal so thrust plate will be installed in same location during assembly. Remove capscrews (1), washers (2) and thrust plates (4).
4. Install brake line junction block and brake lines. 5. Install new linings per "Lining Replacement" instructions. 6. Bleed the air from all brake calipers. Refer to "Brake Bleeding Procedure".
Linings MUST BE REPLACED when worn to recommended limits. Failure to replace linings worn beyond limits, will result in loss of braking effort and possible complete loss of the truck's service brake capability. NOTE: Removal of piston caps (9) is not necessary to remove pistons (12). Remove piston from area where brake linings were removed. 3. Using Piston Removal Tool (Figure 5-7), remove pistons (12) from torque plate assembly (16) as follows: a. Install 3/8-16 capscrew in threaded hole in piston face. b. Slide slotted end of Piston Removal Tool, over capscrew shaft. Install 0.500-13 UNC-6 capscrew through threaded hole in tool shaft. c. As capscrew is screwed through tool, it will pull piston from housing. Inspection
FIGURE 5-2. BRAKE HEAD REMOVAL 1. Brake Caliper 2. Brake Caliper Support
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3. Disc
1. Inspect pistons (12, Figure 5-1) for minor scratches and nicks. If piston is badly nicked or scratched, or if the chrome plating is worn off, replace piston.
Carlisle Wheel Speed Disc Brakes
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2. Scratches, nicks, and other slight surface damage may be smoothed with fine crocus cloth. Replace damaged parts that affect proper brake operation. 3. Inspect piston and housing for wear: Piston - Minimum O.D. 3.4945 in. (8.876 cm) Housing - Maximum I.D. 3.505 in. (8.903 cm) 4. Carrier and lining assemblies (5) should be replaced with new if cracks or damage is present. Carrier and lining assemblies should also be replaced when the friction material is worn to 0.125 in (0.318 cm) thickness. 5. Inspect thrust plates for wear, cracks, or damage. Replace worn or defective thrust plates. Brake Caliper Assembly 1. Replace all retainers, packings, and boots. Refer to Figure 5-3.
When replacing rubber components the type of brake actuating oil must be identified. Rubber components for C-4 Hydraulic Fluid (mineral oil) and ABF (brake fluid) are not interchangeable. Use only rubber replacement components compatible with the HAULPAK® truck brake system.
2. Clean torque plate assembly (16, Figure 5-1) with solvent. Make sure no solvent remains in oil passages or grooves. Inspect dust boot, seal grooves and land areas between grooves for damage or cracks. Replace torque plate assembly (16) if corrosion is excessive or dust boot and seal grooves are damaged. 3. Lubricate packings (11 & 13), retainers (10 & 14), and pistons (12) with the proper oil for the truck brake system. 4. Install packings (13) and retainer (14) in torque plate piston bores. Also refer to Figure 5-3. 5. Install each piston (1, Figure 5-3) and boot (5) as shown. Boots and pistons must be installed using Special Tool SS0915 (Figure 5-8) as follows: a. Install dust boot over tool at beveled end. b. After O.D. lip of dust boot has been installed into groove of piston bore, reach through tool with finger and check for proper seating of dust boot lip. Lubricate exposed surfaces of boot and seals. c. Insert piston through tool and dust boot until piston has seated onto seal in piston bore. d. Remove tool. Using rotating, thrusting motion, press piston by hand into and through packing assembly. e. Press dust boot into piston groove. 6. Install retainer (10, Figure 5-1) and packing (11) into cap (9). (Install packing to the inside, closest to pressure oil.) Attach caps (9) to torque plate (16) with capscrews (8) and washers (7). Tighten capscrews with dry threads to 135-150 ft. lbs. (183-203 N.m) torque. 7. Install thrust plates (3 & 4, Figure 5-1) in original positions (on one side) on ends of torque plate assembly (16) and fasten in place with capscrews (1) and washers (2). Lubricate capscrew threads and washer faces with rust preventative grease and tighten to 730-750 ft. lbs. (9901017 N.m) torque.
FIGURE 5-3. PACKING & BOOT INSTALLATION 1. Piston 2. Torque Plate 3. Packing
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4. Retainer 5. Boot
Thrust plates are not interchangeable and must be replaced in the same location from which removed (slotted edge against piston bore face of torque plate). 8. Install carrier and lining assemblies (5) making sure the tang is engaged in slot of thrust plate (3 or 4) previously attached.
Carlisle Wheel Speed Disc Brakes
J05005 9/95
9. Install remaining thrust plates, again making sure tang of carrier and lining assembly (5) is engaged in thrust plate slot. Fasten in place with capscrews (1) and washers (2). Lubricate capscrew threads and washer faces with rust preventative grease and tighten to 730-750 ft. lbs. (990-1017 N.m) torque. 10. Install bleeder valves (6).
During testing or bleeding procedure, DO NOT allow oil to come into contact with brake linings.
BRAKE CALIPER BENCH TEST The purpose of this test is to verify that overhaul of the calipers was performed satisfactorily. If any leakage occurs during this test, the caliper assembly must be rebuilt. A hydraulic supply with sufficient volume and pressure capacity to extend piston assemblies will be necessary. A gauge of 0-2000 psi (0-13,790 kPa) should be placed in the output line of the hydraulic source. Fabricate a block using front lining backing plate as a template. Thickness of plate for the front caliper should be 1.25 in. (31.75 mm) thick. 1. Join caliper halves together with mounting hardware or Grade 8 capscrews and nuts of adequate diameter and length to securely retain caliper halves together during testing. Tighten capscrews and/or nuts to standard torque. 2. Install new lining assemblies and test block.
6. Gradually increase hydraulic pressure to 1200 psi (8,274 kPa), observing piston assembly for leakage. 7. Reduce pressure to 0 psi (0 kPa) and repeat Step 6 and 7 three times. 8. If no leakage has been observed, reduce pressure to 0 psi (0 kPa) and disconnect hydraulic source. Cap all openings to prevent contamination. 9. Install brake calipers according to "Brake Caliper Installation" instructions. NOTE: After caliper has been installed on wheel assembly prior to lining installation, pry each piston until fully retracted into caliper housing. Use adequate force to pry each piston completely into caliper housing
BRAKE BLEEDING PROCEDURE Attach brake lines and bleed brake calipers according to the following instructions:
Be sure test block is securely retained in caliper head before applying pressure.
NOTE: Use a bleeder hose on bleeder valves during procedure to keep oil away from linings. 1. Fill hydraulic tank to proper level.
3. Connect oil lines between two caliper halves.
Oil used in the hydraulic source must be of the same type as used in the Brake Circuit on the HAULPAK® truck (C-4 hydraulic oil for mineral oil system; ABF for brake fluid system). 4. Attach hydraulic source to inlet port of caliper assembly.
2. Close all brake accumulator drain valves, if open. 3. Run engine at low idle. Open bleeder valve at the highest point on brake caliper and actuate brake treadle valve until oil is free of air bubbles. Close bleeder valve before oil stops flowing. 4. Perform the above procedure on each top bleeder screw for each caliper. 5. Fill hydraulic tank to proper level.
5. Bleed air from caliper assembly.
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Carlisle Wheel Speed Disc Brakes
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SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE After any brake lining replacement, or at new truck start up, the brake linings and discs must be burnished. A surface pyrometer will be necessary to accurately record disc temperature during brake burnishing procedure.
4. For the second "burn in", repeat Step 2 above to achieve a disc temperature of 700°F - 750°F (371°C - 400°C). Smoke and foul odor are normal. Take the temperatures as rapidly as possible, then as quickly as possible, start the truck in motion to cool the brakes. NOTE: Only two "burn in" runs are required.
Rear brakes must be disconnected when burnishing the front brakes. Refer to "Temporary Disconnect Procedures". Front Brake Conditioning 1. To prevent overheating and possible destruction of rear brakes, refer to "Temporary Disconnect Procedures" to temporarily disconnect the REAR brakes while burnishing front wheel speed brakes. Front brakes will require burnishing independently from rear brakes in order to control disc temperatures.
5. RECONNECT rear brakes (refer to Temporary Disconnect Procedures below). Insure all brakes are functioning properly. 6. Allow the brakes to cool to 225°F (121°C) or below before running any brake performance tests.
Temporary Disconnect Procedures For Rear Brakes Before disabling any brake circuit, insure truck wheels are blocked to prevent possible rollaway.
Extreme safety precautions should be used when making high-energy/high-speed brake stops on any downgrade. Safety berms or adequate run off ramps are necessary for any stopping performance tests. Rear brakes must be disconnected when burnishing the front brakes. NOTE: The Override Switch on the instrument panel must be depressed and held by the operator in order to propel the truck with the brakes applied. 2. Drive truck at speeds of 5 to 10 mph on level ground with brakes alternately applied and released using sufficient pressure to make the engine "work" to a noticeable extent. Continue until a pyrometer applied to the disk on the lining rubbing surface indicates 600°F - 650°F (315 - 345°C). NOTE: Heavy smoke and foul odor from brake linings is normal during burnishing procedures.
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 keyswitch "Off" and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open the two valves at the bottom of the brake accumulators (inside brake cabinet) to bleed down the two brake accumulators. The location for disconnecting the rear brakes is different for the model 830E than for the 445E, 510E, 630E, and 685E HAULPAK® Truck Models. Refer to next page for these locations.
3. Permit brake discs to cool to 350°F (177°C) or below. (This can require up to 30 minutes depending on the ambient air temperature and beginning surface temperature of the disc.)
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Carlisle Wheel Speed Disc Brakes
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Temporary Disconnect Procedures for Disabling Rear Brakes For Models 445E, 510E, 630E, and 685E HAULPAK® Trucks 1. Relieve pressure in hydraulic system according to the previous "WARNING" instructions. 2. Disconnect lines (2, Figure 5-4) and (3) from "B1" and "B2" tee fittings on differential pressure manifold inside brake control cabinet. 3. Install a #8, 0.75 X 16, 37° Cap Nut (WA2567 or equivalent) on each tee fitting. Tighten to standard torque. Cap or plug lines to prevent contamination of system. 4. Close accumulator "T" handles. 5. Condition (burnish) front brakes according to procedures described on previous pages. 6. Relieve pressure in hydraulic system according to the previous "WARNING" instructions. 7. Remove Cap Nuts and reconnect lines (2) and (3). Tighten to standard torque. 8. Close accumulator valves. 9. Start engine and check for leaks. Bleed brakes according to bleeding procedures.
Temporary Disconnect Procedures for Disabling Rear Brakes For Model 830E HAULPAK® Trucks 1. Relieve stored pressure in hydraulic system according to the previous "WARNING" instructions. 2. Disconnect "BR" hydraulic tube (1, Figure 5-5) at both ends inside brake control cabinet. Install a #8, 0.75 x 16UNF-2B, 37° flare Cap Nut (WA2567, or equivalent) on each fitting where tube was removed. Tighten caps to standard torque to prevent leakage. Cap or plug tube to prevent contamination. NOTE: This will disconnect the hydraulic supply from the operator's brake pedal to the rear brakes. There will be a noticeable loss of "braking action" at the pedal. However, this method of temporarily disabling the brakes will still permit the application of Brake Lock, in the event of an emergency. 3. Close accumulator bleed valves handles. 4. Condition (burnish) front brakes according to procedures described on previous pages. 5. Relieve pressure in hydraulic system according to the previous "WARNING" instructions. 6. Remove Cap Nuts and reinstall tube (1). Tighten tube nuts to standard torque. 7. Close accumulator bleed valves handles. 8. Start engine and check for leaks. Bleed brakes according to bleeding procedures.
FIGURE 5-5. 830E BRAKE CABINET
FIGURE 5-4. 445E/510E/630E/685E BRAKE CABINET 1. “BF” Brake Line 2. “B2” Brake Line
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1. “BR” Hydraulic Tube 2. Rear Brake Accumulator 3. Brake Manifold
3. “B1” Brake Line 4. Bleed Valve Handles
Carlisle Wheel Speed Disc Brakes
4. Front Brake Accumulator 5. “BF” Hydraulic Tube 6. Brake Lock Shuttle Valve
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SPECIAL TOOLS
FIGURE 5-6. CARRIER AND LINER RETRACTION TOOL (Manufacture locally)
FIGURE 5-7. PISTON REMOVAL TOOL (Manufacture locally)
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FIGURE 5-8. DUST BOOT INSTALLATION TOOL for CARLISLE Wheel Speed Disc Brakes - SS0915 (Manufacture locally)
Carlisle Wheel Speed Disc Brakes
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CARLISLE ARMATURE SPEED REAR DISC BRAKES The rear wheel brake assembly is a dual disc type. Each disc has one caliper with two torque plates per caliper. Each of the four torque plates contain a pair of pistons. The brake assembly is activated by oil entering the torque plates. Pressure is applied through passages to the pistons. The pistons push the carrier and lining assemblies against the disc assembly to apply the braking effort. Lining clearance is established, after the first brake application by the self adjusting parts in the piston and housing assemblies. The adjuster components within the housing assemblies are designed to maintain a constant clearance throughout the life to the linings.
1. Replace brake linings when lining carriers (1 & 3, Figure 6-1A) approaches (before contacting) wear indicator shoulder (2) in the center of spacer.
NOTE: Some trucks may be equipped with TWO (2) Park Brake Calipers per wheel. Service for these calipers are the same as presented here.
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. Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
FIGURE 6-1. LINING REPLACEMENT 1. Crossover Tubes 2. Brake Lining 3. Lining Carrier 4. Wear Indicator Shoulder 5. Capscrews & Flatwashers
6. Round Spacers (two) 7. Torque Plate 8. Torque Plate 9. Spacer Block 10. Capscrew
NOTE: The parking brake is released and the service brakes are applied with high pressure oil. Before disconnecting any brake lines, be sure keyswitch has been off at least 90 seconds in order to bleed down steering accumulators. To assure that service brakes are not accidentally applied, open all manual drain valves and bleed down all brake accumulators. Failure to take above precautions may result in high pressure fluid spraying from brake lines.
BRAKE CALIPERS Lining Replacement
Brake linings and discs MUST BE REPLACED when worn to recommended limits. Failure to replace linings or discs worn beyond limits, will result in loss of braking effort and possible complete loss of the truck's service brake capability.
J06005 9/95
FIGURE 6-1A. LINING WEAR INDICATOR 1. Brake Lining Carrier 2. Wear Indicator
Carlisle Armature Speed Rear Disc Brakes
3. Brake Lining Carrier
J6-1
2. Check for worn disc. If disc thickness is less than 0.750 in. (19 mm), replace disc. Refer to "Caliper Removal" instructions. 3. When replacing linings, replace all linings on the wheel motor assembly. 4. Attach hose to one bleeder screw per brake, to collect excess oil, and open bleeder valve.
9. Perform Steps 1 thru 8 on each brake caliper assembly. 10. When new brake linings are installed, they must be burnished prior to being put in service. Refer to "Service Brake Conditioning (Burnishing) Procedure". Caliper Removal 1. Open all manual drain valves and bleed down all brake accumulators in the brake cabinet.
When using pry bar, do not damage disc. 5. Insert pry bar between lining and disc and pry linings away from disc to force each piston into piston housing. Pry both linings until all four pistons are retracted in housings. 6. Remove capscrew (5, Figure 6-1) allowing spacer (6) to slide out from between torque plates (7 & 8). Remove linings. 7. Install new linings with friction material facing disc. 8. Install spacer (6), capscrew and flat washer (5). Make sure carrier and lining assemblies are hooked on outer spacers. Tighten capscrew to 745 ±75 ft. lbs. (1010 ±101 N.m) torque.
2. Inspect brake linings for wear. Replace brake linings when lining carrier (1 & 3, Figure 6-1A) approaches (before contacting) the wear indicator shoulder (2) in the center of caliper spacer.
Brake linings (and discs) MUST BE REPLACED when worn to recommended limits. Failure to replace linings (or discs) worn beyond limits, will result in loss of braking effort and possible complete loss of the truck's service brake capability.
FIGURE 6-3. INBOARD CALIPER MOUNTING
FIGURE 6-2. SERVICE BRAKE REMOVAL 1. Alignment Studs
J6-2
2. Outside Torque Plate
1. Capscrews and Flatwashers 2. Torque Plate 3. Brake Support 4. Capscrew
Carlisle Armature Speed Rear Disc Brakes
5. Parking Brake Support 6. Tube Structure 7. Spacer 8. Capscrew
J06005 9/95
3. Remove parking brake as described in "Parking Brake Removal". 4. Remove service brake lines and brake crossover tubes (1, Figure 6-1). Cap all lines and brake ports to prevent contamination of brake system. 5. Remove two outside capscrews (5) and two spacers (6). Remove brake lining assemblies.
6. Install two threaded alignment studs (1, Figure 6-2) in two outside capscrew locations. Remove center capscrew (10, Figure 6-1), outside torque plate (7) and spacer block (9). 7. Remove capscrews and flatwashers (6, Figures 6-4, 6-5 & 6-6) while supporting outboard disc (1). Tap disc and bushing assembly (3) off disc adapter (5). Remove shims (2) and record number, thickness and location of shims for use in assembly. NOTE: Keep shims together for use in assembly. 8. Remove capscrews (4, Figures 6-4, 6-5, & 6-6) and disc support (5). 9. Remove capscrews (12, Figure 6-4) and inside torque plate from caliper mount (11). 10. Remove two capscrews (4 & 8, Figure 6-3) from the inboard brake caliper and insert two 1.00014UNS X 11.00 inch threaded studs. 11. Remove the center capscrew and slide the park brake support arm off the stud. Record the number, thickness and location of shims between parking brake support arm (5) and spacer (7). Keep shims together for use in assembly.
FIGURE 6-4. REAR BRAKE MOUNTING 1. Brake Disc 2. Shims 3. Bushing 4. Capscrew 5. Disc Support 6. Capscrew/ Flatwasher 7. Capscrew/ Flatwasher
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8. Hub 9. Capscrew 10. Hardened Washer 11. Caliper Mount 12. Capscrew 13. Outboard Caliper 14. Inboard Caliper 15. Capscrew 16. Spacer
FIGURE 6-5. DISC BRAKE MOUNTING 1. Brake Disc 2. Shims 3. Bushing 4. Capscrew 5. Disc Support
Carlisle Armature Speed Rear Disc Brakes
6. Capscrew/ Flatwasher 7. Capscrew/ Flatwasher 8. Hub 9. Disc Adapter
J6-3
12. Remove lower brake tube structure (6) and park brake spacer (7). Cap brake fluid ports and tube ends to prevent contamination of brake system. 13. Remove outside torque plate, spacers and linings. Remove the two threaded studs. 14. Remove capscrews and washers (9 & 10, Figure 6-4) and outboard brake support (11) from wheel motor. Brake Disc Mountings Type: Depending on the wheel motor size and date of manufacture, there are several different ways the brake discs can be mounted. Refer to the illustrations (Figures 6-4, 6-5, or 6-6) that matches the type of brake mounting on the truck being serviced. BRAKE DISC MOUNTING TYPES Wheel Motor
Before 5/93
After 6/93
776
Figure No. 6-6
Figure No. 6-5
791
Figure No. 6-5
Figure No. 6-5
787/788
Figure No. 6-6
Figure No. 6-4
15. For Figure 6-4 only. a. Remove capscrews and flat washers (7) securing inboard disc (1) to hub (8). b. Tap disc (1) and remove with bushing (3) from disc adapter. Note number and thickness of shims behind disc for use in assembly. 16. For Figure 6-5 only. a. Remove one capscrew and flatwasher (7, Figure 6-4) from the highest position and insert one 0.625-11UNC X 6.00 threaded rod. b. Remove remaining capscrews and flatwashers (7) and tap on disc (1) and adapter (9) to separate it from hub (8). Note number and thickness of shims behind disc for use in assembly. 17. For Figure 6-6 only. a. Remove capscrews and flat washers (7, Figure 6-6) securing inboard disc (1) to inboard adapter (10). Tap disc (1) and remove with bushing (3) from disc adapter. Note number and thickness of shims behind disc for use in assembly. b. Remove one capscrew (11) from the highest position and insert one 0.625-11UNC X 6.00 threaded rod. c. Remove remaining capscrews (11) and remove disc adapter (9) and inboard adapter (10). 18. Remove capscrews (15, Figure 6-4), inside torque plate and inboard brake spacer (16). Inspection 1. Inspect discs for excessive wear. If disc thickness is less than 0.750 in. (19.05 mm) replace disc.
Failure to replace discs which are worn beyond recommended limits may result in loss of braking effort and possible complete loss of the truck's service brake capability. FIGURE 6-6. DISC BRAKE MOUNTING 1. Brake Disc 2. Shims 3. Bushing 4. Capscrew 5. Disc Support 6. Capscrew/ Flatwasher
J6-4
7. Capscrew/ Flatwasher 8. Hub 9. Disc Adapter 10. Inboard Adapter 11. Capscrew
2. Inspect discs and bushings (22, Figure 6-8) for damage. Replace, if necessary. 3. Inspect all brake linings (23) for damage or wear. Inspection for wear should be done while linings are installed with disc according to Step 2 under "Caliper Removal" instructions. 4. Inspect all torque plate halves for leaks and damaged piston insulators.
Carlisle Armature Speed Rear Disc Brakes
J06005 9/95
Installation NOTE: All mounting surfaces must be completely clean, flat and dry. All capscrew threads are to be lubricated, but the mating surface must remain dry during installation. 1. Before installing service brake on wheel motor, perform any required maintenance on wheel motor brake components. Test caliper heads using "Brake Caliper Bench Test" before installing calipers. 2. Thoroughly clean all mounting surfaces of wheel motor and brake components. 3. Lubricate the threads of capscrews (15, Figure 6-4) with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust - preventive grease as specified in Section "A", "Standard Charts And Tables". Install inside torque plate of caliper (14), and spacer (16) with capscrews (15). Tighten capscrews to standard torque. NOTE: Refer to "Brake Disc Mounting Type" Chart to determine which style of mounting and Figure number is applicable. Then continue to Step 4, 5, or 6. 4. For Figure 6-4 only: Install bushing (3) into disc (1). Install disc with four capscrews and washers (7) evenly spaced around disc and tighten. 5. For Figure 6-5 only: a. Install one 0.625-11UNC x 6.00 inch threaded alignment stud into top screw location (7, Figure 6-5) on hub (8). b. Install disc adapter (9) and brake disc (with bushing) over stud. Install four capscrews with washers (7) evenly spaced around disc and tighten. 6. For Figure 6-6 only: a. Install one 0.625-11UNC x 6.00 inch threaded alignment stud into top screw location (11, Figure 6-6) on brake hub (8). b. Install inboard adapter (10) and disc adapter (9) over stud. Install all capscrews and flatwashers (11) and tighten to standard torque. c. Install inboard disc (1) and bushing (3) with four capscrews and flat washers (7). Tighten capscrews, but not to standard torque. 7. Determine shim pack for proper lining clearance as follows: a. Measure dimension "A" (Figure 6-4) from the front side of the torque plate (between the two pistons) to the back side of brake disc.
b. Subtract dimension "A" from 1.565 in. (40.75 mm). The result is the required shim pack thickness to be installed between disc and the disc support. c. Remove brake disc. Install clean shims and re-install disc (with bushing) with all disc mounting capscrews and flatwashers and tighten to standard torque. 8. Install two 1.00-14UNS X 11.00 inch alignment rods into the center bolt hole and bolt hole (8, Figure 6-3) of inside torque plate. Install the square spacer on the center rod and one round spacer onto alignment rod in bolt hole (8). 9. Install the outside torque plate of caliper (14, Figure 6-4) onto alignment rods. Be sure all pistons are fully retraced into caliper housing. Install brake linings (2), and the remaining round spacer and capscrew and flat washer (4, Figure 6-3). DO NOT tighten capscrew at this time. 10. Install parking brake spacer (7) and parking brake arm (5). Replace alignment rod with capscrew and flat washer (8). Remove center alignment rod and replace with capscrew/flat washer. Tighten, but do not torque at this time. Attach brake oil tube (6). 11. Install outboard disc support (5, Figures 6-4, 6-5 & 6-6) with capscrews and lockwashers (4). Tighten capscrews to standard torque. 12. Install outboard caliper support (11, Figure 6-4) with capscrews and flatwashers (9 & 10). Tighten capscrews to standard torque. 13. Lubricate the threads of capscrews (12) with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust - preventive grease as specified in Section "A", "Standard Charts And Tables". Install inside torque plate of caliper (13) with capscrews (12). Tighten capscrews to standard torque. 14. Install bushing (3) into outboard disc. Install disc and bushing assembly with four evenly spaced capscrews and flat washers onto disc support (5). Tighten capscrews but do not torque. NOTE: Determine shim pack as described in Step 7. (See Figure 6-4). 15. Install spacers (6, Figure 6-1), brake linings (3), outside torque plate (7), capscrews and flatwashers (5) onto inside torque plate (8). Tighten capscrews to 745 ±5 ft. lbs. (1010 ±7 N.m) torque. NOTE: Make sure carrier and lining assemblies are hooked over spacers (6).
J06005 9/95
Carlisle Armature Speed Rear Disc Brakes
J6-5
16. Install and shim parking brake according to "Parking Brake Installation". 17. Tighten all brake line connections. 18. Close all manual drain valves for all brake accumulators. 19. Check hydraulic tank and, if necessary, add oil. 20. Bleed service and parking brakes to remove trapped air as follows. The top service brake can be bled at one bleeder screw. The lower service brake must be bled at each piston housing, total of four.
Disassembly of Brake Calipers 1. To remove pistons proceed as follows: a. Connect the torque plate (2 or 5, Figure 6-8) to an auxiliary hydraulic pressure source (be certain this hydraulic source is compatible with brake oil used in the caliper). Plug one of the threaded ports in the torque plate and use the other as an inlet port.
a. Start engine to charge accumulators and brake lines. b. Attach hoses to bleeder screws to channel oil away from brake linings. c. Depress brake pedal and open bleeder screws. Allow oil to flow until oil is free of air bubbles. d. Close bleeder screws and release brake pedal. 21. If new service brake linings were installed, they must be burnished prior to being put in service. Refer to "Service Brake Conditioning" procedure.
FIGURE 6-7. PISTON PULLER TOOL
J6-6
Carlisle Armature Speed Rear Disc Brakes
J06005 9/95
FIGURE 6-8. REAR DISC BRAKE ASSEMBLY 1. Bleeder Screw 2. Torque Plate 3. Spacer Block 4. Connector 5. Torque Plate 6. Machine Screw 7. Insulator 8. Piston & Inserts
J06005 9/95
9. Dust Boot 10. “O” Ring 11. Adjuster Sleeve 12. Compression Spring 13. Flatwasher 14. Retaining Ring 15. Adjusting Guide 16. Piston Housing
17. Bleeder Screw 18. Housing Plug 19. Capscrew 20. Flatwasher 21. “O” Ring 22. Disc & Bushing 23. Carrier & Lining Assembly
Carlisle Armature Speed Rear Disc Brakes
24. Capscrew 25. Flatwasher 26. Spacers (two) 27. Capscrew 28. Tube & Nuts 29. Torque Plate Spacer 30. Shim
J6-7
b. Install a "C"-clamp covering both pistons. As auxiliary pressure is applied, back the "C"clamp off slowly to allow the pistons to emerge from the housing. Allow pistons to extend until dust boots (9) are accessible. DO NOT allow pistons to extend further until dust boots are removed from groove in pistons. c. Carefully remove dust boots from pistons. Release hydraulic pressure and remove pistons by hand, being careful not to damage dust boot. NOTE: The pistons may also be removed by using a puller tool as shown in Figure 6-7 Removal of piston housing (16, Figure 6-8) from torque plate (2 or 5) and removal of insulator (7) and dust boot (9) from piston (8) must be performed first. Refer to Steps 4 and 5. 2. Remove retainer ring (14), flat washer (13), compression spring (12) and adjuster sleeve (11) from pistons. 3. If insulators (7) are damaged, disassemble from pistons (8) by removing the three machine screws (6). NOTE: To facilitate removal of screws, heat screws to approximately 375°F (190°C). 4. Remove capscrews (19) and piston housings (16) from torque plates (2 or 5). 5. Remove dust boot (9), piston O-ring (10) and housing O-ring (21) from piston. Inspection 1. Replace seals (10 & 21) and boots (9) whenever brake is disassembled. 2. Inspect adjuster guides (15) for surface damage and tightness in piston housing (16). If guide surface has nicks or other surface damage, replace guide. If guides are loose, remove, clean and dry threads. Apply non-permanent thread adhesive (such as 3M's Scotch Weld # 2158 B/A) to threads of guide and install. Tighten to 130-145 in. lbs. (14.7-16.4 N.m) torque. Allow the appropriate time for adhesive to set. Refer to manufacturer's instructions. NOTE: The thread adhesive must withstand temperature up to 350°F (177°C) and the type of fluid used.
4. Inspect piston housings (16). Replace if cracked. Remove scratches from sealing surface with fine crocus cloth. Measure piston housing bore: 2.635 in. (6.693 cm) Maximum I.D. 5. Inspect piston insulators (7). If broken, cracked or warped they must be replaced. 6. Inspect piston (8). If the outside diameter is scratched or nicked, replace piston. Measure piston outside diameter: 2.625 in. (6.668 cm) Minimum O.D. 7. Inspect remainder of parts for damage. Replace parts as necessary. Caliper Assembly
When replacing rubber components the type of brake actuating oil must be identified. Rubber components for C-4 Hydraulic Fluid (mineral oil) and ABF (brake fluid) are not interchangeable. Use only rubber replacement components compatible with the HAULPAK® truck system. 1. Thoroughly clean all parts and lubricate with the appropriate brake actuating fluid (C-4 hydraulic oil for mineral oil system; ABF for brake fluid system). 2. Install insulators (7, Figure 6-8) on pistons (8) with machine screws (6) as follows: a. Clean threads of machine screws to remove old adhesive and other foreign material from threads. b. Apply a non-permanent thread adhesive (such as 3M's Scotch Weld # 2158 B/A) to threads of machine screws (6). NOTE: The thread adhesive temperature up to 350°F (177°C).
must
withstand
c. Install machine screws (6) and tighten securely. For best results allow adhesive to cure per manufacturer's instructions. 3. Install adjuster sleeve (11), compression spring (12) and flatwasher (13) into piston. Retain the above parts in piston (8) with retainer ring (14). 4. If adjuster guide (15) was removed, replace according to "Inspection", Step 2.
3. Inspect the inside diameter of adjuster sleeve (11). If nicked or damaged, replace sleeve.
J6-8
Carlisle Armature Speed Rear Disc Brakes
J06005 9/95
5. Lubricate and install new piston O-rings (10) into each piston housing (16). Make sure O-ring grooves are clean. NOTE: Lubricate seals with the appropriate brake actuating fluid (C-4 hydraulic oil for mineral oil system; ABF for brake fluid system).
3. Connect oil lines between two caliper halves.
6. Lubricate piston and insert piston into housing (16), being careful not to damage piston seal (10). Use a vise clamp or arbor press to force adjuster sleeve (11) onto adjuster guide (15) and push piston to bottom of housing.
Oil used in the hydraulic source must be of the same type as used in the Brake Circuit on the HAULPAK® truck (C-4 hydraulic oil for mineral oil system; ABF for brake fluid system).
7. Install boot (9) over piston and into grooves on piston (8) and housing (16).
4. Attach hydraulic source to inlet port of caliper assembly.
8. Install O-ring (21) into groove in housing (16).
5. Bleed air from caliper assembly.
9. Install piston and housing assemblies on torque plate (2 or 5), making sure that the fluid port of piston housing (16) are aligned with the fluid ports of torque plates. Apply sealant to threads of capscrews (19) and attach housings (16) with capscrews (19) and flat washers (20). Tighten capscrews to 24-26 ft. lbs. (32-35 N.m) torque.
BRAKE CALIPER BENCH TEST The purpose of this test is to verify that overhaul of the calipers was performed satisfactorily. If any leakage occurs during this test, the caliper assembly must be rebuilt. A hydraulic supply with sufficient volume and pressure capacity to extend piston assemblies will be necessary. A gauge of 0-2000 psi (0-13,790 kPa) should be placed in the output line of the hydraulic source.
During testing or bleeding procedure, DO NOT allow oil to come into contact with brake linings. 6. Gradually increase hydraulic pressure to 1200 psi (8,274 kPa), observing piston assembly for leakage. 7. Reduce pressure to 0 psi (0 kPa) and repeat Step 6 and 7 three times. 8. If no leakage has been observed, reduce pressure to 0 psi (0 kPa) and disconnect hydraulic source.
Fabricate a block using rear lining backing plate as a template. Thickness of plate for rear caliper should be 1.0 in. (25.4 mm) thick. 1. If necessary, bolt caliper halves together with mounting hardware or Grade 8 capscrews and nuts of adequate diameter and length to securely retain caliper halves together during testing. Tighten capscrews and/or nuts to standard torque.
When using pry bar, do not damage disc.
2. Install new lining assemblies and test block.
NOTE: Use adequate force to pry each piston completely into caliper housing.
9. After caliper has been installed on wheel assembly prior to lining installation, pry each piston until fully retracted into caliper housing.
10. Install brake calipers according to "Installation" instructions. Be sure test block is securely retained in caliper head before applying pressure.
J06005 9/95
Carlisle Armature Speed Rear Disc Brakes
J6-9
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE BRAKE PAD CONDITIONING (BURNISHING) PROCEDURE
Carlisle Armature Speed Disc Brakes Conditioning (Burnishing) Rear Brakes
General These procedures apply ONLY to the brake lining assemblies obtained from Haulpak Parts Dept. for use on HAULPAK® Electric Drive Trucks equipped with Carlisle (Goodrich) disc brakes. Conditioning and burnishing of service brake linings must be performed each time a new set of brake linings are installed, or before a new HAULPAK® Truck is put into operational service. A surface pyrometer is required to measure brake disc temperatures during the conditioning procedures. If "Brake Certification" type tests are to be run, all linings and discs should be new and the factory should be notified. For in-service testing of service brakes, new linings or discs are not necessary. Front discs should be in serviceable condition with no metal smearing or metal buildup from previous use and not extensively rough or grooved. Inspect discs for wear limits. Rear discs will operate at higher temperatures and can be dark blue in color and show periodic spots [approximately 1.5 in. (3.8 cm) in size] and still be serviceable. A disc that is extremely heat-checked with radial cracks open to show a gap should not be used. IMPORTANT! To prevent lining damage during burnishing, as well as for stop distance tests, release the brakes as quickly as possible at the end of each cycle or stop. The burnish procedure consists of: 1. Alternately applying and releasing the service brakes until the recommended brake disc surface temperature is reached: then allow brakes to cool. Cool brakes, if necessary, by driving machine. (Rear brakes will normally cool faster than fronts.) Repeat cycle 3 - 4 more times. 2. To expedite the burnishing cycles of heating and cooling, operate the brakes on only one axle at a time, so that the other system will be cooling (operate front brakes with rear brakes disconnected, or rear brakes with front brakes disconnected).
Extreme safety precautions should be used when making high-energy/high-speed brake stops on any downgrade. Safety berms or adequate run off ramps are necessary for any stopping performance tests. 1. Front brakes will require burnishing independently from rear brakes in order to control disc temperatures Refer to Temporary Disconnect Procedures on the following pages. NOTE: Heavy smoke, flames, and foul odor from brake linings is normal during burnishing procedures. 2. Temporarily disconnect the FRONT brakes (refer to Temporary Disconnect Procedures). Electric Propulsion drops out when rear brake pressure is sensed, therefore burnish by bringing the truck speed up to about 18 mph and snubbing the brakes to slow truck to about 8 mph. Continue until a pyrometer applied to the disc on the lining rubbing surface indicates 700°F - 750°F (371°C - 400°C). NOTE: The Override Switch on the instrument panel must be depressed and held by the operator in order to propel the truck with the brakes applied. 3. Permit brake discs to cool to 350°F (177°C) or below. (This can require up to 30 minutes depending on the ambient air temperature and beginning surface temperature of the disc.) 4. Repeat the above as necessary to achieve a disc temperature of 800°F - 850°F (427°C 455°C). Smoke and foul odor are normal. Take the temperatures as rapidly as possible, then as quickly as possible, start the truck in motion to cool the brakes. 5. RECONNECT front brakes (refer to Temporary Disconnect Procedures). Insure rear brakes are functioning properly. 6. Allow brakes to cool to 225°F (121°C) or below before running any brake performance tests or placing truck into operation.
3. The recommended order for burnishing is: Front, Rear, Front, Rear, Front, Rear, and Front.
J6-10
Carlisle Armature Speed Rear Disc Brakes
J06005 9/95
BLEEDING PROCEDURE Attach brake lines and bleed brake calipers according to the following instructions:
TEMPORARY DISCONNECT PROCEDURES FOR DISABLING FRONT BRAKES
1. Fill hydraulic tank per procedure and close brake accumulator drain valves, if open. 2. Securely attach bleeder hose to highest bleeder valve of each caliper, direct hose away from brake assembly and into a container to catch excess oil.
5. Check hydraulic reservoir level as bleeding takes place, maintain correct level.
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 keyswitch "Off" and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open "T" handles at bottom of accumulators to bleed down brake accumulators. Before disabling any brake circuit, insure truck wheels are blocked to prevent possible rollaway.
All new brake linings should be burnished prior to being put in service. Refer to "Service Brake Conditioning".
The location for disconnecting the front brakes is different for the model 830E than for the 445E, 510E, 630E, and 685E HAULPAK® Truck Models. Refer to next page for these locations.
3. With engine at idle, make partial brake application of dual brake controller, maintain partial application, open bleeder valve until a clean stream of oil is discharged from caliper. Close bleeder valve. 4. Repeat above Steps until all air is bled from all calipers.
6. Before returning truck to production, brake lining must be burnished.
J06005 9/95
Carlisle Armature Speed Rear Disc Brakes
J6-11
Temporary Disconnect Procedures for Disabling Front Brakes For Models 445E, 510E, 630E, and 685E HAULPAK® Trucks 1. Relieve pressure in hydraulic system according to the previous "WARNING" instructions. 2. Disconnect "BF" line (1, Figure 5-9) from tee fitting on differential pressure manifold inside the brake control cabinet.
Temporary Disconnect Procedures for Disabling Front Brakes For Model 830E HAULPAK® Trucks 1. Relieve stored pressure in hydraulic system according to the previous "WARNING" instructions.
7. Remove Cap Nuts and plugs (installed, step 3) and reconnect line (1). Tighten to standard torque.
2. Disconnect "BF" hydraulic tube (5, Figure 5-10) at both ends inside brake control cabinet. Install a #8, 0.75 x 16UNF-2B, 37° flare Cap Nut (WA2567, or equivalent) on each fitting where tube was removed. Tighten caps to standard torque to prevent leakage. Cap or plug tube to prevent contamination. NOTE: This will disconnect the hydraulic supply from the operator's brake pedal to the front brakes. There will be a noticeable loss of "braking action" at the pedal. However, this method of temporarily disabling the brakes will still permit the application of Brake Lock, in the event of an emergency.
8. Close accumulator valves.
3. Close accumulator bleed valves handles.
9. Start engine and check for leaks. Bleed brakes according to bleeding procedures.
4. Condition (burnish) rear brakes according to procedures described on previous pages.
3. Install a #8, 0.75 x 16UNF-2B, 37° flare Cap Nut (WA2567 or equivalent) on fitting. Tighten Cap Nut to standard torque. Cap or plug line to prevent contamination of system. 4. Close accumulator "T" handles. 5. Condition (burnish) rear brakes according to procedures described on previous pages. 6. Relieve pressure in hydraulic system according to the previous "WARNING" instructions.
5. Relieve pressure in hydraulic system according to the previous "WARNING" instructions. 6. Remove Cap Nuts and reinstall tube (5). Tighten tube nuts to standard torque. 7. Close accumulator bleed valves handles. 8. Start engine and check for leaks. Bleed brakes according to bleeding procedures..
FIGURE 6-9. 445E/510E/630E/685E BRAKE CABINET 1. “BF” Brake Line 2. “B2” Brake Line
J6-12
3. “B1” Brake Line 4. Bleed Valve Handles
FIGURE 6-10. 830E BRAKE CABINET 4. Front Brake 1. “BR” Hydraulic Tube Accumulator 2. Rear Brake 5. “BF” Hydraulic Tube Accumulator 6. Brake Lock Shuttle 3. Brake Manifold Valve
Carlisle Armature Speed Rear Disc Brakes
J06005 9/95
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CARLISLE DISC PARKING BRAKE HAULPAK® Trucks equipped with the Carlisle Parking Brake may be equipped with either CARLISLE or ROCKWELL armature speed service brakes. Instructions to service either installation are covered in this procedure.
1. Turn key switch "Off", shut down engine, and wait 90 seconds for steering accumulators to bleed down. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur.
NOTE: Some trucks may be equipped with TWO (2) Park Brake Calipers per wheel. Service and adjustment for these calipers are the same as presented here.
2. Open all drain valves on the brake manifold in hydraulic cabinet behind operator's cab. Allow adequate time for all accumulators to drain down completely.
PARKING BRAKE OPERATION
3. Remove the motorized rear wheel hub cover to gain access to the parking brake.
The parking brake is a spring applied - hydraulically released disc type brake, located within each motorized wheel. The parking brake is actuated by the parking brake switch mounted on the instrument panel in the operator's cab. When the parking brake switch is placed in the "On" position, an electrical signal de-energizes a solenoid causing the valve spool to shift and return trapped hydraulic oil from parking brake caliper to tank. With the key switch 'Off", parking brakes are automatically applied.
4. Disconnect and cap parking brake line to prevent entrance of foreign material.
With parking brake switch in the "Off" position and the key switch "On", hydraulic pressure is ported to brake calipers overcoming spring tension and releasing parking brake.
TRUCKS WITH ROCKWELL SERVICE BRAKES Caliper Removal
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 parking brake is released and the service brakes are applied with high pressure oil. Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators.
FIGURE 7-1. PARKING BRAKE REMOVAL 1. Brake Disc 2. Park Brake Caliper 3. Brake Support 4. Capscrews
5. Capscrews 6. Shims 7. Crossover Tube
Failure to take above precautions may result in oil spraying violently from brake lines.
J07005 7/94
Carlisle Disc Parking Brake
J7-1
NOTE: A portable or outside source of hydraulic pressure of at least 1400 psi (9653 kPa), but not greater than 2500 psi (17,237 kPa), will be required to service the parking brake. Make sure oil in hydraulic source is the same type as the oil in the truck braking system. DO NOT MIX MINERAL OILS WITH BRAKE FLUIDS! 5. Pressurize parking brake to 1400-2500 psi (965317,237 kPa) to retract linings away from disc. 6. Remove top capscrew (5, Figure 7-1) and replace with 0.75-10UNC x 7.00 inch threaded rod. Remove remaining capscrews. 7. Release pressure from brake and disconnect pressure line and crossover tube (7) on bottom side of parking brake. Cap tube and port openings to prevent entrance of foreign material. 8. Note the location and quantity of shims (6) between parking brake and parking brake support arm. Keep shim packs together to aid with reassembly later. Remove parking brake from alignment rod and brake support. Refer to "Lining Replacement".
6. Install crossover tube (7) on bottom side of parking brake assembly. 7. Pressurize the parking brake to 1400-2500 psi (9653-17,237 kPa) to retract linings. 8. Tighten two outside capscrews (5) to draw shims and brake tight against brake support. DO NOT FINAL TORQUE. Bleed both brakes halves at this time. Refer to "Parking Brake Bleeding" instructions. 9. With parking brake still pressurized, adjust brake halves with additional 0.020 (0.51 mm) or 0.030 (0.76 mm) thick shims to provide 0.0200.050 in. (0.51- 1.27 mm) clearance on each side between lining and disc. 10. With parking brake pressurized to 1800 psi (12,411 kPa), Tighten all six dry capscrews to 380 - 390 ft. lbs. (515 - 529 N.m) torque. Check lining to disc clearance. Shim again if necessary. 11. Remove pressure from parking brake and install all brake supply lines and crossover tubes. Bleed parking brake circuit to remove trapped air.
NOTE: If equipped with two (2) park brake calipers per wheelmotor, also remove spacer (6, Figure 7-2). Caliper Installation 1. Refer to Figure 7-2, Dimension "B". With a depth micrometer, measure the distance from parking brake support (3, Figure 7-2) to disc (1) adjacent to support mounting capscrews (2). a. Record dimension "B" and subtract this value from 0.250 in. (6.35 mm). b. Select a shim pack equal to result found in "a." 2. Remove support mounting capscrews and install the proper shims between parking brake support (3) and brake caliper (5). Install capscrews (2) and tighten to standard torque. NOTE: If equipped with two (2) park brake calipers per wheelmotor, also install spacer (6, Figure 7-2). 3. Measure dimension from parking brake support to disc again. Measurement should be 0.250 ±0.005 in. (6.35 ±0.13 mm). If not, repeat Steps 1 and 2. 4. Install parking brake assembly (2, Figure 7-1) onto support (3) with six capscrews and washers (5). DO NOT TIGHTEN CAPSCREWS at this time.
FIGURE 7-2. PARKING BRAKE INSTALLATION 1. Brake Disc 2. Capscrews/ Washers 3. Brake Support
5. Install three 0.06 in. (1.52 mm) thick shims (6) on each side of support (3), between support and brake housings. Tighten two outside capscrews (5) until linings make contact with disc. DO NOT FINAL TORQUE AT THIS TIME.
J7-2
Carlisle Disc Parking Brake
4. Shims 5. Brake Caliper 6. Spacer (Used ONLY w/2 Caliper Installation)
J07005 7/94
TRUCKS WITH CARLISLE SERVICE BRAKES Caliper Removal
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 parking brake is released and the service brakes are applied with high pressure oil. Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators. FIGURE 7-3. PARKING BRAKE INSTALLATION Failure to take above precautions may result in oil spraying violently from brake lines. 1. Turn key switch "Off", shut down engine, and wait 90 seconds for steering accumulators to bleed down. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. 2. Open both drain valves on brake manifold in hydraulic cabinet behind operator's cab. Allow adequate time for accumulators to drain down completely. 3. Remove the motorized rear wheel hub cover to gain access to the parking brake. 4. Disconnect and cap parking brake line to prevent entrance of foreign material. NOTE: A portable or outside source of hydraulic pressure of at least 1400 psi (9653 kPa), but not greater than 2500 psi (17,237 kPa), will be required to service the parking brake. Make sure oil in hydraulic source is the same type as the oil in the truck braking system. DO NOT MIX MINERAL OILS WITH BRAKE FLUIDS! 5. Pressurize parking brake to 1400-2500 psi (9653-17,237 kPa) to retract linings away from disc. 6. Cut lockwire on capscrews (5, Figure 7-3), if equipped. Remove top capscrew and replace
J07005 7/94
4. Mounting Bracket (Parking Brake Support) 5. Capscrew 6. Flatwasher 7. Shims 8. Capscrew with 0.75-10UNC X 7.00 inch threaded rod. Remove remaining five capscrews.
1. Brake Disc 2. Service Brake Head 3. Parking Brake Caliper, Piston, and Housing
7. Release pressure from brake and disconnect pressure lines and/or crossover tube on parking brake. Cap tube and port openings to prevent entrance of foreign material. 8. Note the location and quantity of shims (3, 4, and 5, Figure 7-4) between parking brake halves and parking brake support arm. Keep shim packs together to aid reassembly later. Remove parking brake from alignment rod and brake support. Refer to "Lining Replacement". Caliper Installation 1. Refer to Figure 7-3, Dimension "B". With a depth micrometer, measure the distance from parking brake support (4) to disc (1) adjacent to support mounting capscrews (8). a. Record dimension "B" and subtract this value from 0.250 in. (6.35 mm).
Carlisle Disc Parking Brake
J7-3
b. Select a shim pack equal to the result found in "a." 2. Remove support mounting capscrews and install the proper shims between parking brake support (4) and inboard service brake head. Install capscrews (8) and tighten to standard torque. 3. Measure dimension from parking brake support to disc again. Measurement should be 0.250 ±0.005 in. (6.35 ±0.13 mm). If not, repeat Steps 1 and 2. 4. Install parking brake halves (3, Figure 7-3) onto support (4) with six capscrews & washers (5, 6). DO NOT TIGHTEN CAPSCREWS AT THIS TIME. 5. Install three 0.060 in. (1.52 mm) thick shims (3, Figure 7-4) on each side of support (4, Figure 73), between support and brake housing halves. Tighten two outside capscrews (5) until linings make contact with disc. DO NOT FINAL TORQUE AT THIS TIME. 6. Install crossover tube on bottom side of parking brake assembly, if so equipped. 7. Pressurize the parking brake to 1400 - 2500 psi (9653-17,237 kPa) to retract the linings. 8. Tighten the two outside capscrews to draw shims and brake halves tight against brake support. DO NOT FINAL TORQUE. Bleed both brakes halves at this time. Refer to "Parking Brake Bleeding" instructions. 9. With parking brake still pressurized, adjust brake halves with additional shims (3, 4, 5, Figure 7-4) to provide 0.020-0.050 in. (0.51- 1.27 mm) clearance on each side between lining and disc. 10. With parking brake pressurized to 1800 psi (12,411 kPa), tighten all six dry capscrews to 380 - 390 ft. lbs. (515 - 529 N.m) torque. Check lining to disc clearance. Shim again if necessary. 11. Remove pressure from parking brake and install all brake supply lines and crossover tubes. Bleed parking brake circuit to remove trapped air. Lining Replacement 1. Refer to "Caliper Removal" to remove caliper. 2. Remove screws (6, Figure 7-4) and worn carrier and lining assembly (7) attached to piston (13) from both brake housings. NOTE: An epoxy adhesive is used to lock the screws to the pistons which may require more than normal torque to loosen screws. Heat [350°F (177°C) maximum] applied to screw heads will help loosen screws.
J7-4
3. Prior to attaching new carrier and lining assemblies (7), clean screws (6) with a solvent to remove old adhesive and other foreign material. Apply a liberal coat of an epoxy adhesive to threads of screws (6). NOTE: Thread adhesive must tolerate temperatures up to 350°F (177°C). 3M Scotch-Weld Number 2158B/A adhesive is recommended. 4. Install new carrier and lining assemblies (7) to pistons (13) of each brake housing with adhesive coated screws (6). Tighten screws to standard torque. Refer to "Caliper Installation" to install and adjust brake housings. Caliper Disassembly If the brake caliper is a seven spring model, (six screws through brake lining), the following test can be done before disassembly to determine quality of the springs. 1. Mount caliper half in a press capable of producing 15 tons of force. 2. Gradually apply force to the piston. Do not apply force directly to the lining. If the force required to bottom out the piston is less than 19,780 lb. the springs are worn out and must be replaced.
Brake caliper components are spring loaded. Use extreme care and follow instructions for disassembly. 3. Remove capscrews (8, Figure 7-4) and washers (9) that secure cap (10) to piston housing (19 & 20). Loosen each capscrew, one turn at a time, to relieve spring load on piston (13). After spring load is completely released, remove capscrews, washers and cap. 4. Remove springs (11 & 12), piston (13), packings (14 & 16), backup rings (15 & 17) and bleeder screws (18) from piston housings (19 & 20). Inspection 1. Inspect the springs (11, 12, Figure 7-4) for damage. If broken springs are found, replace all springs in that brake as a set. 2. Inspect carrier and lining assemblies (7) for wear and damage. Replace when carrier approaches or contacts the disc. Refer to 500 hour Service Guide in this Section.
Carlisle Disc Parking Brake
J07005 7/94
FIGURE 7-4. DISC PARKING BRAKE ASSEMBLY 1. 12 pt. Capscrew 2. Special Flatwasher 3. 0.060 in. Shim 4. 0.020 in. Shim 5. 0.030 in. Shim 6. Flat Head Screw
7. Carrier & Lining 8. 12 pt. Capscrew 9. Flatwasher 10. Cap 11. Spring 12. Compression Spring
3. Inspect pistons (13) for scratches, nicks and other slight surface damage. Slight surface damage may be smoothed with fine crocus cloth.
13. Piston 14. Backing 15. Backup Ring 16. Packing 17. Backup Ring 18. Bleeder Screw
19. Piston Housing (Inboard) 20. Piston Housing (Outboard)
packings and flat surface of backup rings against the piston housing as shown in Figure 7-5.
4. Inspect piston housings (19 & 20) for cracks, breaks or surface damage. Use crocus cloth to smooth minor surface damage on sealing surfaces. Replace piston housings that are cracked or broken. 5. Check disc for wear and cracks. Replace if worn below 0.750 in. (19 mm) or cracked. 6. Check all bleeder screws (18) and fittings for thread damage. Replace damaged thread parts. 7. Replace all packings (14 & 16) and backup rings (15 & 17) at each overhaul. Caliper Assembly 1. Thoroughly clean housings (19 & 20, Figure 74), caps (10) and piston (13). Lightly coat pistons (13) and housing (19 & 20) with clean hydraulic oil.
FIGURE 7-5. CORRECT INSTALLATION OF PACKINGS AND BACKUP RINGS IN PISTON HOUSING 1. Housing 3. Backup Ring 2. Packing NOTE: Make sure packings and backup rings are properly seated in grooves before continuing assembly.
Lubricating oil used must be of the same type as used in the Brake Circuit on the HAULPAK® truck. 2. Lubricate packings (14 & 16) and backup rings (15 & 17) with clean hydraulic oil. 3. Install packings (14 & 16) and backup rings (15 & 17) in grooves of housings (19 & 20) with rounded surfaces of backup rings against the
J07005 7/94
4. Install piston and lining assemblies (13 & 7, Figure 7-4) into housings (19 & 20), being careful not to damage packings. Make sure thread holes are free of lubricant, clean and dry. 5. Install capscrews (8) and flat washer (9) into caps (10). Install springs (11 & 12) over capscrews (6) protruding through cap (10).
Carlisle Disc Parking Brake
J7-5
6. Install assembly from Step 5 onto each housing (19 & 20). Tighten capscrews (8) evenly to a dry torque of 110-120 ft. lbs. (149-163 N.m) torque.
BRAKE CALIPER BENCH TEST The purpose of this test is to verify that overhaul of the calipers was performed satisfactorily. If any leakage occurs during this test the caliper assembly must be rebuilt. A hydraulic supply with sufficient volume and pressure capacity to extend piston assemblies will be necessary. A gauge of 0-3000 psi (0-20,685 kPa) should be placed in the output line of the hydraulic source.
PARKING BRAKE BLEEDING 1. Run engine at low idle and apply the wheel brake lock. 2. Place Parking Brake Switch in the "Off" position. 3. Open bleeder valve on parking brake and allow oil to flow until free of air. 4. Close bleeder valve while oil is still flowing.
CONDITIONING PROCEDURE FOR DISC PARKING BRAKE Conditioning or burnishing of new parking brake linings is not necessary.
Oil used in the hydraulic source must be of the same type as used in the Brake Circuit on the HAULPAK® truck. 1. Attach hydraulic source to inlet port of caliper half. 2. Bleed air from caliper half.
During testing or bleeding procedure, DO NOT allow oil to come into contact with brake linings. 3. Gradually increase hydraulic pressure to 2500 psi (17,237 kPa), observing piston assembly for leakage. 4. Reduce pressure to 0 psi (0 kPa) and repeat Step 3 and Step 4 three times. 5. If no leakage has been observed, reduce pressure to 0 psi (0 kPa) and disconnect hydraulic source. 6. Follow "Installation" instructions to install brake halves.
J7-6
Carlisle Disc Parking Brake
J07005 7/94
500 HOUR SERVICE GUIDE FOR DISC PARKING BRAKE The following procedures should be performed every 500 hours of operation. 1. Park truck on level ground and block the wheels to prevent the truck from rolling. 2. With parking brake applied, measure clearance between disc outer edge and the lining carrier with a feeler gauge. (Refer to Figure 7-6). Measure carefully, being sure to include any lip which may exist at the O.D. of the disc.
6. Based upon the clearance dimension and disc thickness, use the following table to decide which components require replacement: CONDITION A. Disc thickness is less than 0.750 in. (1.9 cm)
ACTION A. Replace disc.
B. Disc has a lip at the outer B. Replace disc. edge and remaining lining is thicker than 0.165 in. (04.2 mm). C. Disc has no lip.
C. Replace linings and crossover tube.
D. Disc has a lip at the outer D. Replace linings and crossover edge and the disc tube. thickness is greater than 0.750 in. (1.9 cm). 7. Install brake assembly and continue to step 8. 8. With parking brake released, measure the clearance between the parking brake lining and disc with a feeler gauge. Refer to Figure 7-7.
FIGURE 7-6. DISC AND CARRIER CLEARANCE 1. Brake Disc
2. Lining Carrier
3. Measure the disc thickness at the most worn surface. 4. If the clearance dimension found in Step 2 is greater than 0.040 in. (0.102cm) and the disc thickness found in Step 3 is greater than 0.750 in. (1.905 cm) skip items 5 thru 7. 5. If the clearance dimension is less than 0.040 in. (0.102 cm), or if the disc thickness is less than 0.750 in. (1.905 cm), either the disc or lining must be replaced. Remove the parking brake and measure the lining thickness remaining. NOTE: While the parking brake is removed, disassemble and inspect springs for damage. If broken springs are found, replace all springs in that brake as a set. Inspect brake linings for damage and replace if broken.
J07005 7/94
FIGURE 7-7. DISC AND LINING CLEARANCE 1. Brake Disc 2. Lining Carrier
3. Lining
NOTE: Even if disc and/or lining may have been replaced, this clearance should be checked before returning machine to service. Refer to Table 1.
Carlisle Disc Parking Brake
J7-7
9. If clearance dimension is within the limits listed in Table 1, return truck to service. 10. If clearance dimension is not within limits, the brake requires adjustment. Remove or add shims to establish 0.020 - 0.050 in. (0.508 1.27 mm) clearance. TABLE 1 TRUCK MODEL
CLEARANCE DIMENSION IN STEP 9
120C,445E
Less than 0.200 in. (0.508 cm)
510E
Less than 0.150 in. (0.381 cm)
170C/D
Greater than 0.020 in. (0.051 cm) Less than 0.065 in. (0.165 cm)
630E w/776 wheel motors
Less than 0.065 in. (0.165 cm)
630E w/788 wheel motors
Less than 0.120 in. (0.305 cm)
685E
Less than 0.065 in. (0.165 cm)
830E
Less than 0.065 in. (0.165 cm)
J7-8
Carlisle Disc Parking Brake
J07005 7/94
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SECTION K AIR SYSTEM INDEX AIR SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1 Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2 AIR SYSTEM COMPONENT REPAIR Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Dryer/Aftercooler (See NOTE below) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Manual Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radiator Pressure Regulator Valve (Detroit Diesel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Regulator Valve for Contact Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air System Lubricator (If Equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
K3-1 K3-1 K3-1 K3-1 K3-3 K3-4 K3-5 K3-6
NOTE: Due to several different customer options for Air Dryers and/or Aftercooler, service for these components are not covered in this section. When Air Dryer or Aftercooler service is required, refer to Section “M”, Options and Accessories, in this manual.
AIR STARTER CIRCUIT Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-1 Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-2 Air Starter Component Repair (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3 Air Starter Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3 Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3 Air Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-4 Air Starter Lubricator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K4-11 * This service coverage is for the standard Ingersoll-Rand SS0815 Air Starter. If other OPTIONAL starters have been specified, refer to Section “M”, Options and Accessories, in this manual. TREADLE VALVES Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Component Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Throttle & Retard Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
K01010 6/95
Index
K5-1 K5-1 K5-1 K5-1
K1-1
AIR SYSTEM SCHEMATIC 1. Treadle Valve 2. Quick Disconnect 3. Air Compressor 4. Governor 5. Air Gauge 6. Air Dryer/Aftercooler 7. Relief Valve 8. Check Valve 9. Drain Valve 10. Air Tank 11. Starter Solenoid
K1-2
12. Starter Dump Valve 13. Air Starter 14. Air Actuated Coils 15. Pressure Regulator 16. Air Actuated Coil 17. Accelerator Switch 18. Low Idle Solenoid 19. Throttle Cylinder (D.D.) 20. Pressure Switch (*) 21. Horn 22. Throttle Solenoid
Index
23. Windshield Wiper Control (*) 24. Windshield Wiper Motor (*) 25. Lubricator (*) 26. Regulator 27. Check Valve 28. Horn Solenoid 29. Throttle Cylinders (Cummins) * Not Used on Current Models
K01010 6/95
AIR SYSTEM OPERATION The engine driven air compressor pulls filtered inlet air from the air cleaners. The compressed air is ported through an air dryer/aftercooler where moisture is removed, through a one way check valve, then into the main air tank.
From the tank, air is passed to an air governor. The air governor controls the pressure in the system and a safety valve on the air tank prevents overpressurization. The air is then delivered to the various circuits of the air system. Refer to Section “R”, Schematics, for Air Schematic.
FIGURE 2-1. AIR SYSTEM AND COMPONENTS
K02009 11/95
Air System
K2-1
AIR COMPONENT DESCRIPTION
Air Dryer/Aftercooler
Air Compressor The air compressor is driven by the engine and is controlled by an air governor. The compressor operates whenever the engine is running, but the actual compression of air is controlled by the air governor which is set to control air system pressure at 115-135 psi (790-930 kPa). A safety valve installed in the main air tank prevents a build-up of air pressure above 175 psi (1200 kPa). When system pressure reaches 135 psi (930 kPa) the air governor pilot pressure holds intake valves on the compressor open, stopping the compression of air. When system pressure falls below 115 psi (790 kPa) the air governor pilot pressure is removed allowing the intake valves to close and charge the system back to 135 psi (930 kPa). Air Starter Circuit (If Equipped*) *Some trucks may be equipped with an Electric Starter system. This circuit is not used in those installations. Air pressure from the main air tank is ported to the dump valve. Air pressure through internal porting is allowed to pass through the dump valve to the air start solenoid. Air is blocked at these valves until actuated by the key switch. When the key switch is turned to the start position the air start solenoid valve opens and air pressure engages the air starter engagement mechanism. After the engagement mechanism is engaged, pilot pressure from the engagement mechanism housing is ported to the dump valve. The pilot pressure opens the dump valve allowing main system air pressure to be ported to the starter. When the key switch is released, the air starter solenoid valve closes, cutting off air to the starter and allowing the engagement mechanism to disengage.
Due to several different customer options for Air Dryers and/or Aftercooler, service for this component is not covered in this section. When Air Dryer or Aftercooler service is required, refer to Section "M", Options and Accessories, in this manual.
Air Dryer (If Equipped) The air dryer is designed to remove suspended water and oil particles from air before going to the main air tank. Air from the compressor enters the air dryer inlet port and is directed downward between the desiccant canister and the outer shell. The air cools as it moves downward, condensing water and oil droplets which drop to the sump of the air dryer housing. Air then passes through the oil separator which removes dirt particles, oil and water mist. As the air moves up through the desiccant material, the moisture content is progressively decreased. Dry air then flows through the cap, check valve and into the main air tank.
Aftercooler (If Equipped) The aftercooler is designed to remove suspended water and oil particles from the air before going to the air tank. Air from the compressor enters the aftercooler inlet port and is directed upward between the deflector and the outer shell. The air cools as it moves upward condensing water and oil droplets which drop to the sump of the aftercooler housing. Air then passes through the filter media which removes dirt particles. As the air moves up through the filter, the moisture content is progressively decreased. Cool air then flows through the cap, check valve and into the air tank.
Once the engine starts, an engine oil pressure switch will open the electrical circuit to the air start solenoid, preventing re-engagement of the starter during engine operation. Due to many different customer options for starters, service for this component is not covered in this section. When starter service is required, refer to either Section "M", Options and Accessories, in this manual, or to the engine manufacturer's shop manual.
K2-2
Air System
K02009 11/95
Check Valve
Automatic/Manual Drain Valve
Before air enters the main air tank it passes through a one way check valve. This check valve is installed to keep the main air tank pressurized when the air compressor is not delivering compressed air. The check valve must be installed so that the arrow stamped on the valve body is pointing in the direction of air flow.
The air system is equipped with an automatic drain valve that incorporates a manual drain valve.
Main Air Tank The main air tank stores compressed air and supplies air pressure to the various air circuits as required. The pressure in the air tank is controlled by the air governor, which maintains air pressure of 115135 psi (730-930 kPa). The air tank is equipped with a safety valve which prevents the maximum air pressure in the tank from exceeding 175 psi (1200 kPa). Mounted below the tank is an automatic/manual drain valve to eject excess moisture that condenses inside the air tank. Safety Valve The safety valve protects the air system against excessive air pressure above 175 psi (1200 kPa). It is installed on the main air tank. If main pressure below the ball valve rises to a point above the setting of the safety valve, the pressure developed will overcome spring force holding the ball on its seat and the ball will lift. This action permits air to pass up into the spring cage and exhaust to atmosphere through the exhaust port. As soon as excess pressure in the air tank has been reduced to safety valve setting, the regulating spring forces the ball back on its seat, stopping the exhaust of air. Normally the safety valve remains closed. It functions only when air pressure rises above 175 psi (1200 kPa).
The air governor supplies an air signal to the moisture ejection valve to eject moisture. Each time the air governor unloads the air compressor, air is directed into the drain valve at Port “A”. (Refer to Figure 2-3). Also, the drain valve is operated when these air signals are removed. Each time air is applied or removed at Port “A” the piston in the drain valve is cycled allowing moisture collected within Port “B” to be exhausted to atmosphere. Manual draining can be accomplished by turning the manual shut-off handle clockwise until air is exhausted out Port “C”. Further advance of the manual shut-off handle will block the air escape opening, thus trapping the air in the main air tank. NOTE: The automatic/manual drain valve should be manually activated after every 8-10 hours of operation. When the operator manually drains or opens the valve, the handle should be turned clockwise until moisture begins to eject, then turned an additional ½ turn clockwise to allow all moisture to eject. The handle is then turned fully counterclockwise. If there is pilot pressure from the air governor on Port "A", the manual valve will not drain air. After operating manual valve, be certain to turn it fully counterclockwise.
FIGURE 2-3. AUTOMATIC/MANUAL DRAIN VALVE
FIGURE 2-2. SAFETY VALVE
K02009 11/95
Air System
K2-3
Air Governor Air pressure from the air tank enters the inlet port (4, Figure 2-4) of the governor, passes through a filter and acts on the bottom of the piston and valve. When air pressure reaches 135 psi (931 kPa), the piston moves upward unseating the valve. Air pressure flows through the drilled passage in the piston and out the unloader port (3, Figure 2-4) to the compressor intake valve. As the pressure drops to 115 psi (793 kPa), force exerted by air pressure on the bottom of the piston (1) will be reduced so that the spring force will move the piston down. The inlet valve closes and the exhaust valve opens allowing pressure in the unloader line to vent through the exhaust port (2). With pressure released in the unloader line, the compressor will pressurize the air tank.
Radiator Pressure Regulating Valve (Detroit Diesel Engine Only) The Radiator Pressure Regulating Valve is used to maintain a constant pressurization on the engine cooling system and is located on the top left rear corner of the radiator top tank. It is used to reduce system air pressure being delivered to the top tank. A positive pressure of 9 psi (62 kPa) is maintained in the radiator to prevent cavitation of the water pump during cold start conditions. The regulating valve has an adjusting screw for adjusting and maintaining the air pressure. Main air system pressure is supplied to a solenoid valve which opens when the key switch is in the “On” position. When energized, the solenoid allows air to flow to the regulator inlet port. The outlet is adjusted to 9 psi (62 kPa) and is piped into the radiator surge tank. When the key switch is turned “Off”, the solenoid is de-energized and air flow is blocked. The solenoid allows removal of the radiator cap without loss of air system pressure.
The radiator cap should not be removed until the key switch has been turned “Off” and the engine allowed to cool. Unless the pressure is first released, removing the radiator cap after the engine has been running for a time can result in hot coolant being expelled from the radiator. Serious scalding and Burning can result.
90 psi (622 kPa) Air Regulating Valve For Contact Relays The Air Pressure Regulating Valve for Contact Relays is used to reduce system pressure to 90 psi (622 kPa) for actuating the Forward, Reverse, and Propulsion Contactors. The regulator is located near the center of the rear wall of the electrical control cabinet. System air pressure is supplied to the inlet port of the regulator. The outlet port is connected to the Forward, Reverse, and Propulsion Contactors. FIGURE 2-4. AIR GOVERNOR 1. Piston 2. Exhaust Port
K2-4
3. Unloader Port 4. Inlet Port
Air System
K02009 11/95
Air System Lubricator (If Equipped)
Shop Air Quick Disconnect
Current model trucks do not have an air lubricator. If equipped, the air lubricator injects an oil mist into the air system providing internal lubrication of the components within the system. Air flowing through the restricted passage creates a lower pressure in the chamber containing the siphon tube than in the reservoir. The pressure difference between reservoir and restricted passage causes oil to move up the siphon tube, past the check valve, and across the oil feed adjustment screw. Drops of oil from the drip tube will flow into the restricted passage where high velocity air breaks the oil droplets into a fine mist which is carried throughout the air system.
The quick disconnect for an external air supply is usually located on the left front frame, opposite the engine. The quick disconnect is provided to charge the main air system in the event the air pressure has been discharged for maintenance, or the truck has been out of service for an extended period of time. The air system can be charged with shop air, from the air system of an operating truck, or a portable compressor. The air system should be fully charged to provide sufficient volume of air for the air start system (if equipped). Make sure the protective cap is always in place, to prevent contamination of the air system.
FIGURE 2-5. AIR LUBRICATOR
K02009 11/95
Air System
K2-5
NOTES:
K2-6
Air System
K02009 11/95
AIR SYSTEM COMPONENT REPAIR AIR COMPRESSOR SERVICE
AIR GOVERNOR
The air compressor is a component of the engine assembly. Refer to the engine manufacturer's service manual for removal and repair instructions.
Disassembly 1. Loosen and remove top cover (17, Figure 3-2). 2. Remove the spring assembly retaining ring (12) and lift out spring assembly.
AIR DRYER/AFTERCOOLER Due to several different customer options for Air Dryers and/or Aftercooler, service for this component is not covered in this section. When Aftercooler or Air Dryer service is required, refer to Section "M", Options and Accessories, in this manual.
3. Remove locknut (10) and upper spring guide (9) from adjusting screw (11). 4. Remove pressure setting spring (7), spring guide (6) and spring guide (8) from adjusting screw. 5. Remove the exhaust stem (13) and its spring (14) from top of piston (3).
SAFETY VALVE
Exhaust ALL air pressure from the main air tank PRIOR TO safety valve removal. The Safety Valve can be disassembled, cleaned and assembled, but normal procedure is to replace the valve. NOTE: Figure 3-1. may not represent the exact valve on the truck, but represents the internal working of most valves. Operating Test With air system fully charged 135 psi (930 kPa), test the safety valve to insure its operating capability. Pull out on the exposed end of the valve stem. This will relieve spring load on the ball valve and let it unseat. Air should exhaust from the valve when the valve stem is pulled out; if not, remove the safety valve and disassemble and clean or replace valve assembly.
FIGURE 3-2. AIR GOVERNOR
FIGURE 3-1. SAFETY VALVE 1. Body 2. Valve Ball 3. Spring Cage
K03008 6/95
4. Stem 5. Spring
1. Valve Spring 2. Inlet & Exhaust Valve 3. Piston 4. Grommet 5. Washer 6. Spring Guide (Lower) 7. Spring 8. Spring Guide 9. Spring Guide (Upper)
Air System Component Repair
10. Locknut 11. Adjusting Screw 12. Retaining Ring 13. Exhaust Stem 14. Exhaust Stem Spring 15. Body 16. Filter 17. Cover 18. O-Ring
K3-1
6. Turn body over, tap lightly and piston should fall out.
8. Install retaining ring (12) to secure adjusting screw and spring assembly.
7. Remove valve spring (1) and valve (2) from the piston.
9. Install top cover (17) and new filters (16).
8. Remove the two piston O-rings (18) and remove the exhaust stem grommets (4). 9. Clean or replace filters (16). Cleaning and Inspection 1. Clean all parts in fresh cleaning solvent. Check to make certain that all air passages in the body, exhaust stem and piston are not obstructed.
Follow solvent manufacturer's instructions. 2. Inspect all parts for excessive wear and replace if necessary. 3. Replace O-rings, grommet, and air filters. NOTE: Valve body and piston must be replaced as a unit. Assembly Before proceeding with assembly, lubricate all parts with barium grease. 1. Install exhaust stem grommet (4, Figure 3-2) in stem bore of piston (3). 2. Install inlet and exhaust valve in place at bottom of piston. 3. Install the inlet valve spring (1) with its narrow end against the valve (2). Press down on spring until the large coil end snaps into the groove inside the piston. 4. Place exhaust stem spring (14) over the exhaust stem (13) and carefully press the stem into the stem bore of the piston. Make sure exhaust stem moves up and down freely. 5. Install O-rings (18) in grooves of the piston and install piston in body with largest bore of piston facing up. 6. Install lower spring guide (6), spring guide (8), pressure setting spring (7) and upper spring seat (9) on adjusting screw with locknut (10). Tighten the upper spring seat down until the dimension from top of seat to bottom of the stem head is approximately 1.88 in. (48 mm).
Adjustment 1. Install an accurate air gauge to monitor main air pressure. Start engine and allow air system to fully charge. Watch the air pressure gauge to determine the point at which the compressor “cuts-out” (stops delivering compressed air). This pressure should be 135 psi (930 kPa). 2. Open air drain valve to expend system air pressure and note at what pressure the compressor ”cuts-in” (delivers compressed air). This pressure should be 115 psi (790 kPa). 3. If the above pressures are not at the recommended levels, adjust air governor valve as follows: a. Remove cover (17, Figure 3-5). b. Hold adjusting screw (11) with a screwdriver and loosen locknut (10). c. Turn the adjusting screw counterclockwise to raise the “cut-out” pressure, clockwise to lower the “cut-out” pressure. The “cut-in” pressure should automatically follow to the correct level. Hold adjusting screw and tighten the locknut to secure. Cycle the compressor several times to check the “cut-out” and “cut-in” pressures. One turn of the adjusting screw changes pressure settings approximately 16 psi (110 kPa). d. Replace cover (17). Leakage Tests With governor in “cut-out” position, check the exhaust port by applying soap suds to determine leakage at the exhaust valve. Any leakage in the “cut-out” position could be at the upper piston grommet or exhaust valve. With governor in “cut-in” position, check for leakage at the inlet valve by applying soap suds at the exhaust port. Any leakage in “cut-in” position could be at the bottom piston grommet or inlet valve.
7. With exhaust stem (13) and spring (14) in place, install adjusting screw and spring assembly in the governor body.
K3-2
Air System Component Repair
K03008 6/95
AUTOMATIC/MANUAL DRAIN VALVE
Disassembly 1. Remove cap (2, Figure 3-3) with shut-off valve (1).
Removal 1. Block the truck securely to prevent any movement. 2. Release all air pressure from system. 3. Remove the air line and heater wire (if equipped) from the drain valve. Remove drain valve. Cap air line to prevent contamination. Installation 1. Install valve assembly on main air tank and reconnect air lines. 2. Charge air system and check valve for leaks and proper operation.
2. Remove capscrews (11) securing spring cap (14) to body (3). 3. If spring (15 or 16) needs replacing, remove dirt cap (12) and shoulder bolt (13). 4. Remove seat bolt and washer (4) securing valve seat (5) to seat spacer (6). Remove seat spacer and valve seat. 5. Slide piston (9) out of valve body. Replace all Orings before reassembly. Cleaning and Inspection 1. Wash all metal parts in cleaning solvent. 2. Inspect all parts for wear or deterioration. 3. Replace all O-rings and gaskets with new.
Turning the handle fully clockwise will prevent the valve from ejecting moisture automatically.
FIGURE 3-3. AUTOMATIC/MANUAL DRAIN VALVE ASSEMBLY 1. Shut-off Valve 2. Cap 3. Valve Body 4. Seat Bolt & Washer 5. Valve Seat
K03008 6/95
6. Seat Spacer 7. Valve Seat 8. O-Ring 9. Piston 10. O-Ring
11. Capscrew 12. Dirt Cap 13. Shoulder Bolt 14. Spring Cap 15. Small Spring
Air System Component Repair
16. Large Spring 17. Seat Washer 18. O-Ring 19. Pipe Reducer 20. Adapter 21. Gasket
K3-3
Disassembly
Assembly 1. Install valve seat (7, Figure 3-3) and slide piston (9) with new O-rings into valve body (3). 2. Install seat spacer (6) and valve seat (5) using seat bolt and washer (4). 3. If removed, install springs (15 & 16) and seat washer (17). Install spring cap (14) using capscrews (11). 4. Install shoulder bolt (13) and replace dirt cap (12). 5. Install shut-off valve (1) and cap (2).
1. Clean the exterior of the valve thoroughly. 2. Loosen jam nut (2, Figure 3-4) and remove adjusting screw (1). 3. Remove screws (3) and lift off bonnet (4). 4. Remove spring seat (5) spring (6), and diaphragm follower (7). 5. Remove diaphragm (8). Remove screws (9) and baffle (10). 6. Remove gasket (11), valve seat (12), O-ring (13) and gasket (14). 7. Pull plunger (15) from body (20) and remove Oring (16), spring (17), washer (18) and O-ring (19).
RADIATOR PRESSURE REGULATING VALVE (Detroit Diesel Engine Only) Removal 1. Bleed air pressure from the system by opening the drain valve on the automatic/manual drain valve. 2. Disconnect lines at inlet and outlet ports. Remove check valve at outlet port. Cap hoses to prevent entrance of foreign material. Remove regulator from bracket. Installation and Adjustment 1. Remove pipe plug (21, Figure 3-4) and install an air pressure gauge. 2. Connect air supply to inlet side of regulator. 3. Rotate the adjusting screw clockwise to increase delivery pressure, or counter-clockwise to reduce delivery pressure. NOTE: Gauge will register delivery pressure. 4. Rotate adjusting screw until a pressure of 9 psi (62 kPa) is obtained. Tighten the jam nut. 5. Remove air line and pressure gauge. Replace pipe plug and tighten securely. 6. Position regulator on the mounting bracket and secure in place with screws. Install check valve in outlet port. Connect lines at inlet and outlet. Tighten all connections securely.
K3-4
FIGURE 3-4. PRESSURE REGULATING VALVE 1. Adjusting Screw 2. Jam Nut 3. Screw 4. Bonnet 5. Spring Seat 6. Spring 7. Diaphragm Follower 8. Diaphragm 9. Screw 10. Baffle 11. Gasket
Air System Component Repair
12. Valve Seat 13. O-Ring 14. Gasket 15. Plunger 16. O-Ring 17. Spring 18. Washer 19. O-Ring 20. Body 21. Pipe Plug
K03008 6/95
4. Remove spring button (11) spring (6).
Cleaning and Inspection 1. Discard all O-rings and gaskets.
5. Remove diaphragm (9) and plate (5).
2. Clean all metal parts with a cleaning solvent and blow dry with low pressure air.
6. Remove cap (6), washer (3), spring (4), and poppet (10).
3. Inspect all parts for wear or damage. Pay particular attention to the diaphragm (8, Figure 3-4), valve seat (12), and plunger (15). 4. Lubricate all metal surfaces with number 7 Lubriplate and all rubber parts with Dow Corning Number 55 Pneumatic grease. Assembly 1. Install O-ring (19, Figure 3-4), washer (18), spring (17). Position O-ring (16) on plunger (15) and install plunger.
Cleaning and Inspection 1. Discard all O-rings and gaskets. 2. Clean all metal parts with a cleaning solvent and blow dry with low pressure air. 3. Inspect all parts for wear or damage. Pay particular attention to the diaphragm (9), plate (5), and poppet (10). 4. Lubricate all metal surfaces with number 7 Lubriplate and all rubber parts with Dow Corning Number 55 Pneumatic grease.
2. Position gasket (14), O-ring (13) and valve seat (12) in body (20). 3. Install gasket (11), baffle (10). Secure baffle in place with screws (9). 4. Install diaphragm (8), diaphragm follower (7), spring (6) and spring seat (5). Install bonnet (4) and secure in place with screws (3). 5. Install adjusting screw (1) with jam nut (2). Do not attempt to tighten adjusting screw at this time. Refer to “Adjustment”.
AIR PRESSURE REGULATING VALVE FOR CONTACT RELAYS [90 psi (622 kPa)] Removal 1. Bleed air pressure from the system by opening the drain valve on the automatic/manual drain valve. 2. Disconnect line at inlet port. Cap hoses to prevent entrance of foreign material. Unscrew regulator from threaded coupler. Installation 1. Screw regulator inlet port onto threaded coupler. 2. Connect tee fitting and air hoses to outlet port. Disassembly 1. Clean the exterior of the valve thoroughly. 2. Loosen jam nut (13, Figure 3-5) and remove adjusting screw (12). 3. Remove screws (14) and lift off bonnet (8).
K03008 6/95
FIGURE 3-5. 90 PSI (622 KpA) REGULATING VALVE 1. Body 2. Cap Nut 3. Gasket 4. Spring 5. Diaphragm Plate 6. Regulating Spring 7. Spring Plate
Air System Component Repair
8. Bonnet 9. Diaphragm 10. Poppet 11. Button 12. Adjustment Screw 13. Jam Nut 14. Capscrew
K3-5
AIR SYSTEM LUBRICATOR (If Equipped)
Assembly 1. Install poppet (10, Figure 3-5) and spring (4) in bore of body (1). 2. Install cap (2) with gasket (3) and tighten. 3. Place diaphragm plate (5) in body as shown. 4. Lay diaphragm (9) on top of diaphragm plate and body assembly. 5. Place spring (6) and button (11) on top of diaphragm. Install bonnet (8) and secure in place with screws (14). 6. Install adjusting screw (12) with jam nut (13). Do not tighten adjusting screw at this time. Refer to “Adjustment”. Adjustment 1. Screw regulator inlet port onto threaded coupler.
Service 1. With engine shut down and air pressure released, remove fill cap (Figure 3-6). 2. Removal of cap will release any pressure inside of canister and allow access to the fill hole. Fill with SAE 10W oil. 3. Replace fill cap to pressurize canister. Adjustment 1. Turn adjusting screw in as far as possible. 2. Back adjusting screw out 1 to 1 1/2 turns. NOTE: As a general rule lubricator should be adjusted to produce one drop of oil per minute at 90 psi (620 kPa) and 20 CFM (0.6 cmm) air flow.
2. Disconnect an air hose close to the outlet port of the regulator. Install a tee fitting and reconnect the air hose. Install a 0-300 psi (0-2.1 MPa) gauge into tee fitting. 3. Start the engine and allow the air system to build up to system pressure. 4. Pressure should be 90 ±5 psi (622 ±34 kPa). If not, rotate the adjusting screw (12, Figure 3-5) clockwise to increase pressure, or counterclockwise to reduce pressure. Hold adjusting screw and tighten jam nut (13). 5. Actuate forward and reverse relays several times and check pressure again. Adjust if necessary. 6. Remove test equipment and restore lines to normal hookup.
AIR STARTER CIRCUIT (If Equipped) Due to many different customer options for starters, service for this component is not covered in this section. When starter service is required, refer to either Section "M", Options and Accessories, in this manual, or to the engine manufacturer's shop manual.
FIGURE 3-6. AIR LUBRICATOR
K3-6
Air System Component Repair
K03008 6/95
AIR STARTER CIRCUIT Air pressure from the main air tank is ported to the dump valve. Air pressure through internal porting is allowed to pass through the dump valve to the air start solenoid. Air is blocked at these valves until actuated by the key switch. When the key switch is turned to the start position, the air start solenoid valve opens and air pressure engages the air starter bendix. After the bendix is engaged, pilot pressure from the bendix housing is ported to the dump valve.
The pilot pressure opens the dump valve allowing main system air pressure to be ported to the starter. When the key switch is released, the air starter solenoid valve closes, cutting off air to the starter and allowing the bendix to disengage. Once the engine starts, an engine oil pressure switch will open the electrical circuit to the air start solenoid, preventing re-engagement of the starter during engine operation.
FIGURE 4-1. AIR STARTER CIRCUIT 1. Air Starter 2. Air Starter Lubricator
K04001 7/90
3. Dump Valve 4. Air Starter Solenoid
Air Starter
5. Main Air Tank
K4-1
DUMP VALVE
AIR START SOLENOID VALVE
The dump valve (3, figure 4-1) provides a quick “On”, “Off” control of the starter motor. A pilot line connected from the starter bendix housing to the pilot port of the dump valve, applies air pressure to the end of the dump valve spool. The movement of the spool opens a passage within the valve to allow air pressure to pass from the main air tank (5) for operation of the starter motor.
The solenoid valve (4, Figure 4-1) is an electrically operated air valve controlled by the key switch. When key switch is turned to “Start” position, the solenoid is energized and opens to allow air pressure to flow to the inlet port of the starter bendix insuring engagement of the pinion with the engine flywheel. Air pressure continues out the pinion outlet port to the dump valve and engages the air starter. Periodically check valve for air leaks and operation of solenoid.
AIR STARTER The air starter (1) operation is controlled by the air starter solenoid valve and the dump valve. Air pressure is ported to the bendix inlet, the pinion engages with the engine flywheel, air pressure through the dump valve is then ported through the starter to turn the engine flywheel. After the engine starts, the pinion retracts from the engine flywheel.
FIGURE 4-2. DUMP VALVE
FIGURE 4-3. AIR STARTER
K4-2
Air Starter
K04001 7/90
AIR STARTER COMPONENT REPAIR
Service
Relieve all air pressure from the air system prior to removing any components in the air circuit.
After each 5000 hours, disassemble valve, clean and inspect all parts. Replace O-ring seal and any part showing signs of damage or wear. If valve is damaged, replace valve as an assembly
AIR START SOLENOID VALVE Removal 1. Mark or tag electrical connections and air lines. 2. Open drain cock on main air tank and discharge air pressure from system. 3. Remove electrical leads and air lines. 4. Remove capscrews securing manifold to mounting bracket and remove valve assembly. Installation
FIGURE 4-4. AIR START SOLENOID
Install the air start solenoid to its mounting bracket and connect electrical leads and air inlet lines previously disconnected.
1. Breather 2. Yoke 3. Coil 4. Coil Pole 5. Spring 6. Plunger Assembly
Disassembly 1. Remove breather (1, Figure 4-4) from yoke (2). Lift off yoke (2) and coil (3). Unscrew and remove coil pole (4) with spring (5) and plunger assembly (6). 2. Remove capscrews and lockwashers (7) securing valve body (8) to mounting bracket (11). Remove O-ring (10) in valve body.
Assembly 1. Install O-ring (10, Figure 4-4) around roll pin (9) on valve body (8). Align valve body to mounting bracket (11) and secure with capscrews and lockwashers (7).
3. Disassemble plunger assembly (6) by removing cap from plunger and remove seat, spacer and seat.
2. Install spring (5) and plunger assembly (6) inside coil pole (4). Screw coil pole (4) into valve body (8). Install coil (3) and yoke (2) over coil pole (4).
NOTE: Seats are reversible. Replace if necessary. Cleaning and Inspection
3. Press coil lightly until threads of coil pole protrudes through coil. Install breather (1) onto coil pole. Tighten securely.
1. Clean all parts in a good cleaning solvent and wipe dry. 2. Replace spring (5) if free height is less than 0.968 in. (24.5 mm). NOTE: DO NOT stretch spring.
7. Capscrews & Lockwashers 8. Valve Body 9. Roll Pin 10. O-Ring 11. Mounting Bracket
DUMP VALVE Removal
3. Inspect O-ring (10). Replace if necessary. 4. Inspect seats in plunger assembly (6). Inspect cap on plunger assembly for proper seating in valve.
1. Open drain cock on main air tank and discharge system air pressure. 2. Tag or mark air lines. 3. Remove pilot air pressure line and main air pressure inlet and outlet lines.
K04001 7/90
Air Starter
K4-3
AIR STARTER
Installation 1. Connect air pressure inlet and outlet lines. Connect pilot pressure lines.
Removal 1. Mark or tag all lines. Open drain cock on main air tank to discharge system air pressure.
2. Apply shop air and charge air system; check for leaks.
2. Remove main air line between dump valve and air starter. Remove air lines connected to bendix housing and lubrication line.
AIR STARTER LUBRICATOR Check for proper operation by placing a piece of paper over the exhaust port of the starter during the cranking cycle. If lubricator is operating properly, a fine mist should appear on the paper from the starter exhaust port. If this mist does not appear, clean or replace the lubricator.
3. Remove capscrews securing starter to engine flywheel housing. Remove starter from the truck and move to work area for repair. Installation 1. Install starter onto engine with capscrews and tighten to standard torque. 2. Connect all air and fuel lines previously disconnected. Bleed off trapped air from fuel line before starting the truck. 3. Apply shop air and charge air system, and check air starter for leaks. Disassembly Tips The following are a few recommended procedures which will help aid in assembly of the air starter. • Always mark adjacent parts on the motor housing cover, motor housing, gear case and drive housing, so these members can be located in the same relative position when the starter is reassembled.
FIGURE 4-5. AIR STARTER LUBRICATOR 1. Filter 2. O-Ring 3. Check Valve Ball 4. End Cap
5. Spring 6. Body 7. Piston
• DO NOT remove any part which is a press fit in or on a sub-assembly unless the removal of that part is necessary for replacement or repairs.
Removal
• Never use old seals or O-rings.
1. Remove and cap diesel fuel line.
• When grasping a part in a vise, always use leather covered or copper covered vise jaws to protect the surface of the part and help prevent distortion. This is particularly true of threaded members.
2. Remove lubricator. Installation 1. Prelube lubricator with diesel fuel prior to installation. 2. Install lubricator into starter lubricator port.
Disassembly
3. Connect fuel line, loosen connection and bleed off any trapped air. Tighten fuel line. NOTE: The lubrication fuel line is gravity fed and the lubricator connection must be below the engine connection with no loops or bends that could cause air locks.
1. Remove the rear motor housing cover plug (3, Figure 4-6) from the rear of the motor housing cover (2). 2. Grasp drive pinion (23) in a vise with the starter supported on the workbench. 3. Remove drive pinion retaining screw (21). Screw has left hand threads. Remove starter from vise. 4. Remove drive pinion washer (22) and drive pinion (23).
K4-4
Air Starter
K04001 7/90
FIGURE 4-6. AIR STARTER 1. Motor Housing 2. Motor Housing Cover 3. Plug 4. Capscrew & Washer 5. Cylinder 6. Alignment Pin 7. Alignment Pin 8. O-Ring 9. End Plate 10. Bearing 11. O-Ring 12. Clamp Nut 13. Rotor 14. Clamp Nut Screw 15. Vane 16. End Plate
K04001 7/90
17. Wave Washer 18. Bearing 19. Retaining Screw 20. Rotor Pinion 21. Retaining Screw 22. Washer 23. Drive Pinion 24. Spring Sleeve 25. Spring 26. Drive Gear Screw 27. O-Ring 28. Capscrew 29. Lockwasher 30. Drive Housing 31. O-Ring 32. Bearing
33. Seal 34. Bulkhead Retainer 35. Bulkhead 36. O-Ring 37. O-Ring 38. Piston Bumper 39. Cup Retainer 40. Spring Cup 41. Clutch spring 42. Clutch Jaw 43. Clutch Jaw 44. Bearing 45. Washer 46. Lockwasher 47. Bearing Retainer 48. Bearing Retainer
Air Starter
49. Piston 50. O-Ring 51. Seal 52. Bearing 53. Drive Shaft 54. Backup Ring 55. Piston Bumper 56. Return Spring 57. Spring Seat 58. Gear Case 59. Bearing Retainer 60. Bearing Retainer 61. Bearing 62. Drive Gear
K4-5
5. Slide pinion spring sleeve (24) and pinion spring (25) off drive shaft (53). 6. Insert a 3/8 in. square drive extension through the motor housing cover to hold rotor (13) from turning. Using a 5/16 in. x 8 in. long hex head wrench inserted into the end of the drive shaft, unscrew drive gear screw (26).
The operation in Step 18 will damage the seal. Therefore, a replacement seal must be available.
7. Remove drive housing capscrews (28) and lockwashers (29).
18. Insert a large screwdriver blade through piston seal (51) so that it rests on top of the clutch spring cup (40). Pry the seal out of the piston.
8. Tap drive housing (30) with a plastic hammer to help dislodge it from gear case (58).
19. Press clutch spring cup (40) down and using a screwdriver, remove clutch spring retainer (39). 20. Remove the clutch spring cup and clutch spring (41).
Failure to follow the procedure in Step 9 could result in injury to personnel. 9. Place the drive housing in an arbor press, piston end up. Apply pressure to piston (49) to compress piston return spring (56) before removing bulkhead retainer (34).
21. Remove the two clutch jaws (42) and driving clutch jaw (43). 22. Remove the front drive gear bearing (49), drive gear cup (45), drive gear lockwasher (46) and drive gear screw O-ring (27). 23. Remove the large drive shaft bearing retainer (47). 24. Press the rear drive shaft bearing and drive shaft (53) out of the piston. 25. Using a screwdriver, remove the small drive shaft bearing retainer (48).
Make sure the tension of the spring pushes the bulkhead out of the drive housing before removing the drive housing from the arbor press.
26. Press the rear drive shaft bearing (52) off the drive shaft. 27. Remove motor housing cover capscrews (4).
11. Remove bulkhead (35) from the piston.
28. Pull motor housing cover (2) from motor housing (1). It may be necessary to dislodge the motor housing cover by tapping it with a plastic hammer.
12. Remove the outer bulkhead O-ring (36) and the inner bulkhead O-ring (37).
29. Tap gear case (58) with a plastic hammer to dislodge it from the motor housing.
13. Remove rear piston bumper (38) from the piston.
30. Grasp the rotor pinion in a vise and using a wrench, remove rotor pinion retaining screw (19).
10. Using a screwdriver, remove the bulkhead retainer. Ease off the arbor press.
14. Slide drive shaft (53) from the drive housing. 15. Pull piston return spring (56) off the drive shaft. 16. Remove front piston bumper (55) and bumper backup ring (54). NOTE: DO NOT remove the front drive shaft bearing (32) or the drive housing seal (33) unless replacement is necessary and new parts are available. The bearing and/or seal will be damaged when removed from the drive housing. 17. Remove piston O-ring (50) from piston
31. Remove the rotor pinion (20) from the rotor shaft. 32. Slide front end plate (16), front rotor bearing (18) and motor wave washers (17) off the rotor shaft. 33. Remove rotor (13) and rear end plate (9) from the cylinder. 34. Remove and examine each vane (15). Install a new set of vanes if any vane is cracked, spalled or worn to the extent that its width is 1.25 in. (32 mm) or less at either end. 35. Place the rotor in a copper covered vise and loosen rotor clamp nut screw (14). Remove rotor clamp nut (12).
K4-6
Air Starter
K04001 7/90
36. Remove the large rear rotor bearing O-ring (11).
7. Lubricate the drive gear with SAE 10 oil.
37. Remove the rear end plate (9) from the rotor shaft.
8. Clamp the rotor in a copper covered vise, threaded end up.
38. Remove the rear rotor bearing O-ring (11) and rear end plate (9) from rotor shaft.
9. Install the rear rotor bearing (10) into the rear end plate.
39. If the rear rotor bearing (10) needs to be replaced, remove it from the rear end plate.
10. Install the rear end plate (9), bearing end up, onto the rotor shaft.
40. Push cylinder (5) out of the motor housing.
11. Screw the rotor clamp nut (12) onto the rotor shaft with the shoulder toward the bearing. Tighten the nut until there is a 0.001 in. (0.02 mm) to 0.003 in. (0.07 mm) clearance between the rear end plate and rotor.
41. Remove the cylinder O-rings (8) from the cylinder. 42. Place gear case (58) on a clean workbench. 43. Using retaining ring pliers and working through the access holes in the gear web, remove the drive gear bearing retainer (59).
12. Tighten rotor clamp nut screw (14). Recheck clearance between the rear end plate and rotor after tapping the end plate away from the rotor face with a plastic hammer.
44. Pull drive gear (62) out of the gear case. 45. Using retaining ring pliers, remove the drive gear shaft bearing retainer (60).
13. Check the two end plate alignment pins (6). If they are bent or broken, remove them from the cylinder and press in a new pin.
46. Remove the rear drive gear bearing (61) from the drive gear.
14. Check cylinder alignment pin (7). If pin is bent or broken, replace with a new one.
Assembly
15. Using O-ring lubricant, lubricate and install the two inside cylinder O-rings (8).
1. The following general rules should be followed when assembling the air starter:
16. Position the motor housing (1) vertically, on two blocks of wood, locating slot up.
a. Always press on the inner race of a ball type bearing when installing the bearing on a shaft.
17. Using a plastic hammer, tap cylinder (5) into motor housing making sure the cylinder alignment pin (7) seats into the slot of the motor housing.
b. Always press on the outer race of a ball type bearing when pressing the bearing in a bearing housing.
18. Lubricate and install the two outside cylinder Orings (8).
c. Whenever grasping a part in a vise, always use leather covered or copper covered vise jaws to protect the surface of the part and help prevent distortion. This is particularly true of threaded members. d. Clean all parts and cover each part with a thin film of clean oil before installation. 2. Place drive gear bearing retainer (59, Figure 46) over the rear end of drive gear (62). 3. Using an arbor press, press the rear drive gear bearing (61) on the rear end of the drive gear. 4. Using retaining ring pliers, install drive gear shaft bearing retainer (60). 5. Position gear case on a clean workbench. Using a plastic hammer, seat the rear drive gear bearing into the gear case by tapping the opposite end of the drive gear. 6. Using retaining ring pliers and working through the access holes in the gear web, install the drive gear bearing retainer (59).
K04001 7/90
19. For Right Hand Rotation Starter: Insert rotor (13) into the cylinder, pinion end toward cylinder alignment pin.
NOTE: Make sure the protruding end plate alignment pin (6) in the cylinder aligns with the dowel hole in the rear end plate (9) numbered SS800R-12. Make sure the air ports of both the cylinder and the rear end plate align. For Left Hand Rotation Starter: Insert rotor (13) into the cylinder, pinion end toward cylinder alignment pin.
NOTE: Make sure the protruding end plate alignment pin (6) in the cylinder aligns with the dowel hole in the rear end plate (9) numbered SS800L-12. Make sure
Air Starter
K4-7
the air ports of both the cylinder and the rear end plate align. 20. Lubricate each vane (15) and insert one in each of the rotor vane slots. 21. Slide the front end plate (16) over the pinion end of the rotor. The other protruding end plate alignment pin (6) in the face of the cylinder should align with the dowel hole in the front end plate.
29. Install the two housing cover plugs (3) into the motor housing cover inlet boss and tighten securely. 30. Press the rear drive shaft bearing (52) onto the drive shaft. 31. Slide the small bearing retainer (48), convex side first, onto the drive shaft. Press it into position in accordance with the instructions packaged with the new retainer.
22. Insert the two motor wave washers (17) into the front end plate well.
32. Install piston (49) and bearing retainer onto drive shaft.
23. Install the front rotor bearing (18) into the front end plate well.
33. Assemble the drive gear screw (26), drive gear lockwasher (46), drive gear cup (45) and drive gear screw O-ring (27).
24. Install the rotor pinion (20) on the rotor shaft so that the lugs on the pinion engage those on the shaft. 25. Screw the rotor pinion retaining screw (19) into the rotor shaft and tighten to 90 ft. lbs. (122 N.m) torque. 26. Lubricate and install the rear rotor bearing Oring (11) onto the rear rotor bearing. 27. Check freeness of the motor by turning the rotor pinion. If necessary, tap the front end plate with a soft hammer to align the motor. 28. Align the punch marks on the gear case (58), motor housing (1) and motor housing cover (2) and assemble as follows: a. Grasp the gear case (58) in a copper covered vise by the drive gear shaft. b. Insert the pinion end of the motor into the gear case. Using a soft hammer, tap the motor housing (1) until it seats. c. Position the motor housing cover (2) on the motor housing. Using a soft hammer, tap the motor housing cover until it is seated on the motor housing.
NOTE: Screw a length of pipe, 12 in. (305 mm) long by 1.50 in. (38 mm) diameter into the air inlet to act as a handle to help align the motor housing with the motor housing cover and gear case. d. Lubricate the threads and install the motor housing cover capscrews and lockwashers (4) alternately tightening each capscrew until a final torque of 60 ft. lbs. (81 N.m) torque is reached.
K4-8
Air Starter
34. Grasp the drive shaft (53) in a copper covered vise, pinion end down. Place assembled drive shaft screw unit into the drive shaft, screwhead down. Lubricate the inside diameter of the drive shaft with SAE 10 oil. 35. Slide the front drive gear bearing (44) into the drive shaft. 36. Lubricate and install the drive clutch jaw teeth facing up and driven clutch jaw teeth facing down into the drive shaft. 37. Insert clutch spring (41) and clutch spring cup (40) into the drive shaft. 38. Press the inserted parts into the drive shaft, and using a screwdriver, install the clutch spring cup retainer (39). 39. Using an arbor press, press the piston seal (51), cover side out, into the piston until it is flush with the piston face. 40. Install the piston (49) onto the drive shaft until the rear drive shaft bearing seats into the piston. 41. Lubricate piston O-ring (50) and install it in the groove of the piston. 42. Slide the rear piston bumper (38) onto the piston until it is seated at the large diameter of the piston. 43. Position the drive housing in an arbor press, pinion end down and install the drive housing seal (33) into the drive housing with the lip of the seal facing the pinion end.
K04001 7/90
44. Using a sleeve that contacts the outer race of the front drive shaft bearing (32), press the bearing into the drive housing until it seats.
54. Position the assembled motor housing and gear case on a workbench. Assembled unit must be upright to accept the drive housing.
45. Install piston return spring (57) and bumper backup ring (54).
55. Carefully position the assembled drive housing (30) onto the gear case so as not to damage the piston seal. Align the punch marks of the gear case and drive housing.
46. Install the front piston bumper (55) in the groove of the drive housing. 47. Slide the piston return spring (56) onto the drive shaft and snap it into the front of the piston so that it is against the large drive shaft bearing retainer. 48. Lubricate and insert the assembled drive shaft into the drive housing. 49. Lubricate and install the outer bulkhead O-ring (36) and the inner bulkhead O-ring (37) on bulkhead (35). 50. Slide the bulkhead onto the piston. 51. With the drive housing in the arbor press, press down on the rear face of the piston. NOTE: Feel the underside of the drive housing to make sure the drive shaft passes through the bearing. Install the bulkhead retainer (34).
Make sure the bulkhead retainer is properly seated in the motor housing groove before releasing the arbor press.
56. Install the drive housing capscrew lockwasher (29) and the drive housing capscrews (28) and tighten to 28 ft. lbs. (38 N.m) torque. 57. Insert a 3/8 in. square drive extension bar through the hole in the motor housing cover to prevent the rotor from turning. Using a 5/8 in. x 8 in. long socket wrench inserted into the end of the drive shaft, tighten the drive gear screw (26) to 57 ft. lbs. (77 N.m) torque. 58. Lubricate and slide the pinion spring (25) and the pinion spring sleeve (24) over the pinion end of the drive shaft. 59. Lubricate the pinion end of the drive shaft and install the drive pinion (23). 60. Grasp the drive pinion in a copper covered vise with the starter supported on a workbench. 61. Place the drive pinion washer (22) onto the drive pinion retaining screw (21). Install the drive pinion retaining screw into the end of the drive shaft and tighten to 80 ft. lbs. (109 N.m) torque. Remove the starter from the vise. 62. Install the rear motor housing cover plug (3) and tighten securely.
52. Remove the drive housing from the arbor press. 53. Lubricate and install the drive housing O-ring (31) in the groove of the drive housing.
K04001 7/90
Air Starter
K4-9
4. Motor Vane Action:
Test and Inspection Procedure 1. Clutch Ratcheting:
Apply 90 psi (620 kPa) pressure using a 0.375 in. (9 mm) supply line to the inlet of the motor. Starter should run smoothly.
Turn the drive shaft pinion (23, Figure 4-6) by hand in the direction of starter rotation. The clutch should ratchet smoothly with a slight clicking motion.
5. Motor Seals: Plug the exhaust and apply 30 psi (207 kPa) pressure to the inlet of the motor. Immerse the starter for 30 seconds in a nonflammable solvent. If the starter is properly sealed no bubble will appear.
2. Motor and Gearing Freeness: Turn the drive shaft pinion (23) opposite the direction of starter rotation. The drive shaft pinion should turn by hand. 3. Pinion Engagement: Apply 50 psi (345 kPa) pressure to the engagement “In” port. Drive shaft pinion (23) should move outward and air should escape from the “Out” port. Plug the “Out” port and apply 150 psi (1034 kPa) pressure to the “In” port. Check and make sure no air is escaping. Measure the dimension from the face of the drive shaft pinion to the20 face of the mounting flange. It should be 2.88 in. (73 mm). Remove the pressure from the “In” port. Measure the dimension from the face of the drive shaft pinion (23) to the face of the mounting flange. It should be 1.75 in. (44.5 mm).
K4-10
NOTE: Cap all openings after repair and test to prevent contamination.
Air Starter
K04001 7/90
TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Loss of Power Worn Motor Parts
Remove the motor from the Motor Housing (1, Figure 4-6) and disassemble the Motor. Examine all parts and replace any that are worn or damaged. Use the following guidelines for determining unserviceable parts. 1. Vanes (15) - Install a set of new vanes if any vane is cracked, spalled, or worn to the extent that its width is 1.250 in. (32 mm) at either end. 2. Rotor Bearings (10 or 18) - Replace if any roughness or looseness is apparent. 3. Rotor (13) - Replace if the body has deep scoring that cannot be removed by polishing with emery cloth. 4. Cylinder (5) - Replace if there are any cracks or deep scoring. 5. End Plates (9 or 16) - Clean up scoring by rubbing it with emery cloth placed on a flat surface.
Inadequate Lubrication
Check the lubricator, inlet hose, fitting, and oil supply hose to make sure they are vacuum tight and free of leaks. Tighten all joints and replace the lubricator if necessary.
TROUBLE: Air Leakage Worn Seals
Check the Motor Seals (8 or 31). Plug the exhaust. Apply 30 psi (207 kPa) air to the inlet and immerse the unit for 30 seconds in nonflammable solvent. If bubbles appear, replace the Seals.
TROUBLE: Pinion Does Not Engage the Flywheel Broken clutch jaws or other broken parts.
Repair unit.
TROUBLE: Motor Runs, Pinion Engages but Does Not Rotate Broken shafting, gearing, or clutch jaws.
Repair Unit.
TROUBLE: Harsh Engagements Dry Drive Pinion Spline
K04001 7/90
Remove the drive pinion (23) and lubricate the drive pinion and the drive shaft helical spline with grease.
Air Starter
K4-11
NOTES:
K4-12
Air Starter
K04001 7/90
THROTTLE TREADLE VALVE Air pressure is ported to the Throttle Treadle Valve. When the Throttle Treadle Valve is depressed, air is ported to the AS Switch and the Throttle Solenoid (TS). Air passes through the Throttle Solenoid Valve to the throttle cylinder to control engine speed. NOTE: Refer to the engine manufacturer's manual for repair and service for the throttle cylinder for both the Detroit Diesel and Cummins engine equipped Haulpak®.
Installation 1. Install treadle valve assembly and attach the air lines. If necessary, adjust capscrew under heel of pedal to eliminate any free play. 2. Completely check valve for proper operation before putting truck to work. Charge air system and check valve completely.
COMPONENT DESCRIPTION Treadle Valve The treadle valve is pressure compensating, the valve is a pressure regulator with a pedal to control it. When the pedal is depressed, air flow enters the inlet port and due to a compensating spring in the valve and the pressure applied at the pedal, metered air pressure is directed out the cylinder port to actuate the throttle air cylinder. A booster spring located under the pedal increases pedal effort and provides “feel” for the operator. Maximum air pressure from valve is 90 psi (620 kPa). Service 1. Every month or after 500 hours of operation, lubricate treadle roller and hinge pins with engine oil. Lift boot from mounting place and apply a few drops of SAE20 grade engine oil between mounting plate and plunger. Replace boot. 2. After two years of operation, disassemble treadle valve and clean all parts. Install new inlet valve. U-cups and all O-rings.
COMPONENT REPAIR The following procedure should be used for service of the throttle treadle valve. Removal 1. Relieve air pressure, tag and disconnect air lines from throttle treadle valve. Cover ends of lines and cap inlet and outlet ports of valve to prevent entry of foreign material. 2. Remove capscrews and lockwashers securing valve assembly to cab floor. Remove valve assembly.
K05004
FIGURE 5-1. THROTTLE VALVE 1. Pedal 2. Mounting Plate 3. Inlet Port
4. Outlet Port 5. Breather
Disassembly 1. Remove clips (5) from ends of push rod pin (10, Figure 5-2) and treadle pin (4). Remove pins (4 & 10) from mounting bosses of pedal assembly, roller (9), spring (3) and separate pedal from valve assembly. 2. Remove push rod (11, Figure 5-2) and dust boot (12) from inlet portion of valve body (15). Match mark relationship of mounting plate (8) to the valve body. Remove nut (13) and separate mounting plate from valve. 3. Match mark inlet (2, Figure 5-3) and outlet (14) portion of valve. Remove the machine screws (16) and separate outlet body from inlet body. Remove barrier plate assembly (8) and O-ring (6). Remove small O-ring (7) from inlet body (2).
Throttle Treadle Valve
K5-1
Inspection Discard O-rings, “U” cups and poppet seals and replace with new. Check all parts for wear, cracks or breakage and replace if necessary.
FIGURE 5-2. PEDAL ASSEMBLY 1. Pedal Cover 2. Pedal 3. Spring 4. Treadle Pin 5. E-Clip 6. Capscrew 7. Jam Nut 8. Mounting Plate
9. Roller 10. Push Rod Pin 11. Push Rod 12. Dust Boot 13. Nut 14. Air Filter 15. Valve Assembly
4. Remove balance piston (11, Figure 5-3) from body (14). Remove thrust ring (10) and “U” cup (9) from piston and remove spring from body. 5. To disassemble barrier plate assembly, remove spiral retainer ring (14, Figure 5-4). Use caution as spring pressure will force out disc ring (13), exhaust poppet (12), poppet support plate (11) and spring (10) from cage (6). 6. Push piston (2) down until fully depressed and remove retainer ring (9) from groove in end of piston. Remove cage (6) from barrier plate (5) and tap cage on a block of wood to remove support disc (8) and inlet poppet (7). Remove sleeve (3), O-ring (4), piston (2) and “U” cup (1) from the barrier plate.
K5-2
FIGURE 5-3. VALVE ASSEMBLY 1. Guide Rod 2. Inlet Body 3. Screen 4. Seal Washer 5. Capscrew 6. Large O-Ring 7. Small O-Ring 8. Barrier Plate
Throttle Treadle Valve
9. U-Cup Seal 10. Thrust Ring 11. Balance Piston 12. Spring 13. Shim 14. Outlet Body 15. Plug
K05004
Assembly 1. Lightly coat all moving parts with moly grease 2. Install piston sleeve (3) with new O-ring (4) into top of barrier plate (5). Install piston (2) and Ucup (1), open side down, into piston sleeve (3) making sure U-cup seal is properly seated. Place cage assembly (6) over the piston rod end and into the barrier plate. Install inlet poppet (7) and support disc (8) on the piston rod end (2). Fully depress piston into cage and install retaining ring (14) into the groove on the bottom of the piston rod end.
12. Install spring ends (3) in holes of mounting plate (8) and align spring with bores in the mounting plate bosses. Using the pedal (2) to compress spring, install treadle pin (4) through mounting plate bosses, pedal bosses and spring eyes. Secure pin in place with an E-clip (5).
3. Install spring (10), small end up, poppet support plate (11), exhaust poppet (12) and disc ring (13) and spring (12) into outlet portion of valve body (14). 4. Install thrust ring (10, Figure 5-3) and U-cup (9), open side up, on balance piston (11). Install shim (13) and spring (12) into outlet portion of valve body (14). 5. Install new O-rings (6 & 7, Figure 5-3) into the inlet housing (2). Install new seal washer (4) under capscrew (5). 6. Install barrier plate assembly into inlet housing (2). 7. Place inlet body and barrier plate assembly over outlet body. Match the marks on the inlet and outlet body and align barrier plate assembly and balance piston prior to assembling inlet and outlet bodies. 8. Install capscrews (5) and tighten. 9. Attach valve body assembly to the mounting plate (8, Figure 5-2) with nut (13). Match marks on body and plate must align. 10. Install push rod (11) into top of valve assemblies and install dust boot (12) around push rod. 11. Install push rod pin (10) and roller (9) on pedal (2) and retain with E-clip (5).
K05004
FIGURE 5-4. BARRIER PLATE ASSEMBLY 1. U-Cup Seal 2. Piston 3. Sleeve 4. O-Ring 5. Barrier Plate 6. Cage 7. Inlet Poppet
Throttle Treadle Valve
8. Support Disc 9. Retainer Ring 10. Spring 11. Poppet Plate 12. Exhaust Poppet 13. Disc Ring 14. Retainer Ring
K5-3
NOTES:
K5-4
Throttle Treadle Valve
K05004
SECTION L HYDRAULIC SYSTEM INDEX HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1 HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1 HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-2 Pump Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-2 Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Cartridge Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6 Cartridge Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7 TROUBLESHOOTING CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Filling Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 STRAINER AND DIFFUSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Inspect and Clean. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12 HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-13 STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1 STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-2 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
L01016
Index
L1-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1 UNLOADER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1 BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12 HIGH PRESSURE STEERING FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14 STEERING CIRCUIT TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15 PRESSURE ADJUSTMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15 COMPONENT LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17 TROUBLESHOOTING CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18 HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1 CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-2 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 BODY UP LIMIT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 PILOT OPERATED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 FLOW SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-2 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7 HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 HIGH PRESSURE HOIST CIRCUIT FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16 HOIST CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17
L1-2
Index
L01016
HYDRAULIC SYSTEM HYDRAULIC SYSTEM OPERATION
COMPONENT DESCRIPTION
The steering, hoist, and brake circuits use a common hydraulic tank (5, Figure 2-1). The tank is located on the left frame in front of the rear wheel. If filling is required, type C-4 hydraulic oil should be used.
High Pressure Filters
Hydraulic oil flows from the bottom of the hydraulic tank to the inlet housing of the hydraulic pump (3, Figure 2-2). The shaft end of the double cartridge pump supplies oil to the hoist valve (6). The cover end of the double cartridge pump supplies oil to the unloader valve (4, Figure 2-1). The unloader valve directs oil to the accumulator supply manifold which supplies oil to the two accumulators (2, Figure 2-1). The accumulators supply oil to the bleeddown manifold (10) which supplies oil to the steering and brake circuits. After requirements for the steering and brake circuits are met, the excess oil flow is directed (by the unloader valve) to the hoist valve. If the hoist valve is in the "float" position, the oil is returned to the tank.
The truck is equipped with two high pressure, 7 micron filters (1 & 10, Figure 2-2). Both filter assemblies have a built-in bypass system which activates a light on instrument panel when differential pressure across the filter exceeds 40 psi (275 kPa). Actual bypass will occur at a pressure differential of 60 psi (413 kPa). The filter should be changed as soon as possible after the indicator light has turned on before actual by-pass occurs. For the regular filter service interval, refer to the "Lubrication and Service" Section, or replace when indicator light turns on. Hydraulic Pump The truck is equipped with a Vickers vane pump (3, Figure 2-2) which supplies oil for the steering, hoist, and brake circuits. The hydraulic pump is mounted behind the alternator, and is driven by a drive shaft connection between the pump and the output of the alternator.
FIGURE 2-1. HYDRAULIC COMPONENT LOCATION (SIDE VIEW) 1. Hydraulic Lines (To & From Steering Control Valve) 2. Accumulators 3. To Brake Circuit
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4. Unloader Valve 5. Hydraulic Tank 6. Breather (Air Filter) 7. Hoist Cylinder
8. Body Creep Down Valve 9. High Pressure Filter (Steering & Brake) 10. Bleeddown Valve
Hydraulic System
11. Flow Amplifier Valve 12. Hydraulic Lines (To & From Steering Cylinders)
L2-1
The pump is a double cartridge vane type, with a total output of 143 GPM (541 l/min). The shaft end cartridge supplies 88 GPM (333 l/min.), the cover end cartridge supplies 55 GPM (208 l/min.) @ 1900 RPM and 2500 psi (17,238 kPa).
The outlet strainer acts as the final filtering action before the hydraulic oil enters the hydraulic pump. For the regular outlet strainer service interval, refer to the "Lubrication and Service" Section. Clean filter after any oil change or major component failure.
Hydraulic Tank
The hydraulic tank is also equipped with a breather element (6, Figure 2-1). For regular breather service interval, refer to the "Lubrication and Service" Section, or replace when plugged.
The hydraulic tank holds approximately 134 gallons (507 l) of hydraulic oil for use in the hydraulic system. Oil level should be checked periodically and be visible in the lower sight glass when the body is down and the engine running. If filling is required, use Type C-4 hydraulic oil only. Oil leaving the hydraulic tank passes through a 100 mesh outlet strainer before being delivered to the hydraulic pump.
Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines and components are capped while the component is removed from the truck.
FIGURE 2-2. HYDRAULIC COMPONENT LOCATION (TOP VIEW) 1. High Pressure Filter (Hoist) 2. Hose 3. Hydraulic Pump 4. Suction Hose
L2-2
5. Capscrew 6. Hoist Valve 7. Hoist Inlet (From Unloader) 8. Bleeddown Manifold
9. Unloader Valve 10. High Pressure Filter (Steering & Brakes) 11. Hydraulic Tank 12. Hoist Cylinder
Hydraulic System
13. Hoist Cylinder Lines 14. Snubber Valve 15. Manifold 16. Pressure Line (To Hoist Valve)
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HYDRAULIC SYSTEM (With Trolley Assisted Option) HYDRAULIC SYSTEM DESCRIPTION The following information describes the basic operation of the Haulpak® truck hoist, steering, and wheelmotor blower cooling hydraulic systems. Detailed information related to the hoist and steering circuits and components can be found in this Section of the manual. Refer to Section J for additional information on the hydraulically operated service brake system components. Refer to Figure 2-1. The hoist pump (3), cooling blower pump (2), and steering/brake pump (1) are supplied by a common reservoir (4) containing approximately 134 gal (507l) type C-4 hydraulic oil. Oil flowing from the bottom of the tank passes through a 100 mesh wire suction strainer to the inlet ports of the pumps. A shut-off valve located at the bottom of the tank blocks oil flow during hoist and steering/brake pump repair or replacement. The blower pump shut-off valve is located at the pump inlet.
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Hydraulic System
L2-3
NOTES:
L2-4
Hydraulic System
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HYDRAULIC SYSTEM COMPONENT REPAIR HYDRAULIC PUMP 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 valve located in the bottom of the tank.
NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valve on the pump inlet hose (if equipped) can be closed and the inlet pump line drained, eliminating the need to completely drain the tank. 3. Loosen the capscrews securing the pump suction hose (4, Figure 3-1) to the pump and allow oil to drain. Remove suction hose. 4. Disconnect both pump outlet lines. Cap or cover lines to prevent contamination of the hydraulic system. 5. Support driveshaft before removing pump. NOTE: The hydraulic pump weighs approximately 300 lbs. (136 kgs). Use a suitable lifting device that can handle the load safely. 6. Attach a suitable lifting device to the pump that can handle the load safely. 7. Remove the capscrews and lockwashers securing the pump to mounting bracket. Remove pump. 8. Move pump to a clean work area for disassembly.
FIGURE 3-1. HYDRAULIC COMPONENT LOCATION (TOP VIEW) 1. High Pressure Filter (Hoist) 2. Hose 3. Hydraulic Pump 4. Suction Hose
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5. Capscrew 6. Hoist Valve 7. Hoist Inlet (From Unloader) 8. Bleeddown Manifold
9. Unloader Valve 10. High Pressure Filter (Steering & Braking) 11. Hydraulic Tank 12. Hoist Cylinder
Hydraulic Component Repair
13. Hoist Cylinder Lines 14. Snubber Valve 15. Manifold 16. Pressure Line (To Hoist Valve)
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Installation 1. Attach a suitable lifting device to the hydraulic pump that can safely handle 300 lbs (136 kgs). Align driveshaft splines with pump splines and secure to truck with capscrews and lockwashers. 2. Uncap outlet lines and attach to the proper connections. 3. Install inlet hose to pump and secure with capscrews.
7. Rotate shaft to loosen shaft end cartridge then remove the cartridge from outlet body (25). Set aside for disassembly during Step 11. 8. Remove spirolox ring (19). Slide shaft (22) and bearing (21) from outlet body (25). 9. If bearing (21) is worn, remove retaining ring (20) and press bearing from the shaft with an arbor press.
4. Fill the hydraulic tank with clean C-4 hydraulic oil (if drained).
10. Remove spacer (23) and shaft seal (24) from the outlet body (25). Be careful not to damage the bore areas where the seals are located.
5. Bleed all air from outlet and inlet lines before starting engine.
NOTE: Pre-assembled and tested pump cartridges are available as service items, if needed.
Pump Disassembly 1. Support the pump on blocks or clamp the body in a vise as shown in Figure 3-2. If a vise is used, use protective jaws to avoid damage to outlet body and its machined surfaces. 2. Mark the pump inlet, outlet and cover for correct reassembly (Figure 3-2). 3. Remove the cover screws (1, Figure 3-5) and lift end cover (2) from the pump. This will expose the cover end cartridge. Discard square cut seal (5) and O-ring (6). 4. Pull cover end cartridge from the inlet housing (Figure 3-3).
FIGURE 3-3. REMOVAL OF COVER END
5. Set cover end cartridge aside for disassembly. 6. Separate inlet housing and outlet body. This will expose shaft end cartridge. Discard square cut seal and O-ring (5 & 6, Figure 3-5).
FIGURE 3-2. REMOVAL OF COVER SCREWS
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FIGURE 3-4. REMOVING INLET HOUSING
Hydraulic Component Repair
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Pump Assembly 1. Clamp outlet body (25, Figure 3-5) in a vise or place on 2 x 4 wood blocks to facilitate assembly. 2. Lubricate primary shaft seal (24) with petroleum jelly and place in position within outlet body (25), garter spring up. See Figure 3-6 for seal arrangement.
3. Use seal installation tool shown in Figure 3-7 to prevent damage to the seal. Press seal (24, Figure 3-5) into the body until it bottoms out against the shoulder.
FIGURE 3-5. VICKERS VANE PUMP 1. Screw 2. End Cover 3. Backup Ring 4. O-Ring 5. Square Cut Seal 6. O-Ring 7. Outlet Support Plate
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8. Seal Pack Sub-Assemblies 9. Flex Side Plate 10. Rotor 11. Vanes & Inserts 12. Ring 13. Flex Side Plate
14. Seal Pack Sub-Assemblies 15. Inlet Support Plate 16. Locating Pins 17. Screw 18. Inlet Housing 19. Spirolox Retaining Lockring
Hydraulic Component Repair
20. Retaining Ring 21. Bearing 22. Shaft 23. Washer (Spacer) 24. Primary Shaft Seal 25. Outlet Body 26. Seal
L3-3
4. Press shaft (9) into the new bearing with an arbor press while supporting the bearing inner race. Refer to Figure 3-6 for correct location of bearing on the shaft. Install a small retaining ring (20, Figure 3-5) behind the bearing on the shaft. 5. Place the bearing spacer washer (23) over the shaft, against the front of the bearing. Use plastic tape over the shaft end to prevent damage to the seal. Lubricate with petroleum jelly and carefully push the shaft through the seal until the bearing and spacer are in location within the body. 6. Install the large spirolox ring (19) into the outlet body retaining ring groove located just behind the bearing. 7. Install square cut seal (5) into outlet body (25). 8. Install O-ring (4) and backup ring (3) on the cartridge outlet support plate hub. 9. Carefully install shaft end cartridge over shaft (22) and into outlet body (25) with one of the chamfers on the ring in alignment with the outlet port.
12. Turn the inlet housing slightly until the alignment marks are in line and the large screw holes are aligned. 13. Turn pump shaft by hand to check for free rotation of the cartridges. 14. Install a square seal (5) into the outlet cover (2). 15. Install O-ring (4) and backup ring (3) on the cover end cartridge outlet support plate hub. 16. Carefully install cover end cartridge over shaft (22) and into the inlet housing. 17. Turn cartridge slightly to bring into alignment the pin holes and cartridge alignment pins. 18. Install outlet cover to inlet housing O-ring seal (6) over the cartridge and up against the inlet housing. 19. Make sure square cut seal is in place within the cover. Align the cover to agree with the alignment marks and gently slide the cover over the outlet cartridge.
10. Lubricate and install O-ring (6) between the large inlet housing (18) and outlet body (25). Locate O-ring in O-ring groove of the outlet body.
Be careful not to cut square cut seal (5) or pinch O-ring (6) during cover installation.
11. Install inlet housing (18) in position; move back and forth until the cartridge pins drop into the alignment holes located within the housing.
20. Oil and install capscrews (1). Tighten capscrews to 255-275 ft. lbs. (346-373 N.m) torque. 21. Turn the pump shaft to check for free rotation of the cartridges. Cartridge Disassembly Disassemble the two cartridge kits, one at a time, according to the following instructions. Keep parts separated from each other during inspection, repair, and assembly.
FIGURE 3-6. SHAFT SEAL ARRANGEMENT 1. Primary Seal 2. Standard Shaft
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3. Steel Ball
FIGURE 3-7. PRIMARY SHAFT SEAL DRIVER
Hydraulic Component Repair
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3. Place the cartridge on a flat surface (outlet support plate down) and remove the two sockethead screws (17, Figure 3-5)
1. Remove O-ring (4, Figure 3-5), backup ring (3) and square cut seal (5) from the outlet support plate. 2. Scribe a line across the outer surface of the cartridge kit. (Refer to Figure 3-8). The scribe marking will provide a reference for parts alignment during assembly.
.
FIGURE 3-8. SCRIBING THE CARTRIDGE
FIGURE 3-9. INLET FLEX SIDE PLATE REMOVAL
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Hydraulic Component Repair
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FIGURE 3-10. REVERSE CARTRIDGE, USE A PIECE OF WOOD TO HOLD RING, ROTOR, AND VANES 10. Remove the vanes and inserts in order, starting at the arrow. Keep them in order for inspection.
Do not slide flex plates across the ring and rotor. Burrs on the ring or rotor can cause deep scratches in the soft bronze surface. 4. Slide inlet support plate (15) and seal pack subassemblies (14) off the cartridge. DO NOT allow the flex side plate (13) to slide with the support plate. 5. Move flex side plate (13) off center just enough to lift up and away without sliding. Refer to Figure 3-9.
NOTE: Do not remove cartridge locating pins (16, Figure 3-5) from the inlet support plate unless they are damaged. The pins are of a drive-lock type and can be difficult to remove. Inspection 1. All parts must be thoroughly cleaned and kept clean during inspection and assembly. The close tolerance of the parts makes this requirement very important. 2. Clean all removed parts, using a cleaning solvent that is compatible with the system oil.
6. Place a small clean piece of wood over the exposed ring and rotor. Turn cartridge and wood upside down as shown in Figure 3-10. 7. Slide outlet support plate (7, Figure 3-5) and seal pack sub-assemblies (8) off flex side plate (9). DO NOT permit flex side plate (9) to move across the ring and rotor. 8. Move flex side plate (9, Figure 3-5) off center just enough to lift up and away without sliding. Refer to Figure 3-9. 9. Lift ring (12, Figure 3-5) away from rotor (10) and vanes (11). Locate the arrow stamped into the rotor periphery.
L3-6
When using cleaning solvents follow solvent manufacturers instructions. NOTE: Compressed air may be used in cleaning, but it must be filtered to remove water and contamination. 3. Discard the square cut seals, O-rings, backup ring and seal sub-assemblies. Use new seal kits for assembly.
Hydraulic Component Repair
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4. Check the cartridge wear surfaces for pickup, scoring and excessive wear. Slight heat discoloration of the flex side plate bronze surface is normal. Score marks deeper than 0.001 in. (0.025 mm) and scratches deeper than 0.002 in. (0.050 mm) indicate a new part is needed. Slight scoring and/or scratches can be removed with an oiled honing stone.
DO NOT use a dry stone on bronze surface or scratches will result.
Cartridge Assembly
NOTE: Coat all parts except seals and backup rings with clean Type C-4 hydraulic oil to facilitate assembly and provide initial lubrication. Use small amounts of petroleum jelly to hold the O-rings in place during assembly. 1. The direction of rotation is viewed from the shaft end. Right hand rotation is clockwise; left hand rotation is counterclockwise. Be certain pump assembly provides same rotation as found during disassembly.
5. Inspect both sides of each vane (11, Figure 3-5) and insert in order. If pickup, heavy wear or scoring is found, inspect the appropriate rotor (10) slot. Replace scored parts.
NOTE: Assemble shaft end cartridge in the direction of rotation noted at disassembly. Assemble cover end cartridge in reverse of the shaft end cartridge.
NOTE: Inspect each vane tip for excessive wear. Excessive vane tip wear will reduce pump efficiency.
NOTE: If locating pins (16, Figure 3-5) were removed from inlet support plate (15), install new pins with locking flutes located within the inlet support plate. Drive the new pins into the support plate with a soft tipped hammer.
6. Inspect ring (12) for vane chatter marks, wear and/or scratches. Replace if scoring is evident.
Replacement ring width must be identified to the ring being replaced or reduced life of output flow will result. The minimum ring to rotor clearance limit is 0.0016 in. (0.0406 mm). NOTE: All cartridge kit parts must be free of burrs. Stone the mating surfaces of each part with an oiled honing stone prior to assembly. Clean parts after stoning. 7. Vane to rotor wear can be checked by inserting the vane in the rotor slot and checking for excessive play. Replace rotor (10, Figure 3-5) and vanes (11) if wear is evident.
2. Place the inlet and outlet support plates on a flat surface. Install seal pack sub-assemblies (8 & 14) into cavities with seal retainer surface up (O- rings facing downward into the cavities). 3. Place flex side plates (9 & 13) over each of the support plates with bronze wear surface facing up. Align scribe marks to make sure the correct flex side plate is used with the correct support plate (bronze wear surfaces must face rotor when assembled). NOTE: Flex side plates develop a wear pattern with the rotor and vanes and should not be interchanged.
8. Rotate bearing (21) while applying pressure to check for wear, looseness and pitted or cracked races.
4. For right hand rotation units, set the rotor on a flat wooden board with the arrow pointing right (for left hand rotation, the arrow should point left).
9. Inspect the seal and bushing mating surfaces on shaft (22) for scoring or wear. Replace the shaft if wear exceeds 0.005 in. (0.127 mm) diametrical change, or if marks cannot be removed by light polishing. If wear is found in the bushing area, a new bushing will be required.
5. Assemble the vanes and inserts into the rotor in reverse order of disassembly. Make sure the sharp chamfer edge of each vane leads in the direction of rotation. All vanes must move freely in the rotor slots with no evidence of bind.
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Hydraulic Component Repair
L3-7
6. Assemble the ring (12, Figure 3-5) over rotor (10) and vanes (11) with arrow pointing in the same direction as the rotor. Lubricate the top surface of the rotor and vanes liberally with Type C-4 hydraulic oil. 7. Locate the scribe mark on ring (12), outlet support plate (7) and flex side plate (9). Hold the outlet support plate and flex plate together and assemble over the ring and rotor with the scribe marks in line. 8. Hold the cartridge together to prevent movement and turn the assembly over so the outlet support plate rests on a flat surface. 9. Lubricate the exposed surface of the rotor and vanes with system oil. Locate the scribe mark on inlet support plate (15) and flex side plate (13). 10. Hold the inlet support plate and flex side plate together and assemble over the exposed ring, rotor and vanes. Make sure the scribe marks are in line. NOTE: The O.D. of all component parts of the cartridge kit must be in line with each other or the cartridge will bind during assembly. Align the cartridge as follows:
a. Build a "V" block from hardwood (Reference Figure 3-11) or use a metal "V" block if it is available. b. Place the cartridge into the "V" block on its side. c. Loosen socket head screws (17, Figure 3-5) enough to allow each section of the cartridge to come into alignment within the "V" block. d. Tighten the socket head screws (17) to 100 in. lbs. (11.29 N.m) torque. e. Check alignment again after tightening. 11. Check rotor (10) for bind by inserting the index finger through the shaft opening of inlet support plate (15). Hold the cartridge kit in a horizontal shaft position and lift the rotor with the finger. The rotor should move freely back and forth within the cartridge. If the rotor binds, open the kit, clean and stone all possible areas of bind, then reassemble using the aforementioned procedure. The rotor MUST move freely within the cartridge when assembled. 12. Repeat Steps 1 thru 11 for assembly of other cartridge kit.
FIGURE 3-11. “V” BLOCK FOR ALIGNMENT OF PUMP CARTRIDGE KIT
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Hydraulic Component Repair
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TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Not Delivering Oil. Air leaks at the intake. Pump not priming.
Check the inlet connections to determine where air is being drawn in. Tighten any loose connections. See that the oil in the reservoir is above the intake pipe opening. Check the minimum drive speed which may be too slow to prime the pump.
Complete loss of flow from pump.
Unloader valve is stuck open permitting free flow to tank.
Oil viscosity too heavy to pick up prime.
Completely drain the system. Add new filtered oil of the proper viscosity.
Oil intake pipe in reservoir restricted.
Check all strainers and filters for dirt and sludge. Clean if necessary.
Coupling or shaft sheared or disengaged.
Disassemble the pump and check the shaft and cartridge for damage.
Vane(s) stuck in the rotor slot(s).
Disassemble the pump. Check for dirt or metal chips. Clean the parts thoroughly and replace any damaged pieces. If necessary, flush the system and refill it with clean hydraulic oil.
Driven in the wrong direction of rotation.
The drive direction must be changed immediately.
TROUBLE: Insufficient Pressure Build-U System relief valve set too low.
Use pressure gauge to adjust the relief valve correctly.
Complete loss of flow from pump.
Unloader valve is stuck open permitting free flow to tank.
TROUBLE: Pump Making Noise Pump intake partially blocked.
Service the intake strainers. Check the oil condition and, if necessary, drain and flush the system. Refill with clean Type C-4 hydraulic oil.
Air leaks at the intake or shaft seal. (Oil in reservoir would probably be foamy).
Check the inlet connections and seal to determine where air is being drawn in. Tighten any loose connections and replace the seal if necessary. See that the oil in the reservoir is above the intake pipe opening.
Pump drive speed too slow or too fast.
Operate the pump at the recommended speed.
Coupling misalignment.
Check if the shaft, shaft seal, bearings, or other parts have been damaged. Replace any damaged parts. Realign the coupled shafts.
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Hydraulic Component Repair
L3-9
HYDRAULIC TANK
3. Start the engine, then raise and lower the dump body three times. Shutdown engine. Check for hydraulic oil level at the top sight glass (6).
Filling Instructions
4. If oil is not visible, repeat Steps 1 through 3 until oil level is maintained in the top sight glass (6) with engine stopped
NOTE: If filling is required use Type C-4 hydraulic oil only. . Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulators to bleed down after engine shutdown with the key switch "Off". 1. With the engine stopped, body down, and the key switch "Off" for at least 90 seconds, remove the fill cap (5, Figure 3-12) and add Type C-4 hydraulic oil until oil is at the top sight glass (6).
Should a component fail in the hydraulic system, an oil analysis should be made before replacing any component. If foreign particles are evident, system must be flushed. Refer to "Hydraulic System Flushing" instructions.
NOTE: The final filter in the filling apparatus must be 3 micron. 2. Replace fill cap.
FIGURE 3-12. HYDRAULIC TANK 1. Breather 2. Drain Valve 3. Tank 4. Petcock
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5. Fill Cap 6. “FULL” Oil Level 7. “ADD” Oil Level 8. Strainer (Inlet)
9. Cover 10. Strainer (Outlet) 11. Capscrews 12. Capscrews
Hydraulic Component Repair
13. Capscrews 14. Capscrews
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HYDRAULIC TANK STRAINER AND DIFFUSER
Removal
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. Shut engine down, turn key switch "Off", and wait at least 90 seconds for accumulators to bleed down. NOTE: Be prepared to contain approximately 134 gal. (507 l) of hydraulic oil. If oil is to be reused, clean containers must be used with a filtering system available for refill. 2. Open the drain valve (9, Figure 3-13) at the bottom of the hydraulic tank and drain the oil
1. Turn key switch "Off" and allow at least 90 seconds for the steering accumulators to bleeddown. 2. Drain the hydraulic tank (3, Figure 3-12) by use of the drain (2) 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. 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 hydraulic tank with C-4 hydraulic oil. 4. Bleed all air from hydraulic pump suction line before starting engine.
FIGURE 3-13. HYDRAULIC TANK (TOP VIEW) 1. Strainer (Outlet) 2. Capscrews 3. Diffuser (Inlet 4. Capscrews 5. Capscrews 6. Capscrews
7. Gasket 8. Gasket 9. Drain Valve 10.Cover 11.Cover
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 (5 and 6, Figure 3-13). Remove covers (10 and 11) and gaskets (7 and 8). 5. Remove capscrews (2 and 4). Pull strainer (1) and diffuser (3) from hydraulic tank.
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Hydraulic Component Repair
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Installation
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 strainer with cleaning solvent from the inside out. 2. Inspect the strainer for cracks or damage. Replace, if necessary. 3. Clean the diffuser with cleaning solvent from the outside in. 4. Inspect the diffuser for cracks or damage. Replace, if necessary. 5. Clean any sediment from bottom of hydraulic tank.
L3-12
1. Install strainer (1, Figure 3-13) and diffuser (3). Secure strainer and diffuser in place with capscrews. Tighten capscrews to standard torque. 2. Install new gaskets (7 and 8) and covers (10 and 11). Install capscrews (5 and 6) and tighten to standard torque. 3. Uncap and connect inlet and outlet lines to covers (10 and 11). 4. Fill hydraulic tank with clean Type C-4 hydraulic oil. 5. Loosen connection at hydraulic pump inlet to bleed out all trapped air from inlet line and make sure pump housing is filled with oil. Tighten pump inlet connection. 6. Refer to Filling Instructions.
Hydraulic Component Repair
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HYDRAULIC SYSTEM FLUSHING PROCEDURE The following instructions outline the procedure for flushing the hydraulic system.
9. Start engine and run at 1000 RPM while performing the following:
1. Shut down engine and turn key switch "Off". Allow at least 90 seconds for the accumulators to bleed down.
a. Steer truck full left then full right - repeat four times.
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 strainer. Change the high pressure filter elements. 4. Fill the hydraulic tank with clean filtered Type C4 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.
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 sudden bottoming of the third stage. b. Extend hoist cylinders and hold at full extension for 10 seconds. Hoist control lever must be held in the "Up" position. c. Lower hoist cylinders and hold lever in "Down" position for 10 seconds after cylinders are fully retracted. 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.
NOTE: If a system component fails, all flexible hoses should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside the hose. 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.
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Hydraulic Component Repair
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NOTES:
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Hydraulic Component Repair
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STEERING CIRCUIT STEERING CIRCUIT OPERATION The hydraulic pump supplies oil to the unloader valve. The unloader valve diverts oil between the steering and hoist circuit, with priority to the steering circuit. When the steering circuit reaches 2500 psi (17.5 MPa) the unloading valve directs the oil flow to the hoist circuit. If there is no demand on the hoist circuit the oil is returned to the hydraulic tank. Oil leaving the unloader valve for the steering circuit goes to the bleeddown manifold. The bleeddown manifold supplies oil to the steering accumulators and the steering control valve via the flow amplifier. Oil entering the accumulators pushes the floating pistons within the accumulators upward, compressing the nitrogen on the opposite side of the pistons. The nitrogen pressure increases directly with steering circuit pressure. The top side of the pistons are precharged to 1050 psi (7.4 MPa) with pure dry nitrogen. When the steering circuit pressure reaches 2500 psi (17.5 MPa) the accumulators will contain approximately 4 gal. (23 l) 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 to the underside of the deck beneath the cab. Operation of the steering valve is both manual and hydraulic in effect. 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. Unloader Valve The hydraulic pump supplies oil to the unloader valve which is mounted on the outside of the left frame rail to the rear of the front suspension mount (mounting location may differ slightly, depending on truck model). The unloader valve diverts oil between the steering and hoist circuit, with priority to the steering circuit. If the truck is equipped with all-hydraulic brakes, the steering circuit port also supplies the brake circuit. When the steering circuit reaches 2500 psi (17.5 MPa) the unloading valve directs the oil flow to the hoist circuit. If there is no demand on the hoist circuit, the oil is returned to the hydraulic tank.
FIGURE 4-1. STEERING CIRCUIT COMPONENTS
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Steering Circuit
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FIGURE 4-2. UNLOADER VALVE Operation Hydraulic oil flow from the hydraulic pump enters the valve through the pump port. Refer to Figure 4-2. It then flows through the Differential Pressure Sensing Valve past the Check Valve to the steering circuit. In the Differential Pressure Sensing Valve there is a passage which allows oil to flow through the center of the valve poppet to the top of the poppet. This oil pressure along with spring force holds the poppet against its seat. The oil also flows to the Pilot Unloading Valve through a passage in the valve assembly
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housing. The oil flow is blocked by the Pilot Unloading Valve poppet and the oil pressure holds the pilot valve pilot spool against its lower seat. As oil pressure in the steering circuit reaches 2500 psi (17.5 MPa), the poppet in the Pilot Unloading Valve moves off its seat and allows this oil to flow back to the hydraulic tank which causes a pressure drop on the top side of the poppet in the Differential Pressure Sensing Valve. The incoming pump pressure moves the poppet off its seat allowing oil flow to go out the hoist/tank circuit port. See Figure 4-3. This also causes a pressure drop across the Check Valve.
Steering Circuit
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FIGURE 4-3. UNLOADER VALVE The higher pressure on the back side of the Check Valve causes it to close, trapping 2500 psi (17.5 MPa) in the steering circuit. This pressure also causes the pilot spool in the Pilot Unloader Valve to move up against its upper seat, holding the Pilot Unloading Valve poppet off its seat. The steering and brake circuit now have 2500 psi (17.5 MPa).
the Differential Pressure Sensing Valve causing it to seat. This causes the oil flow to be directed to the steering circuit once again. As the system oil pressure increases, it causes the pilot spool in the Pilot Unloading Valve to move against its lower seat and forces open the Check Valve and charges the steering and brake circuit to 2500 psi (17.5 MPa).
As this pressure decreases to approximately 2100 psi (14.7 MPa) the spring tension on top of the Pilot Unloading Valve poppet pushes the pilot spool down allowing the poppet to seat. This, in turn, allows the pressure to build up on the top side of the poppet in
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Steering Circuit
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Bleeddown Manifold All check valves, relief valves and bleeddown solenoid are replaceable. Valves and solenoids are replaced as a unit and are not made to be repaired. The steering circuit pressure is normally maintained at 2500 psi (17.5 MPa) by the pilot unloading valve in the unloader valve. Should a malfunction occur and system pressure exceed this setting, the bleeddown manifold relief valve will relieve the pressure at 3000 psi (21 MPa). The bleeddown solenoid will bleed off pressure contained in steering accumulators each time the key switch is turned to the “Off” position. Bleeddown Solenoid Each time the key switch is turned “Off”, it activates a timer that energizes the bleeddown solenoid. When the bleeddown solenoid is energized, all hydraulic steering pressure, including the accumulators, is bled back to the hydraulic tank. After approximately 90 seconds the timer will deenergize to close the return port to tank. By this time all the oil in the accumulators should be returned to tank. Accumulators The accumulators are a floating piston type. The top side of the accumulators are charged to 1050 psi (7.4 MPa) 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 2500 psi (17.5 MPa) 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.
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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 1850 psi (13 MPa). Secured to 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 1000 psi (7 MPa). Should the precharge warning light come on anytime the keyswitch is “On”, the nitrogen must be recharged to 1050 psi (7.4 MPa). High Pressure Filter The high pressure filter is a secondary filtering system, filtering oil for the steering, brake, and hoist circuits. Oil is filtered through a 12 micron (absolute) filter to reduce the possibility of contamination and subsequent damage to the hydraulic system. A switch located near the filter inlet will activate a warning light on the instrument panel if flow through the filter becomes restricted. The indicator light may illuminate 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 500 hours or when the steering pump filter warning light comes on. If the pressure differential indicator becomes defective, replace it with a new one. Flow Amplifier The flow amplifier (Figure 4-4) 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 4-4. FLOW AMPLIFIER
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Steering Circuit
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FLOW AMPLIFIER SYSTEM OPERATION
No Steer
Refer to Figures 4-5 through 4-8 for oil flow paths during the neutral, steering and external shock load conditions.
(Refer to Figure 4-5): 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 500 psi (3.5 MPa), the spool moves compressing its spring and closes off oil supply through area “A” resulting in high pressure at PP but only 500 psi (3.5 MPa) at the amplifier spool and steering control unit.
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Steering Circuit
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FIGURE 4-5. FLOW AMPLIFIER (No Steer)
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Steering Circuit
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Steering Left (Refer to Figure 4-6): 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. As pressure in this area builds, it also passes into the spool through orifice C to the spring area on the end of the directional valve. The pressure then moves the spool compressing the springs on the opposite end. This movement allows the oil entering area B to pass through the directional valve to area D of the amplifier valve through sleeve E holes to a passage between sleeve E and valve F through hole G in sleeve E where it initially is blocked by the valve body. As pressure builds up in this area, oil also flows from area D around the OD 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
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from the priority valve to flow into the center of sleeve E. This oil now inside sleeve E pushes valve F against its spring to give the oil access to a series of holes K that are in the same plane as hole G. The passage of oil through holes K past the valve body is metered by holes K being opened the same proportion as is hole G. The number of holes K (7) in sleeve E determine the amount of additional oil that is added to the steering control unit oil passing through hole G. This combined oil going to the center area Q of the directional valve passes out port CL of the flow amplifier assembly and travels to the steering cylinders to steer the front wheels to the left. As the cylinders move, oil is forced to return out the opposite ends, enter port CR of the flow amplifier assembly, pass through the directional valve to area M, passes through the return check valve N, and exit port HT to the hydraulic reservoir. At the steering control unit when the operator turned the steering wheel, supply oil from port P was also delivered through the control unit valve to port LS. This oil enters the flow amplifier assembly through its LS port and builds pressure in the spring area of the priority valve. This additional force on the spring end of the priority valve causes area A to open and allow the necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders.
Steering Circuit
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FIGURE 4-6. FLOW AMPLIFIER (Steering Left)
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Steering Circuit
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Steering Right (Refer to Figure 4-7): Only a few differences occur between steer left and steer right. When the operator turns the steering wheel right, oil is supplied out ports R and LS of the steering control unit. The oil enters the flow amplifier assembly at port R and shifts the directional valve the opposite direction. The oils flow through the amplifier valve exactly the same. The combined oil from the amplifier valve passes through the center area Q of the directional valve to port CR where it goes to the opposite ends of the steering cylinders to turn the wheels right. The returning oil comes back through port CL to go to the tank. The LS oil operates exactly the same as steer left.
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Steering Circuit
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FIGURE 4-7. FLOW AMPLIFIER (Steering Right)
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Steering Circuit
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No Steer, External Shock Load (Refer to Figure 4-8): 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 (2900 psi (20.3 MPa)) and allow oil to escape from the pressurized ends of the cylinders preventing a higher pressure. AS the cylinders are allowed to move, the other ends will have less than atmospheric pressure on port CL. This low pressure permits oil that is escaping through the CR port relief valve to flow through the check valve portion of the shock and suction relief valve connected to port CL. The oil then flows to the low pressure ends of the cylinders to keep the cylinders full of oil and prevent cavitation. A shock load in the opposite direction merely reverses the above procedure.
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Steering Circuit
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FIGURE 4-8. FLOW AMPLIFIER (No Steer, External Shock Load)
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Steering Circuit
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NOTES:
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Steering Circuit
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STEERING CONTROL VALVE 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.
FIGURE 5-1. STEERING CONTROL VALVE 1. Steering Control Valve 2. Capscrew and Nuts 3. Deck
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4. Capscrews and Nuts 5. Capscrew and Nut 6. U-Joint
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 3. Loosen capscrew (5, Figure 5-1). Remove capscrews and nuts (4) from steering valve mounting bracket and remove control valve.
Installation 1. Insert stub column through opening in deck and align spline shaft with U-joint (6, Figure 5-1). Install capscrews and nuts (4). Tighten capscrews to standard torque. 2. Install capscrew, lockwasher and nut (5) through lower yoke (6) and tighten to 40 ft. lbs (54 N.m) torque.
FIGURE 5-2. STEERING COLUMN & CONTROL VALVE 1. Steering Control 3. U-Joints Valve 4. Steering Column 2. Shaft
Steering Control Valve
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3. 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 assembly. NOTE: Some trucks may use an inline filter to provide additional protection to the steering control valve (see Figure 5-3). If equipped, this filter must be installed in the port marked “P” on the steering control housing.
FIGURE 5-4. SPRING INSTALLATION TOOL
NOTE: This tool is extremely helpful during centering spring installation. The steering control valve is a precision unit manufactured to very close tolerances. Complete cleanliness is therefore a must when handling steering control 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 Type C-4 oil should be used to insure cleanliness and initial lubrication. Disassembly
FIGURE 5-3. INLINE FILTER 1. Steering Control Valve
2. Filter (if equipped)
1. Clamp unit in vise, meter end up. Clamp lightly on edges of mounting area (See Figure 5-5).
Use protective material on vise jaws and DO NOT overtighten jaws. 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. Tools required for disassembly and assembly: • 2 - Screwdrivers (4-6 in. long, 1/8 in. flat blade) • 1/2 inch socket (12 point) • Breaker bar • Torque wrench, 90 ft. lbs. (120 N.m) capacity • Plastic hammer or rubber hammer • Retaining ring pliers • Fabricated spring installation tool (Figure 5-4)
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FIGURE 5-5. CLAMPING STEERING VALVE
Steering Control Valve
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2. Match mark gear wheel set and end cover to insure proper relocation during assembly. Refer to Figure 5-6. NOTE: Although the illustrations do not show the unit in a vise, it is recommended that the unit be kept in the vise during disassembly. 3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 56). Mark location of capscrew with rolled pin to facilitate reassembly.
FIGURE 5-8. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal
FIGURE 5-6. END COVER REMOVAL PREPARATION 1. Steering Control 3. Capscrew With Valve Rolled Pin 2. Match Marks 4. Location Mark
3. Housing
4. Remove end cover (1, Figure 5-7) and O-ring (2). Remove gear wheel set (3). 5. Remove Cardan Shaft (11, Figure 5-9) distribution plate (15) and O-ring (14). 6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove Oring (5), kin ring (6) and bearing assembly (7). 7. Remove ring (8) and pin (9) and carefully push inner spool out of outer sleeve. 8. Press the neutral position springs (10) out of their slot in the inner spool. 9. Remove the dust seal (1, Figure 5-8) 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 type C-4 hydraulic oil.
FIGURE 5-7. END COVER REMOVAL 1. End Cover 2. O-Ring
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3. Gear Wheel Set 4. Housing
Steering Control Valve
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FIGURE 5-9. STEERING CONTROL VALVE 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-Ring 6. Pin Ring
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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
Steering Control Valve
18. O-Ring 19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Bore 23. Capscrews
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Assembly NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used. The reason is that in the other end of the sleeve and spool (opposite end of the spring slots) there are three slots in the spool and three holes in the sleeve. These must be opposite each other on assembly so that the holes are partly visible through the slots in the spool, refer to Figure 5-10.
FIGURE 5-11. INSTALLING CENTERING SPRINGS 1. Spring Installation Tool
2. Centering Springs
NOTE: If spring installation tool is not available, follow steps a. through d. under Alternate Method. FIGURE 5-10. SPOOL & SLEEVE ASSEMBLY 1. Slots 2. Hole
3. Spool 4. Sleeve
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 5-11).
1. Assemble spool and sleeve carefully so that the centering springs slots line up.
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.
2. Apply a light film of clean oil to the outside diameter of the spool. Rotate spool while sliding parts together.
Alternate Method for Installing Centering Springs
Because of close tolerances between spool and sleeve, DO NOT use force when rotating parts together. Be careful not to burr the sleeve.
b. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove screwdriver.
3. Test for free rotation. Spool should rotate smoothly in sleeve with finger tip force applied at splined end.
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.
4. Align springs slots of spool and sleeve, then stand parts on bench. Insert spring installation tool (see Figure 5-11) through spring slots of both parts.
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.
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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 512.
Steering Control Valve
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FIGURE 5-12. NEUTRAL POSITION SPRING INSTALLATION
FIGURE 5-13. BEARING INSTALLATION 1. Ring 2. Rear Bearing Race 3. Bearing
4. Front Bearing Race 5. Spool 6. Sleeve
8. Install ring (1, Figure 5-13) rear bearing race (2), bearing (3) and front bearing race (4) in that order. The chamfer on the rear bearing race must be facing away from the bearing. Position the O-ring and kin ring on the spool. 9. Place the dust seal in position. Using a flat, iron block over the seal, tap into position. 10. Position the steering control valve so that the housing is horizontal. Guide the spool and sleeve with fitted parts, into the bore using light turning movements. Refer to Figure 5-14.
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FIGURE 5-14. SPOOL & SLEEVE INSTALLATION 1. Housing
2. Spool & Sleeve
NOTE: Fit spool and sleeve in the bore in such a way that the cross pin is kept horizontal. 11. Install the check ball in the hole shown in Figure 5-15. Install threaded bushing and lightly tighten. 12. Grease the housing O-ring with vaseline and install in the housing groove. 13. Install the distribution plate in such a way that the channel holes match the corresponding holes in the housing. Guide the cardan shaft down into the bore so that the slot in the cardan shaft is parallel to the cross pin.
Steering Control Valve
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FIGURE 5-15. CHECK BALL INSTALLATION 1. Housing 2. Check Ball
FIGURE 5-17. GEARWHEEL ROTOR INSTALLATION
3. Check Ball Hole 4. O-Ring
NOTE: Position the cardan shaft as shown in Figure 5-16, so that it is held up and in position by a mounting fork. The mounting fork can be fabricated from a small piece of thin gauge metal.
NOTE: Rotor and cross pin must now be in the position shown in relation to each other. Refer to Figure 5-18.
FIGURE 5-18. GEARWHEEL SET INSTALLATION FIGURE 5-16. CARDAN SHAFT INSTALLATION 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 in such a way that a tooth base in the rotor is positioned in relation to the slot of the cardan shaft as shown in Figure 5-17.
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1. Gearwheel Set 2. Cross Pin (Outline)
3. Rotor 4. Cardan Shaft
16. Install end cover. Install capscrews with washers. NOTE: Install the special capscrews with rolled pin in the position shown in Figure 5-6. 17. Tighten cover capscrews in a crisscross pattern to 2 ±.4 ft. lbs. (3 ±.5 N.m) torque.
Steering Control Valve
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NOTES:
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Steering Control Valve
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STEERING CIRCUIT COMPONENT REPAIR UNLOADER VALVE
REBUILDING UNLOADER VALVE
Removal
When repairing the unloader valve, kits are available (refer to parts catalog) to replace the complete check valve assembly, sensing unit assembly or to replace O-rings in the valve body. The poppet valve is matched to the valve body and must be replaced by a new valve assembly. When replacing check valve or sensing unit, disassemble entire valve for cleaning and inspection.
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. 1. Shutdown engine and with key switch “Off”, allow at least 90 seconds for steering accumulators to bleed down. 2. Bleed down hydraulic brake accumulators. 3. Thoroughly clean area around unloader valve.
Disassembly 1. Remove differential pressure valve. Refer to Figure 6-1. Disassemble differential pressure valve. Remove and discard poppet seal ring. 2. Remove pilot unloading valve. Disassemble pilot unloading valve. Remove and discard all seal rings, O-rings and back-up rings. 3. Remove steering circuit check valve using tool shown in Figure 6-2. Remove check valve seal ring.
4. Disconnect all hydraulic lines connected to unloader valve. Cap or plug all lines to prevent contamination of hydraulic system. 5. Remove capscrews securing valve to its mounting bracket and move valve to clean work area for disassembly. Installation and Adjustment 1. Install valve on mounting bracket and secure in place with capscrews. 2. Uncap hydraulic lines and reconnect to valve body. 3. Connect a 3000 psi (21 MPa) pressure gauge to the pressure tap on the unloader valve. 4. Start engine and run at low idle. 5. Observe pressure gauge and turn adjusting screw on pilot unloading valve until gauge reads 2500 psi (17.5 MPa). NOTE: Adjusting screw must be turned and then unloader must be cycled, repeat procedure while observing pressure gauge until correct pressure is reached. 6. After pressure is established, replace and tighten adjusting screw cover. FIGURE 6-1. UNLOADER VALVE
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Steering Circuit Component Repair
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FIGURE 6-2. STEERING CIRCUIT CHECK VALVE TOOL
Clean and Inspect Clean and inspect all parts. Replace all O-rings, back-up rings and seal rings. If internal parts of any valve are damaged, the entire valve cartridge must be replaced. Assembly 1. During the following assembly steps, lubricate all O-rings and threads with clean C-4 oil. 2. Using new O-rings and back-up rings, install Differential Pressure Sensing Valve cartridge and tighten to 70 ft. lbs. (95 N.m) torque. Refer to Figure 6-1. 3. Using new O-rings, install Pilot Unloading Valve cartridge and tighten to 35 ft. lbs. (47 N.m) torque. 4. Install new seal on Steering Circuit Check Valve. 5. Using special tool (SS1134) shown in Figure 62, install check valve assembly with two drops of #242 Loctite (or equivalent) on the threads and tighten to 65 ft. lbs. (88 N.m) torque.
FIGURE 6-3. CHECK VALVE INSTALLATION
6. Insert a tool through the “SYS” port and stake threads as shown in Figure 6-3.
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Steering Circuit Component Repair
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FIGURE 6-4. BLEEDDOWN MANIFOLD
BLEEDDOWN MANIFOLD
NOTE: To increase unloader pressure it will be necessary to cycle unloader valve while observing pressure gauge.
Removal NOTE: Bleeddown Manifold may not have to be removed from the truck to replace components. If problem area has been isolated simply remove bad component and replace with a new one. Adjusting Relief Valve 1. Bleed down the system and install a 5000 psi (35 MPa) pressure gauge in the pressure test port (6, Figure 6-5) of the bleeddown manifold. 2. Start engine and run at low idle speed. 3. Loosen locknut on relief valve (4). Loosen locknut on unloader valve sensing unit. 4. Adjust the unloader valve sensing unit, raising unloader cut-out pressure until bleeddown manifold relief valve opens at 3000 psi (21 MPA).
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5. If bleeddown manifold system relief valve setting is below 3000 psi (20.6 MPa) it may be necessary to carefully raise both bleeddown relief valve pressure setting and unloader cut-out pressure until 3000 psi (20.6 MPa) is obtained. NOTE: Each 1/16 turn of the adjusting screw is equivalent to a setting change of approximately 100 psi (689 kPa). 6. Secure bleeddown manifold system relief valve with locknut, install acorn nut and tighten. 7. Adjust unloader valve sensing unit to 2500 psi (17.2 MPa). Secure sensing unit with locknut and lockwire.
Steering Circuit Component Repair
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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. Check for leakage of the bleed down manifold at the return hose connection (3, Figure 6-16). NOTE: Plug the connection at the hoist valve during the bleed down valve manifold leakage test. 3. Start engine and run at low idle. 4. Check leakage; maximum allowable leakage is 1 oz. (33 mi) 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.
FIGURE 6-5. BLEEDDOWN MANIFOLD 1. Brake Circuit Supply 2. Bleeddown Manifold 3. Return to Tank 4. Pressure Relief Valve 5. Check Valve 6. Test Port
7. From Accumulator 8. To Flow Amplifier 9. From Flow Amplifier 10. Accumulator Bleeddown Solenoid 11. Quick Disconnects
5. If leakage is excessive, reconnect return line at hoist 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 and the 3000 psi (21 MPa) relief valve and replace Orings. 8. Repeat test procedure. 9. If leakage is still excessive, replace both the bleeddown solenoid valve and the 3000 psi (21 MPa) relief valve.
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Steering Circuit Component Repair
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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.
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 type C-4 hydraulic oil should be used to insure cleanliness and initial lubrication. 1. Remove counterpressure valve plug (17, Figure 6-6), 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) if installed. 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)
2. Install mounting capscrews and tighten to standard torque.
6. Remove amplifier valve spool assembly (51). Set amplifier valve spool assembly aside for further disassembly, if required.
3. Identify hydraulic line location, unplug lines and connect at proper location. Tighten fittings securely. Use new O-rings on the flange fittings.
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 6-7.
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Steering Circuit Component Repair
L6-5
FIGURE 6-6. FLOW AMPLIFIER VALVE
L6-6
Steering Circuit Component Repair
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1. Capscrew 2. Lockwasher 3. Capscrews 4. Lockwasher 5. Cover 6. O-Ring 7. O-Ring 8. O-Ring 9. Item not used 10. O-Ring 11. O-Ring 12. Shock/Suction Valve (Complete) 13. Orifice Screw 14. Valve Housing 15. Counterpressure Valve (Complete) 16. O-Ring 17. Plug 18. Plug 19. Seal 20. Relief Valve (Complete) or Plug 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. Item not used 51. Amplifier Spool Assembly (Complete) 52. O-Ring 53. Orifice Screw 54. Check Valve 55. Spring
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FIGURE 6-7. SHOCK AND SUCTION VALVE ASSEMBLY 1. O-Ring 3. O-Ring 2. Pilot Section
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 6-7 are replaceable. Relief valve (if installed) (20, Figure 6-6) 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 6-8), 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), 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.
Steering Circuit Component Repair
L6-7
NOTE: Late model trucks are not equipped with relief valve assembly (20). 6. Install seal (21). Install relief valve assembly (20), seal (19), and plug (18). Tighten plug to 22 in. lbs. (2.5 N.m) torque. 7. Install counterpressure valve assembly (15). Install plug (17) using new O-ring (16). 8. Install both shock and suction valves (12 & 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 6-8. 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, type C-4 hydraulic oil. 2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure 6-8 under disassembly. 3. Install orifice screw (13, Figure 6-6). Tighten orifice screw to 4 in. lbs. (.5 N.m) torque. 4. Install check valve (54). Tighten check valve to 8 in. lbs. (1 N.m) torque. 5. Install orifice screw (53). Tighten orifice screw to 8 in. lbs. (1 N.m) torque.
L6-8
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 2 ft. lbs. (2.7 N.m) torque. Install capscrew (1) and lockwasher (2). Tighten capscrew to 6 ft. lbs. (8 N.m) torque. 12. Lubricate O-rings (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 2 ft. lbs. (2.7 N.m) torque. Install capscrew (37) with lockwasher (38). Tighten capscrew to 6 ft. lbs. (8 N.m) torque. 13. To prevent contamination, fit plastic plugs to each valve port.
Steering Circuit Component Repair
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ACCUMULATORS Removal 1. Insure key switch has been “Off” for at least 90 seconds to allow accumulator oil to drain back to tank. 2. Remove charging valve guard (3, Figure 6-10) 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 capscrew and remove the mounting band (4, Figure 6-9). 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 6-9). 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 6-10. PRESSURE SWITCHES FIGURE 6-9. ACCUMULATOR PRESSURE SWITCH 1. Accumulators 3. Mounting Bracket 2. Pressure Switch (Oil) 4. Mounting Band
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1. Accumulator 2. Pressure Switch Cover
Steering Circuit Component Repair
3. Charging Valve Guard 4. Charging Valve
L6-9
Disassembly 1. Remove charging valve (3, Figure 6-11). 2. Use a spanner wrench (Part Number TN0058) to remove gland (4). NOTE: Some accumulators may be equipped with a screw-in type lower gland. 3. Remove plug (11). Using a round rod, push piston (6) 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 bearings (7 Figure 6-11) for excessive wear. 3. Minor defects may be corrected by lapping or stoning. Clean parts to remove abrasive residue after lapping or stoning. 4. Replace all O-rings and backup rings (5). Assembly Assemble the accumulators in a dust, lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. Lubricate all components with clean Type C-4 hydraulic oil. 2. If bearings (7) need replacing, specific bonding instructions are required to properly replace the bearings. If replacement is necessary contact the HAULPAK® distributor for proper procedure. NOTE: Prior to piston installation, coat the O.D. with rust preventive oil. 3. Install “T” ring (8) on piston and install the piston with the concave side toward gas end of accumulator cylinder housing (9). 4. Install new O-rings and backup rings on glands. 5. Install gland (4) and tighten the glands to 850 ft. lbs. (1152 N.m) torque. FIGURE 6-11. ACCUMULATOR ASSEMBLY 1. Capscrew 2. Cover 3. Charging Valve 4. Gland 5. O-Ring & Backup Ring
L6-10
6. Piston 7. Bearing 8. T-Ring Seal 9. Tube 10. Plug 11. Plug
6. If equipped with a threaded bottom gland, tighten gland to 850 ft. lbs. (1152 N.m) torque. 7. Install charging valve (3) with new O-ring. Tighten charging valve large hex nut to 16.5 ft. lbs. (22.3 N.m) torque.
Steering Circuit Component Repair
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STEERING ACCUMULATOR CHARGING PROCEDURE
Do not loosen or disconnect any hydraulic line or component until engine is stopped and key switch has been “Off” for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the steering accumulators. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulators. When charging or discharging the nitrogen gas in the accumulators, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. 1. With engine shut down and key switch in the “Off” position, allow at least 90 seconds for accumulators to bleed down. Turn steering wheel to be certain no oil remains in accumulators.
FIGURE 6-12. 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
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 6-12). 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 1050 psi (7.2 MPa). NOTE: If a loss in nitrogen pressure occurred during operation, oil may still be present in the accumulator below the piston. This oil can be bled off during the 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”.
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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 1050 psi (7.2 MPa) continue charging procedure until pressure is stabilized. 8. Remove the charging kit and tighten small hex nut on charging valve to 4 ft. lbs. (5.4 N.m) torque. NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. b. Loosen swivel nut. c. Retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft. lbs. (5.4 N.m) torque. 9. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft. lbs. (33.9 N.m) torque. 10. Operate truck and check steering.
Steering Circuit Component Repair
L6-11
STEERING CYLINDERS The steering cylinders and tie rod are mounted in the same manner. The removal and installation instructions can be used for both. See Section “G”. Disassembly 1. Remove capscrews (5, Figure 6-14) and pull rod (12) and gland (9) out of cylinder. 2. Remove locknut (2) and piston (1). Remove piston bearing (3) and piston seal (4) from piston. 3. Pull rod (12) free of gland (9). Remove O-ring (8) and backup ring (7). Remove rod seal (10) and rod wiper (11). 4. Inspect cylinder housing, gland, piston and rod for signs of pitting, scoring or excessive wear. Clean all parts with fresh cleaning solvent and lubricate with clean Type C-4 hydraulic oil. Assembly 1. Install new rod seal (10, Figure 6-14), rod wiper (11), backup ring (7) and O-ring (8) in gland (9). 2. Push rod (12) through top of gland, slowly advancing rod over rod seal and rod wiper. 3. Install new piston seal (4) and piston bearing (3) in piston (1). Secure piston to rod with locknut (2). Tighten locknut to 2000 ft. lbs. (2712 N.m) torque. NOTE: Installation of the piston seal (4) may require the following: a. Heat piston seal (4) in boiling water for 3 to 4 minutes. b. Remove piston seal from water and assemble on piston. DO NOT take longer than 5 seconds to complete as seal will take a permanent set.
L6-12
FIGURE 6-13. STEERING CYLINDER REMOVAL 1. Nut 2. Pin 3. Steering Cylinder
4. Spindle 5. Tie Rod 6. Spindle Arm
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 to desired O.D. seal must be tight on piston. 4. Carefully install rod and gland assembly into cylinder (6). Insure backup ring (7) and O-ring (8) are not damaged during installation of gland. 5. Install capscrews (5). Tighten capscrews to 500 ft. lbs. (675 N.m) torque.
Steering Circuit Component Repair
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FIGURE 6-14. STEERING CYLINDER 1. Piston 2. Locknut 3. Piston Bearing
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4. Piston Seal 5. Capscrew 6. Cylinder
7. Backup Ring 8. O-Ring 9. Gland
Steering Circuit Component Repair
10. Rod Seal 11. Rod Wiper 12. Rod
L6-13
STEERING CIRCUIT FILTER (OPTIONAL) Removal The optional 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 6-15) 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 6-15) is not repairable. If the indicator switch is inoperative, replace as a unit. The indicator switch is factory preset to actuate at 40 psi (276 kPa). Switch adjustment is not necessary or recommended.
L6-14
FIGURE 6-15. STEERING CIRCUIT FILTER 1. Head 2. Indicator Switch 3. O-Ring 4. O-Ring 5. Backup Ring
Steering Circuit Component Repair
6. Bypass Valve 7. Filter Element 8. Housing 9. O-Ring 10. Plug
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STEERING CIRCUIT TEST PROCEDURE PRESSURE ADJUSTMENT PROCEDURE 1. Shut down the engine, bleed down the steering circuit before opening circuits to take measurements, to make repairs, or to install or remove a gauge.
Be sure accumulator oil pressure has been bled down. Turn the steering wheel; the wheels should not move if oil pressure has been relieved. 2. Install a calibrated 4000 psi (27.6 MPa) pressure gauge at the bleeddown manifold test port. 3. Before checking relief pressures the flow amplifier relief valve must be checked. (Some flow amplifier valves are equipped with an adjustable relief valve.) Remove external 8mm plug. Using a 524 mm hex (Allen) wrench, bottom out the flow amplifier relief valve. Replace external 8mm plug. NOTE: The flow amplifier relief valve is to remain in the bottomed out position. The steering circuit pressure is controlled by the unloader valve. 4. Fill the hydraulic tank, if required. 5. Start the engine and check that the low idle engine speed is between 725-800 RPM. All tests that require low idle engine speed MUST be made with the engine speed between 725800 RPM. If adjustment is necessary, refer to Section “C”.
Before raising body to full “Up” position, be sure there is adequate clearance between body and any overhead structures or electric power lines. 6. Raise and lower the dump body and turn the steering wheel from 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 0.0 psi, check for defective components in the bleeddown circuit. A restricted tank vent filter may cause a pressure build up from 0-15 psi (0103.4 kPa).
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8. Start the engine. Immediately after starting, check gauge pressure. Pressure should rise quickly to accumulator nitrogen pressure, 1050 psi (7.2 MPa), pause momentarily, and then increase to steering pressure, 2500 psi (17.5 MPa). Allow the unloader valve to cycle at lea57st 5 times to stabilize temperatures. 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 unloader valve to 3000 psi (20.7 MPa) by rotating the adjusting stem of the pilot unloading valve clockwise. NOTE: It should not be possible to adjust the steering pressure (at the pilot unloading valve) HIGHER than 3000 psi (20.6 7 MPa), because the 3000 psi (20.7 MPa) relief valve in the bleeddown manifold should begin relieving at this pressure if it has been properly adjusted. Adjust bleeddown manifold relief valve at this time, if necessary. NOTE: If necessary, the shock and suction valve settings can be checked without moving the gauge. To check, go to Step 10. If not necessary, go to Step 11. 10. To check shock and suction valve setting in the flow amplifier valve, steer away from cylinder stop then steer into stop and continue to turn steering wheel. Pressure should be 2900 psi (20.3 MPa). Turn steering wheel in opposite direction and continue to turn steering wheel. Pressure should be 2900 psi (20.3 MPa). NOTE: Shock and suction valves in the flow amplifier valve can not be adjusted. If pressure is not correct, replace flow amplifier valve parts as necessary. 11. Return to the unloading valve and adjust the pilot unloading valve pressure to 2500 psi (17.5 MPa) by rotating adjusting stem counterclockwise. Replace adjusting stem cap nut. NOTE: The hoist relief valve pressure can be checked and adjusted at this time without moving the gauge. To check the hoist relief valve pressure, go to Step 12. If the hoist relief valve pressure is not checked, go to Step 13.
Steering Circuit Component Repair
L6-15
12. Hoist relief pressure should be checked by allowing steering pressure to decrease from9; 2500 psi (17.5 MPa) to 2400 psi (16.8 MPa). Accelerate the engine to high idle. Move the hoist control lever to the “Power Down” position and hold for approximately 3 seconds for the pressure to stabilize. Pressure gauge should show 2400 - 2700 psi (16.8 - 18.9 MPa). If pressure is not correct, replace hoist relief valve. 13. Steer slowly both left and right at least five times to stabilize the steering circuit temperatures (both nitrogen and oil). With the engine at low idle and no steering, begin timing the steering pressure leak down cycle at the point where the unloader valve shifts from the steering circuit (2500 psi (17.5MPa) to the hoist circuit. When the unloader valve shifts back to steering supply of 2100 psi (14.7 MPa) the leakdown cycle is complete. If cycle time is very rapid (1.5 to 2.0 minutes) do not replace any component until leakage testing is completed.
14. If cycle time is acceptable, shut down engine and turn off key switch, then wait 90 seconds for steering accumulators to bleed down. Pressure gauge should show 0 psi (0 MPa). Remove pressure gauge at bleeddown manifold. Replace test port plug. NOTE: The time it takes to charge the steering circuit from 2100 psi (14.7 MPa) to 2500 psi (17.5MPa) should be approximately 6 seconds with engine at low idle.
Be sure the wheels are blocked so the truck can not roll away. With brake accumulators bled down, the service brake is inoperable. a. Shut down the engine and turn off key switch, then wait 90 seconds for steering accumulators to bleeddown. Be sure the steering accumulator pressure has been bled down. Turn the steering wheel; the wheels should not move. Open “T” handles on brake accumulators to bleed pressure in the brake circuit. Turn key switch “ON” (do not start engine) and apply “Brake Lock” switch. The service brake light should not come on. b. Disconnect the brake circuit pressure line at the bleeddown manifold. Cap the line and plug the manifold port. c. Start engine and recheck the cycle time. If cycle time is within limits, refer to section “J” for “Brake Circuit Checkout and Adjustment” before continuing with this procedure. d. If cycle time is not acceptable, proceed to “Component Leakage Test” in this section.
L6-16
FIGURE 6-16. 1. Brake Circuit Supply 2. Bleeddown Manifold 3. Return to Tank 4. Pressure Relief Valve; 3000 psi (21 MPa) 5. Check Valve
Steering Circuit Component Repair
6. Test Port 7. From Accumulators 8. To Flow Amplifier 9. From Flow Amplifier 10. Accumulator Bleeddown Solenoid 11. Quick Disconnects
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COMPONENT LEAKAGE TEST 1. Shut down the engine and turn off key switch, then wait 90 seconds for steering accumulators to bleed down. 2. Disconnect steering return line (9, Figure 6-16) from flow amplifier to the bleeddown manifold at the flow amplifier. Cap the line to the bleeddown valve. Start engine and measure leakage. Maximum combined allowable leakage of steering control valve and flow amplifier is 33.2 oz (984 ml) per minute with 120°F (49°C) oil temperature. If leakage is excessive, refer to Step 3. for steering control valve leakage. 3. The steering control valve can be isolated for leakage by disconnecting the steering control valve return hose at the flow amplifier valve. Plug flow amplifier port. Use container to receive oil leakage. The maximum allowable leakage from the steering control valve return hose is 5.5 oz (163 ml) per minute. If excessive leakage from the steering control valve is found, turn steering wheel and let valve recenter itself again. Check leakage rate again. If l leakage is still excessive, rebuild unit as per instructions in this Section. 4. Measure leakage from the flow amplifier return hose. Leakage is not to exceed 27.7 oz (820 ml) per minute. If leakage is excessive, replace the flow amplifier valve. 5. To check for leakage from the bleeddown manifold: a. Disconnect the tank line from the unloader valve to the bleeddown manifold at the manifold. Cap the port on the manifold and place the line from the unloader valve in a container. Some leakage from the line will occur while the steering circuit is charged.
NOTE: Plug the connection at the hoist valve during the bleeddown manifold leakage test. c. Maximum allowable leakage from the return hose is 1.1 oz (33ml) per minute. 6. If excessive leakage from the bleeddown manifold is found, it may be caused by the bleeddown solenoid valve (10, Figure 6-16) or the 3000 psi (21 MPa) relief valve (4). Verify 3000 psi (21 MPa) relief setting. The excessive leakage may be caused by the O-rings on these valves. Remove valves and replace O-rings. Recheck for leakage. 7. If excessive internal leakage from the bleeddown manifold is still present, remove the steering bleeddown solenoid valve and replace valve assembly. If internal leakage is still excessive, replace 3000 psi (21 MPa) relief valve. 8. Check the unloader valve for leakage. This can be done by shutting down engine (without turning off the key switch) and listening at the unloader valve for sounds of leakage. If valve is determined to be leaking, repair according to instructions in this section.
NOTE: Trucks equipped with DDEC engines, disconnect the 33J wire in the steering bleeddown timer during the test for leakage of the unloader valve. After test is completed, reconnect wire 33J in the bleeddown timer. 9. After the leakage tests are complete and the leakage rates are satisfactory, be sure all return hoses which were disconnected are reconnected properly and tightened securely. 10. Fill the hydraulic tank, if required.
b. Disconnect the return hose connection from the bleeddown manifold (3, Figure 6-16).
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Steering Circuit Component Repair
L6-17
TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Slow Steering, Hard Steering, or Loss of Power Assist. Overloaded Steering Axle.
Reduce Axle Loading.
Malfunctioning flow amplifier valve allowing system pressure to be lower than specified.
Repair or replace flow amplifier valve.
Worn or malfunctioning pump.
Replace pump.
TROUBLE: Drift - Truck Veers Slowly In One Direction Rod end of cylinder slowly extends without turning the A small rate of extension may be normal on a closed censteering wheel. ter system. Worm 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 and/or oil linkage.
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 Leakage of cylinder piston seals.
Replace seals.
Worn steering control unit meter.
Replace steering control unit.
TROUBLE: Spongy or Soft Steering
Replace the solenoid valve assembly.
Low oil level.
Service hydraulic tank and check for leakage.
Air in hydraulic system. Most likely air trapped in cylin- Bleed air from system. Placing ports on top of cylinder ders or lines. will help avoid trapping air.
L6-18
Steering Circuit Component Repair
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POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
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.
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure of No Action of the Front Wheels Lower splines of steering column may be disengaged or damaged.
Repair or replace steering column.
No flow to steering unit can be caused by: 1. Add oil and check for leakage. 2. Replace hose. 3. Replace drive pin.
1. Low oil level. 2. Ruptured hose. 3. Broken gerotor 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 Align column pilot and spline to steering control unit. column or splined input connection. High back pressure in tank can cause slow return to center. Should not exceed 300 psi (2068 kPa).
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.
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Steering Circuit Component Repair
L6-19
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
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.
L6-20
Check proper line connections.
Steering Circuit Component Repair
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HOIST CIRCUIT HOIST CIRCUIT OPERATION The following hoist circuit operation description describes the basic hoist circuit. Further circuit description is outlined under the individual component descriptions. Hydraulic fluid is supplied by a tank located on the left frame rail. The tank's service capacity is approximately 134 gal. (507 L). Refer to (10, Figure 7-1), Hoist Circuit Schematic. Hydraulic oil is routed to a tandem vane type pump, (9). The pump is driven by an accessory drive at the end of the traction alternator. Pump output is directed to two high pressure filters (5), one mounted to the inboard side of the right hand frame rail near hydraulic pump, and the other on the outside of the left frame rail near the hydraulic tank.
The hoist valve directs oil to the body hoist cylinders (1) for raising and lowering of the dump body. The hoist valve functions are controlled by the operator through the lever connected to the hoist pilot valve (6) located below the floor of the operators cab. There is also a hoist limit solenoid located to the inboard side of the left hand frame rail near the hydraulic tank. The hoist-up limit solenoid prevents the hoist cylinders from extending to maximum physical limit.
Hydraulic hoses deteriorate with age and use. Prevent possible malfunctions by inspecting all hoses periodically. Replace any hose showing wear, damage, or deterioration.
Hydraulic oil from the filters is directed to the hoist valve (2) which is mounted to the inboard side of the left hand frame rail.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC 1. Hoist Cylinder 2. Hoist Valve 3. Pilot Operated Check Valve
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4. Hoist Up Limit Solenoid 5. High Pressure Filter 6. Hoist Pilot Valve 7. Unloader Valve
8. Return From Brake & Flow Amplifier Valve 9. Pump 10. Hydraulic Tank 11. Quick Disconnect
Hoist Circuit
12. Snubber Valve 13. Bleeddown Manifold 14. To Steering & Brake Accumulator
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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 134 gal. (507 l). Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist circuit flows through a 100 mesh wire suction strainer to the inlet housing of the pump. Air drawn into the tank during operation is filtered by dual air filters located on the top of the tank. Oil level can be checked visually at sight glasses located on the front face of the tank. Hydraulic Pump The hydraulic pump is a tandem, vane type pump driven by a drive shaft passing through the end of the alternator. The pump has a total output of 143 GPM (541 l) at 1900 RPM. The front (shaft end) cartridge delivers oil to the hoist valve and the rear (cover end) cartridge supplies oil to the unloader valve. The unloader valve directs priority oil for use in the steering and brake circuits and the remaining oil to the hoist valve. Hoist pressure is regulated by relief valves located within the hoist control valve. Pressure test ports are located at the outlet port of each pump cartridge. High Pressure Filters Hoist pump output oil is directed to the high pressure, 7 micron filters, one mounted to the inboard side of the right hand frame rail near hydraulic pump, and the other on the outside of the left frame rail near the hydraulic tank. The filter assemblies are equipped with a bypass valve which permits oil flow should the filter element become plugged. Flow restriction through the filter element is sensed by an indicator switch. This switch will turn on an instrument panel mounted red warning light to indicate filter service is required. The indicator light will illuminate when restriction reaches approximately 40 psid (276 kPa). Actual filter bypass will result when the filter element restriction reaches approximately 60 psid (414 kPa). Hoist Valve The hoist valve (Figure 7-2) is mounted to the inboard side of the left hand frame rail. Hydraulic oil from the shaft end of the hydraulic pump and the unloader valve is routed to the hoist valve (or through the high pressure filter from the pump).
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FIGURE 7-2. HOIST VALVE 1. Outlet Section 2. Spool Section Cover
3. Spool Section 4. Inlet Section
The hoist valve is a split spool design. (The term “split spool” describes the spool section of the valve.) The spools operate in synchronization with, or in opposition to its mate. The main valve precisely follows differential pressure input signals generated by the hoist pilot valve. The inlet section of the hoist valve consists of the following components: (Refer to Figure 7-3.) • Flow control and main relief valve (system relief) (1) • Low pressure relief valve (3) • Load check poppet (18) • Anti-void poppet (17) The flow control portion of the flow control and main relief valve allows pump flow to 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. 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.
Hoist Circuit
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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 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: • Pilot ports • Main spools
Hoist Pilot Valve The hoist pilot valve is mounted on the cab floor, on the left side of the operator's seat. The hoist pilot valve spool is spring centered to the neutral position. The hoist valve is controlled directly by the operator through a lever mounted on the valve assembly. When the operator pulls the lever to the rear, the pilot valve spool moves and transfers the small pilot flow from the main valve into control signals which cause the main valve spools to direct the working flow. 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.
• Work ports • Check poppets The pilot ports are located in the spool section cover. These ports provide connections for a pilot line to the hoist pilot valve. Each work port has a corresponding pilot port. The work ports provide for a line connection between the spool section and the hoist cylinders. One main spool for each work port is spring biased at both ends to block the work port from the high and low pressure cores when there is no flow through the spool cross holes. When there is flow through the pilot ports to the spools, a positive differential pressure at the top of the spool will overcome the bottom spring bias and the spool will shift to connect the work port to the high pressure core. When there is flow from the main valve work port to the pilot port through the crossholes, a positive differential pressure at the bottom of the spool will overcome the top spring bias and the spool will shift to connect the work port to the low pressure core. The check poppets located in the spool section permit free flow from the work port to the pilot port and restrict flow from the pilot port to the work port. These check poppets control spool response and spool movements during void conditions.
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Hoist Circuit
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Hoist-up Limit Solenoid
Float Operation
The hoist-up limit solenoid (13, Figure 7-3) is used in the hydraulic circuit to prevent maximum hoist cylinder extension.
Figure 7-3 shows float operation when pilot valve is in float and body is coming down. Once body is completely down and resting on the frame rails, the Hoist Valve components (3, 7 & 8) are in position shown in Figure 7-5. Oil from the hoist pump enters the 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 (414 kPa) 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). 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.
The solenoid valve is "normally open", allowing pilot pressure oil to pass through the valve. When the body is nearly fully raised, the body activates the magnetic proximity switch (located on the right frame rail near the body pivot). The proximity switch then sends 24 volts to the body up solenoid valve. The solenoid valve is actuated and diverts the flow of pilot oil (from the pilot valve) to the tank. The pilot port (on the solenoid valve) that is connected to the hoist valve is closed, and the pilot pressure area in the hoist valve neutralizes, allowing the main spools (7 & 8) to center, and shuting off hydraulic flow to the hoist cylinders (6). Pilot Operated Check Valve The Pilot Operated Check Valve (21, Figure 7-3) is opened by power down pilot pressure to allow oil in the raise port to by-pass the hoist up limit solenoid for initial power down operation while the solenoid is activated by the hoist limit switch. Hoist Valve Operation The following outline describes the hoist circuit operation in the float, power up, hold, and power down positions. (Refer to Figures 7-3 through 7-7.)
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Hoist Circuit
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FIGURE 7-3. FLOAT POSITION 1. Hoist Relief Valve 2500 psi (17,238 kPa) 2. Flow Control Valve 3. Low Pressure Relief Valve 75 psi (517 kPa) 4. Snubber Valve 5. Rod End Work Port
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6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port
13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Hoist Pilot Valve 17. Anti-void Check Valve 18. Load Check Valve
Hoist Circuit
19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve
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Power Up Operation (Figure 7-4) 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) through hoist limit solenoid (13) 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 Ports (12) also increases causing back pressure to occur in the spring area of Flow Control Valve (2). This overcomes the pilot pressure on the other end of the Flow Control Valve causing it to close and direct the incoming pump oil through Head End Spool (8) to the hoist cylinders to extend them.
If 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 located above the right rear suspension before the operator releases the lever, the Hoist Limit Solenoid (13) is energized. The solenoid valve closes the raise pilot Port (14) on the hoist and releases the Hoist Pilot Valve raise pilot pressure at Port (14) to tank, allowing the Head End Spool (8) to center and shut off supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.
If at any time the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 2500 psi (17,238 kPa), the pilot pressure against Hoist Relief Valve (1) causes it to open and allow flow to exit out Port (10) and return to the tank. As the hoist cylinders extend, oil in the annulus area of the second and third stages must exit from the cylinders. Initially, the Rod End Spool (7) ports are closed. As the returning oil entering Port (5) builds low pressure, it flows through the check-poppet in the top of the spool, through Ports (15), through the Pilot Valve spool, and out Port (10) of the Pilot Valve to the tank. No pressure is present on the top of Spool (7). Cylinder return pressure passes through the checkpoppet in the bottom of Spool (7) to build pressure under the spool which moves the spool upward compressing the top spring. This movement allows the returning cylinder oil to flow into the Low Pressure Passage (20) to the Low Pressure Relief Valve (3). Approximately 75 psi (517 kPa) causes this valve to open, allowing the oil to flow out Port (10) to the tank.
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Hoist Circuit
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FIGURE 7-4. POWER UP POSITION 1. Hoist Relief Valve 2500 psi (17,238 kPa) 2. Flow Control Valve 3. Low Pressure Relief Valve 75 psi (517 kPa) 4. Snubber Valve 5. Rod End Work Port
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6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port
13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Hoist Pilot Valve 17. Anti-void Check Valve 18. Load Check Valve
Hoist Circuit
19. High Pressure Passage 20. Low Pressure 21. Pilot Operated Check Valve
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Hold Operation (Figure 7-5) 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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FIGURE 7-5. HOLD POSITION 1. Hoist Relief Valve 2500 psi (17,238 kPa) 2. Flow Control Valve 3. Low Pressure Relief Valve 75 psi (517 kPa) 4. Snubber Valve 5. Rod End Work Port
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6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port
13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Hoist Pilot Valve 17. Anti-void Check Valve 18. Load Check Valve
Hoist Circuit
19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve
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Power Down Operation (Figure 7-6) 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. If the body is at the maximum up position, the hoist limit switch has the hoist limit solenoid activated, therefore closing the raise port (14) on the hoist valve. Power down pilot pressure in Ports (15) pushes open the pilot operated check valve (21) so the pilot pressure in Ports (14) is open to tank through the Pilot Valve spool. As oil attempts to return from the head end of the hoist cylinders, it initially encounters the closed Head End Spool (8). Pressure increases on the bottom end of the spool causing it to move upward. This allows the returning oil to go into the Low Pressure Passage (20), build up 75 psi (517 kPa) to open the Low Pressure Relief (3), and exit the Hoist Valve through Port (10) to the tank. As the body descends and the hoist limit solenoid is no longer activated, the pilot operated check valve is no longer necessary.
L7-10
Hoist Circuit
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FIGURE 7-6. POWER DOWN POSITION 1. Hoist Relief Valve 2500 psi (17,238 kPa) 2. Flow Control Valve 3. Low Pressure Relief Valve 75 psi (517 kPa) 4. Snubber Valve 5. Rod End Work Port
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6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port
13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Hoist Pilot Valve 17. Anti-void Check Valve 18. Load Check Valve
Hoist Circuit
19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve
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Float Operation (Figure 7-7) 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 (10). 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 75 psi (517 kPa) in the Low Pressure Passage causes oil to flow to the rod end of the cylinders to keep them full of oil as they retract. When the body reaches the frame and there is no more oil flow from the cylinders, the Main Spools center themselves and close the cylinder ports and the High and Low Pressure Passages.
L7-12
Hoist Circuit
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FIGURE 7-7. FLOAT POSITION 1. Hoist Relief Valve 2500 psi (17,238 kPa) 2. Flow Control Valve 3. Low Pressure Relief Valve 75 psi (517 kPa) 4. Snubber Valve 5. Rod End Work Port
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6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port
13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Hoist Pilot Valve 17. Anti-void Check Valve 18. Load Check Valve
Hoist Circuit
19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve
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NOTES :
L7-14
Hoist Circuit
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HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE
1. Be certain the area above the truck is clear of all obstacles so body can be fully raised without hitting anything. Raise the body and install the body sling cable and locking pin.
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.
2. Shut down engine and turn key switch to the “Off” position. Relieve hydraulic pressure in hoist system by slowly moving hoist control lever to the "lower" position and gently lower body so body lock pin and/or sling cable is holding body up. 3. Drain hydraulic tank. 4. Thoroughly clean the exterior of the hoist valve. 5. Disconnect and cap (or plug) all connections from hoist valve to prevent contamination. 6. Remove capscrews and lockwashers securing the hoist valve to its mounting bracket.
FIGURE 8-1. HYDRAULIC COMPONENT LOCATION (TOP VIEW) 1. High Pressure Filter (Hoist) 2. Hose 3. Hydraulic Pump 4. Suction Hose
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5. Capscrew 6. Hoist Valve 7. Hoist Inlet (From Unloader) 8. Bleeddown Manifold
9. Unloader Valve 10. High Pressure Filter (Steering & Brakes) 11. Hydraulic Tank 12. Hoist Cylinder
Hoist Circuit Component Repair
13. Hoist Cylinder Lines 14. Snubber Valve 15. Manifold 16. Pressure Line (to Hoist Valve)
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NOTE: The hoist valve weighs approximately 320 lbs. (145 Kg). Use a suitable lifting device that can handle the load safely. 7. Attach a suitable lifting device to the hoist valve and remove from truck. Installation 1. Move the hoist valve into position and secure in place with capscrews, nuts and lockwashers. Alternately 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. Close body creep down valve on hydraulic tank. 4. If hydraulic tank was drained, add type C-4 oil. 5. Start the engine. Raise the body to remove the body sling cable. Lower and raise body to check for proper operation. Observe for leaks. 6. Service hydraulic tank if necessary.
FIGURE 8-3. TIE ROD INSTALLATION
Disassembly NOTE: It is not necessary to remove the individual valve sections to accomplish repair, unless emergency field repair is required to replace the Orings between sections to prevent leakage. Loosening and retorqueing of the main valve tie rod nut could cause distortion resulting in binding or severely sticking plungers, poppet and spools. The following procedure is for replacing the O-rings between the valve sections. 1. Remove the four tie rod nuts and washers (7, Figure 8-2) from one end of the valve. Slide the tie rods from the valve and separate the sections. 2. Inspect the machined sealing surfaces for scratches or nicks. If scratches or nicks are found, remove by lapping on a smooth flat steel surface with fine lapping compound. 3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together making sure O-rings between the sections are properly positioned. 4. Install the four tie rods with the dished washer between the nut and housing as shown in Figure 8-3.
FIGURE 8-2. HOIST VALVE 1. Outlet Section 2. Spool Section Cover 3. Spool Section 4. Inlet Section
5. Tube 6. Tie Rods 7. Nuts and Washers 8. Inlet Section Cover FIGURE 8-4. TORQUE SEQUENCE
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Hoist Circuit Component Repair
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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 105 ft. lbs. (217 N.m) torque in the following sequence.
4. Remove sleeve (6, Figure 8-6), backup ring (5), O-ring (4), and backup ring (3). Remove restrictor poppet (2).
a. Torque nuts evenly to 15 ft. lbs. (20 N.m) torque in order 1, 4, 2, 3. b. Torque nuts evenly to 32 ft. lbs. (43 N.m) torque in order 1, 4, 2, 3. c. Torque nuts evenly to 105 ft. lbs. (142 N.m) torque in order 1, 4, 2, 3.
INLET SECTION Disassembly 1. Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 2. Disconnect the external tube at the cover end and remove. Remove capscrews (14, Figure 85), and 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). The main relief valve (4) is factory preset at 2500 psi (17,238 kPa). Replace only as a complete assembly. If adjustment is necessary, refer to "Checking Hoist System Pressure Relief Valve" later in this section.
FIGURE 8-6. RESTRICTOR POPPET REMOVAL 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring
4. O-Ring 5. Backup Ring 6. Sleeve
NOTE: If restrictor poppet removal in cover (2) is required, refer to step 4 and Figure 8-6.
FIGURE 8-5. INLET SECTION DISASSEMBLY 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve
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5. Spring 6. Sleeve 7. Low Pressure Relief 8. O-Rings
9. Inlet Valve Body 10. O-Rings 11. Poppets 12. Springs
Hoist Circuit Component Repair
13. Cover 14. Capscrews
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SPOOL SECTION
Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and dry with compressed air. 2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks.
Disassembly NOTE: It is not necessary to remove the inlet or outlet sections to accomplish spool section 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). Remove and discard Orings (4 & 5, Figure 8-8).
5. Inspect fit and movement between sleeve and low pressure relief valve.
3. Remove poppet (1, Figure 8-7). Remove and discard O-ring (2).
Reassembly 1. Coat all parts including housing bores with clean type C-4 hydraulic oil. Lubricate O-rings lightly with a multipurpose grease.
NOTE: The poppet (1) is equipped with a small steel ball (2). Do not misplace.
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. Remove restrictor poppet (1, Figure 8-8). Remove and discard O-ring (2) and backup ring (3). Note the position of the restrictor when removed to insure correct reassembly.
4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 60 ft. lbs. (81 N.m) torque.
5. Remove springs (4, Figure 8-9) and spool assemblies (15). Note location of “V” groove on end of spools.
5. Install low pressure relief (7) in sleeve (6) and install assembly in housing (9). Install main relief valve (4), and springs (3 & 5). Install cover (2) Install capscrews (1). Tighten capscrews to 60 ft. lbs. (81 N.m) torque. Connect external tube, tighten nuts to 25 ft. lbs. (34 N.m) torque.
6. Remove the spool washers and restrictor poppets.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL FIGURE 8-7. POPPET AND BALL 1. Poppet 2. Steel Ball
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3. O-Ring
1. Restrictor Poppet 2. O-Ring 3. Backup Ring
Hoist Circuit Component Repair
4. O-Ring 5. O-Ring
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FIGURE 8-9. SPOOL SECTION ASSEMBLY 1. Poppet 2. O-Ring 3. Backup Ring 4. Spring (4) 5. Spool Housing 6. Restrictor Poppet (Blue) 7. O-Ring
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8. Spool Washer (4) 9. O-Ring (4) 10. Spool Cover 11. Poppet 12. O-Ring (2) 13. O-Ring 14. Plug
Hoist Circuit Component Repair
15. Spool (2) 16. Poppet (White) 17. Poppet (White) 18. Spool Cover 19. Restrictor Poppet 20. O-Ring 21. Ball
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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. Reassembly
FIGURE 8-10. SPOOL ASSEMBLY REMOVAL 1. “V” Groove 2. Spool Assembly
3. Spool Section
NOTE: Pay special attention to poppets (6, 16, and 17, Figure 8-9) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot; white or blue. If poppets are not color coded, use the chart in Figure 8-11 for identification. 7. Remove cover (10), and O-rings (9 & 12). 8. Remove Poppet (11) from spool section housing. 9. Remove plug (14) and O-ring (13).
1. Using a new O-ring, install plug (14, Figure 8-9) in cover (10). 2. Install poppet (11). Lubricate O-rings (9 & 12) with clean hydraulic oil and install cover (10) on the spool housing (5). Secure cover in place with capscrews. Tighten capscrews to 60 ft. lbs. (81 N.m) torque. 3. Lubricate O-rings (7) and install on spool washers (8). Insert poppets (6, 16, & 17) in the proper location in each spool (15) and insert the spool washers to hold in place. NOTE: Poppets 6, 16 and 17 may be color coded and must be installed in their original location. Refer to the chart, Figure 8-11 for identification information. 4. Install spool springs (4). Carefully insert lubricated spool assemblies into their original bores in the spool housing (15), with the “V” groove positioned as shown in Figure 8-9. 5. Install new O-ring (2, Figure 8-8) and backup ring (3) on restrictor poppet (1). Install restrictor poppet in housing.
POPPET COLOR
ORIFICE DIAMETER
DRILL SIZE
Red
.140 in. (3.556 mm)
9/64
Green
.093 in. (2.362 mm)
#35
Black
.078 in. (1.981 mm)
#42
White
.063 in. (1.600 mm)
#52
Blue
.046 in. (1.168 mm)
#56
Gray
.035 in. (0.889 mm)
#65
6. Install new O-rings (9 & 12, Figure 8-10). 7. Install new O-ring (20, Figure 8-9) on poppet (1). Make sure the small steel ball (21) is installed in poppet. Install poppet in cover (18, Figure 8-9). 8. Install cover (18, Figure 8-9). Secure cover in place with capscrews. Tighten capscrews to 60 ft. lbs. (81 N.m) torque.
FIGURE 8-11. POPPET IDENTIFICATION
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Hoist Circuit Component Repair
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HOIST PILOT VALVE
Disassembly
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 neutral position.
1. Thoroughly clean the exterior of the valve. Place the valve in a clean work area for disassembly. 2. Remove the handle assembly, seal plate (25, Figure 8-12), wiper (13) and O-ring (12).
2. Disconnect hydraulic lines at the hoist pilot valve. Tag all hydraulic lines for identification and cap openings to prevent contamination. 3. In the operator cab, remove capscrews & washers (3 & 4, Figure 8-11) and plate/gasket (2). 4. Remove the hoist pilot valve mounting capscrews, washers, and nuts (5, 6, 7, 8). Remove hoist pilot valve (10). Handle Assembly (1) will come with valve. Installation 1. Move the hoist pilot valve (10, Figure 8-11) into position on the mounting bracket. Secure valve in place with capscrews. Tighten capscrews (5) to standard torque. Install plate/gasket (2). Tighten capscrews (3) to standard torque. 2. Attach hydraulic lines into correct ports. Tighten hydraulic line connections securely. 3. Start the engine and check for proper hoist operation. Observe for leaks.
FIGURE 8-12. HOIST PILOT VALVE
FIGURE 8-11. HOIST CONTROL/PILOT VALVE 1. Handle Assembly 2. Plate & Gasket 3. Capscrew 4. Flatwasher 5. Capscrew
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6. Flatwasher 7. Lockwasher 8. Nut 9. Floor Plate 10. Pilot Valve Body
1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Capscrew 7. Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring
Hoist Circuit Component Repair
13. Wiper 14. Spool 15. Housing 16. O-Ring 17. Wiper 18. Seal Retainer 19. Spring Seat 20. Spring 21. Ball (1) 22. Detent Sleeve 23. Spacer 24. Cap 25. Seal Plate
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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. Remove seal retainer (18), wiper (17) and O-ring (16) 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 plugs from the spool housing. 8. Match mark the housings (7 & 15) 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 Orings (11). Remove the check poppet (2, Figure 8-13) and spring (3) from the spool housing. 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 when rotated through a complete revolution. NOTE: The spool housing, spool, and side housings 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 type C-4 hydraulic oil. 2. Install check poppet (2, Figure 8-13) and spring (3) in spool housing (1). 3. Install new O-ring (4) in spool housing. Align the housing (5), spool housing (1) and opposite side housing and insert the tie rods (9, Figure 812) through all three housings. 4. Install tie rod nuts. Tighten tie rod nuts to the torques shown in Figure 8-14. 5. Install a new O-ring (16, Figure 8-12) and wiper (17). Install seal retainer (18). 6. 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 84-96 in. lbs. (9-11 N.m) torque. Install spring (20). Carefully install spool into spool housing. 7. Apply grease to the cross holes of the detent pin (3) to hold balls (21) and (2).
.
FIGURE 8-14. TIE ROD NUT TORQUE FIGURE 8-13. CHECK POPPET LOCATION 1. Spool Housing 2. Check Poppet 3. Spring
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4. O-Ring 5. Housing
1. Nut 2. Tie Rod 3. Nut
Hoist Circuit Component Repair
4. Tie Rod 5. Housing
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8. 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. 9. 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). 10. Secure cap (24) in place with capscrews (6). Tighten capscrews to 5 ft. lbs. (7 N.m) torque. Install spacer (23) and snap ring (1). 11. Install a new O-ring (12) and wiper (13). Install seal plate. Using new O-rings, install plugs.
HOIST CYLINDERS Removal 1. Be certain engine and key switch has been “Off” for at least 90 seconds to allow accumulators to bleed down.
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 hoist cylinder weighs approximately 1700 lbs (772 kg). Make sure lifting device is adequate and provide support to prevent cylinder from falling or causing injury when cylinder is removed from truck. 2. To relieve all hydraulic pressure form the hoist circuit, slowly move hoist control lever to the "lower" position and gently lower body so it is completely resting on frame rails. 3. Disconnect hydraulic lines from connection on hoist cylinders. Cap and plug lines and ports to prevent excessive spillage and contamination. Strap cylinder in place to prevent movement.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
FIGURE 8-15. HOIST CYLINDER MOUNT (TOP) 1. Retainer Plate 2. Capscrew & Lockwasher 3. Pin
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4. Snap Ring 5. Bearing 6. Hoist Cylinder
FIGURE 8-16. HOIST CYLINDER MOUNT (LOWER) 1. Capscrew & Lockwasher 2. Retainer Plate 3. Locking Plate
Hoist Circuit Component Repair
4. Snap Ring 5. Bearing 6. Spacer
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4. At the pivot point under the body, remove capscrews and lockwashers (2, Figure 8-15). Remove retainer plate (1). Using a brass drift, drive pin (3) from bore of mounting bracket. 5. Carefully lower cylinder until it lays against the inside dual tire. Attach a lifting device to the upper cylinder mounting eye. 6. At the pivot point on the frame, remove capscrews and lockwasher (1, Figure 8-16) securing retainer (2). Remove locking plate (3). 7. Install retaining strap or chains to prevent extension of hoist cylinder while handling. 8. Pull cylinder from the pivot point on the frame and remove from machine . NOTE: Do not lose spacer (6) between cylinder bearing and frame. 9. Clean the exterior of the cylinder thoroughly and move to a clean work area for disassembly. Installation
5. Close body creep down valve. Start engine and raise and lower body several times. Observe for leaks. 6. Service hydraulic tank if necessary.
Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retainer ring (4, Figure 8-15) and press out bearing (5). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180°. 3. Position cylinder with the cover (10, Figure 817) mounting eye on top. Remove capscrews (11) and lockwashers retaining cover to housing (4). 4. Using two 0.88 in. dia. x 9 in. long, threaded capscrews, thread them into the two threaded holes in the cover. Screw the capscrews in evenly until the cover can be removed. Lift cover (10) straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove capscrews (7) and flatwashers (5) attaching the rod bearing retainer (6) to the rod (1). Remove the seal (8).
The hoist cylinder weighs approximately 1700 lbs (772 kg). Make sure lifting device is adequate and provide support to prevent cylinder from falling or causing injury when cylinder is removed from truck. Use chain or strap to prevent cylinder extension during installation. 1. Raise the hoist cylinder into position. Install spacer (6, Figure 8-16) and lower hoist eye over the frame pivot. 2. Install retainer plate (2) and secure in place with capscrews and lockwashers (1). Tighten capscrews to 220 ft. lbs. (298 N.m) torque. 3. Align the top hoist eye with the bore of the body mounting bracket. (See Figure 8-15).
6. Fabricate a retainer bar using a 1/4" x 1" x 18" (6 x 25 x 460 mm) steel flat. Drill holes in the bar to align with a pair of tapped holes spaced 180° apart in the housing. Attach bar to housing using capscrews (11).
NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted. 7. Rotate the cylinder assembly 180°, until the lower mounting eye is 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 cylinder housing. NOTE: As internal parts are exposed
NOTE: Make sure air bleed vent located on top of hoist cylinder is toward front of truck. 4. Install pin (3, Figure 8-15) and retaining plate (1). Secure retaining plate in place with capscrews and lockwashers (2). Tighten capscrews to standard torque.
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8. Rotate the cylinder housing 180°. Remove the retainer installed in step 6. 9. Fabricate a round disc 12.5 in. (318 mm) in diameter 0.38 in. (10 mm) thick with a 0.56 in. (14 mm) hole in the center. Align the disc over the second (2) and first (3) stage cylinders at the bottom of the cylinder housing.
Hoist Circuit Component Repair
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FIGURE 8-17. HOIST CYLINDER 1. Rod & Third Stage 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Flatwasher
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6. Piston Bearing Retainer 7. Capscrew 8. Seal 9. Snap Ring 10. Cover
11. Capscrews 12. O-Ring 13. Bearing 14. Bearing 15. Seal 16. Seal
Hoist Circuit Component Repair
17. Bearing 18. Buffer Seal 19. Bearing 20. Rod Seal 21. Rod Wiper 22. Quill Assembly
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10. Insert a 0.50 in. (13mm) dia. X 52 in. (1320 mm) threaded rod through the top and through the hole in the disc. Thread a nut on the bottom end of the threaded rod below the disc. 11. Screw a lifting eye on the top end of the rod. Attach it to a lifting device and lift the second and first stage cylinders out of the housing. 12. Remove lifting tools from the second and first stage cylinder assembly. 13. Slide the second stage cylinder (2) down inside the first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder. 14. Remove second stage cylinder from first stage cylinder by sliding it out the top. 15. Remove all old bearings, O-rings, and seals from the hoist cylinder parts. Cleaning and Inspection NOTE: Use only fresh cleaning solvent, lint free wiping cloth and dry filtered compressed air when cleaning and handling hydraulic cylinder parts. Immediately after cleaning and inspection, coat all surfaces and parts with clean hydraulic oil (Type C-4). 1. Thoroughly clean and dry all parts. 2. Visually inspect all parts for damage or excessive wear. 3. If cylinder bores or plated surfaces are excessively worn or grooved, the parts must be replaced or, if possible, replated and machined to original specifications. 4. The quill (2, Figure 8-18) 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 8-18) and applying a tightening torque of 1000 ft. lb. (1356 N.m). b. If the quill moves, remove quill, clean threads in cover assembly and quill, and reinstall using the procedure in "Quill Installation".
FIGURE 8-18. QUILL INSTALLATION 1. Cap Assembly
2. Quill Assembly
NOTE: SS1143 Tightening Tool can be made locally. Request the following drawings from your Area or Regional Service Manager.
SS1143 Tightening Tool - Assembly Drawing SS1144-Square Tube (3.50” x 3.50” x 0.19” wall x2.0” long) SS1145-Plate (2.50” x 2.50” x 0.25” thick) SS1146-Square Tube (3.00” x 3.00” x 0.25” wall x 15.50” long) SS1147-Tube, Brass (1.75 ”O.D. x 1.50” I.D. x 13.50” long) SS1148-Square Cut (2.50” x 2.50” x 0.75” thick) SS1149-Hex Drive (1.75” Hex stock x 2.50” long) • All materials are 1020 Steel except SS1147.
5. When a cylinder assembly is dismantled, the capscrews (7, Figure 8-17) should be checked carefully for distress and, if in doubt, replace them. New washers (5) are to be used. The new washer can be distinguished from the previous washer by the thickness and fit to the bolt: New Washer 5/32" Thick; Plated; Close Fit; Old Washer 3/32" Thick; Non-plated; Loose Fit.
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Hoist Circuit Component Repair
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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 8-19) 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, Figure 18) 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" (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 (VJ6863, or equivalent) to mating threads of both cap assembly and quill assembly. 5. Install quill and use SS1143 tool to tighten quill to 1000 ft. lbs. (1356 N.m) torque. Allow parts to cure for 2* hours before exposing threaded areas to oil. * Note: If "LOCQUIC" primer "T" (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 6. Tack weld quill in 2 places as shown in Figure 819. 7. Remove all slag and foreign material from tack weld area before assembly of cylinder. During future cylinder rebuilds, removal of the quill will not be necessary, unless it has loosened or is damaged. Removal, if necessary, will require a break-loose force of at least 2000 ft. lbs. (2712 N.m) torque after the tack welds are ground off. FIGURE 8-19. PLUG AND CHECK BALL INSTALLATION 1. Cover Assembly 2. Quill Assembly
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Hoist Circuit Component Repair
3. Plug 4. Check Ball
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Installation Of Check Balls And Plugs In Quill The check balls (4, Figure 8-19) in the side of the quill assembly (2) are held in place with threaded plugs (3).
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.
If a plug is missing and the check ball is not found in the cylinder, the opposite side hoist cylinder and the plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be checked to see if the ball or plug has caused internal damage to the spool. Peening of the necked down sections of the spool may result. Spool sticking may also occur under these circumstances. Refer to Figure 8-20 for SS1158 tool that can be made for installing or removing the check ball plugs. Plugs should be checked during any cylinder repair to be sure they are tight. If found to have any movement, they should be removed and the ball seat in the quill checked to see if it is deformed. • If deformation of the ball seat has occurred, the quill should be replaced. • If the ball seat area is not deformed, measure the plug thickness as shown in Figure 19: Older Plug is 0.25 ±0.02 in. thick. Newer plug is 0.38 ±0.02 in. thick. 1. Use the newer plugs and make certain threads in quill tube and on plugs are clean and dry (free of oil and solvent).
FIGURE 8-20. SS1158 TOOL PLUG INSTALLATION/REMOVAL
2. Use Loctite "LOCQUIC" Primer "T" (TL8753, or equivalent), and spray mating threads of both plugs (3, Figure 8-19) and quill assembly (2). Allow primer to dry 3 to 5 minutes. 3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill assembly. 4. Place check balls (4) in quill tube (2) and install plugs (3) with concave side facing ball. Using SS1158 tool, tighten plugs to 70 ft. lbs. (95 N.m) torque. Allow parts to cure for 2* hours before exposing threaded areas to oil. * NOTE: If "LOCQUIC" primer "T" (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 5. Stake plug threads in two places (between holes) as shown in Figure 8-19 to prevent loosening of plug.
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Hoist Circuit Component Repair
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Assembly of Cylinder 1. Install seals (15, Figure 8-17) and bearing (14) on second stage cylinder. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) on first stage cylinder. Lubricate with clean hydraulic oil (Type C-4). 2. Align and slide the second stage cylinder (2) inside the first stage cylinder (3). Allow the second stage to protrude far enough to install the snap ring (9) on the inside of the first stage cylinder. 3. Mount the housing (4) in the fixture with the cover end positioned at the top. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) in the housing. 4. Install lifting tool used during disassembly in the second and first stage cylinder assembly. 5. Install bearings (13) on the first stage cylinder (3). Lift and align this assembly over the housing (4). Lower the second and first stage cylinders into the housing. 6. Install retainer used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate housing 180° to position the lower mounting eye at the top.
NOTE: New washers (2, Figure 8-21) are to be used. The new washer can be distinguished from the previous washer by the thickness and fit to the bolt: New Washer 5/32" Thick; Plated; Close Fit; Old Washer 3/32" Thick; Non-plated; Loose Fit. 16. Install capscrews (1) with hardened washers (2) and tighten capscrews to 175 ft. lbs. (146 N.m) torque. NOTE: 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. 17. Install O-ring (12, Figure 8-17) and backup ring (23) on cover (10). Align and lower cover onto housing (4). Install capscrews (11) and lockwashers. Tighten capscrews to standard torque. 18. Install hoist cylinder eye bearing (5, Figure 815) and retainer rings (4) if removed.
7. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) in the second stage cylinder (2). 8. Attach a lifting device to the rod eye (1) and align it over the housing (4). 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 6. Install bearings (17) and seal (16) on the rod bearing retainer (6). 10. Thread two guide bolts, 4 in. (100 mm) long, in the end of the rod (1). Install seal (8) on the end of the rod. 11. Align piston bearing retainer (6) over guide bolts and lower it over the end of the rod (1). 12. Remove guide bolts. 13. Make certain threads on capscrews (1, Figure 8-21) and threads in piston are clean and dry (free of oil and solvent). 14. Using Loctite "LOCQUIC" Primer "T" (TL8753, or equivalent), spray mating threads on capscrews and threads in piston. Allow primer to dry 3 to 5 minutes. 15. Apply Loctite Sealant #277 (VJ6863, or equivalent) to threads of capscrews and threads in piston.
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FIGURE 8-21. 3rd STAGE PISTON 1. Capscrew 2. Hardened Flatwasher
Hoist Circuit Component Repair
3. Piston
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HIGH PRESSURE FILTERS Removal The hoist circuit filter is located on the right inside frame rail opposite the hydraulic pump. The steering circuit filter is located to the outside of the left hand frame rail near 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 key switch “OFF” allow at least 90 seconds for the accumulators to bleed down. 2. Remove plug (10, Figure 8-22) and drain the 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 back-up ring (5) in filter head (1). 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 8-22) is not repairable. If the indicator switch is inoperative, replace as a unit. The indicator switch is factor preset to actuate at 40 psi (276 kPa). Switch adjustment is not necessary, or recommended.
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FIGURE 8-22. HOIST CIRCUIT FILTER 1. Head 2. Indicator Switch 3. O-Ring 4. O-Ring 5. Back-Up Ring 6. Bypass Valve
Hoist Circuit Component Repair
7. Filter Element-7 Micron 8. Housing 9. O-Ring 10. Plug
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BODY UP LIMIT SOLENOID The body up limit solenoid valve is located inside the left hand frame rail, ahead of the hoist valve. This valve has no serviceable parts except for O-ring replacement. Should the solenoid valve malfunction, replace as a unit.
PILOT OPERATED CHECK VALVE The pilot operated check valve is located inside the left hand frame rail, ahead of the hoist valve. This valve has no serviceable parts except for O-ring replacement. Should the pilot operated check valve malfunction, replace as a unit.
CHECKING HOIST SYSTEM PRESSURE RELIEF VALVE NOTE: If relief valve or hoist valve assembly has been replaced or rebuilt, hoist relief pressure should be checked.
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 a 0-5000 psi (0-35,000 kPa) pressure gauge on the pressure test port coupling on the flange at the shaft end of the hoist pump. 2. To check system relief pressure, start engine and allow accumulators to charge. 3. With engine at high idle speed, move hoist pilot valve lever to "power down" position and hold; check pressure gauge. Pressure should be 2500 ±100 psi (17,238 - 690 kPa). Release hoist pilot valve lever. If pressure is within specifications, proceed to Step 5. 4. If pressure is incorrect, adjust relief pressure as follows: a. Place hoist control lever in float position. Shut down engine and wait at least 90 seconds for accumulators to bleed down. b. Be certain body is completely down and resting on frame rails. Relieve all hydraulic pressure from hoist system. Move hoist control lever to the "power down" position and allow body to completely rest on frame rails. c. Remove capscrews (1, Figure 8-23) from inlet section cover (2) that is near the frame of the truck. Remove cover from hoist valve and spring (3) from relief valve. d. Loosen jam nut on relief valve (4) and turn screw "in" (clockwise) to increase pressure or "out" (counter-clockwise) to decrease pressure. NOTE: Each 1/4 turn of the adjustment screw will cause approximately 400 psi (2,758 kPa) change in pressure. e. Install spring (3) and cover (2) with new Orings (8). Install and tighten capscrews (1). f. Check pressure again (Steps 2 & 3). 5. If pressure is correct, shut down engine, move hoist control lever to the "power down" position and allow body to completely rest on frame rails and remove pressure gauge at test coupling at the hoist pump.
FIGURE 8-23. INLET SECTION 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring
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6. Sleeve 7. Low Pressure Relief 8. O-Rings 9. Inlet Valve Body
Hoist Circuit Component Repair
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NOTES:
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Hoist Circuit Component Repair
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SECTION M OPTIONS AND SPECIAL TOOLS INDEX FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-2 ANSUL FIRE CONTROL - MANUAL SYSTEM (M02004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1 ANSUL FIRE CONTROL - “CHECKFIRE” PNEUMATIC SYSTEM (M02002) . . . . . . . . . . . . . . .M2.2-1 ANSUL FIRE CONTROL - “CHECKFIRE” ELECTRIC SYSTEM (M02003) . . . . . . . . . . . . . . . . .M2.3-1 AUTOMATIC LUBRICATION SYSTEM (M03001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M3-1 M3-1 M3-3 M3-3 M3-5
ALTERNATOR AND WHEELMOTOR COOLING AIR FILTER SYSTEM (M04002) . . . . . . . . . . . . . . . System Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blower Drive Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blower Bearing Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M4-1 M4-1 M4-1 M4-4 M4-7 M4-8
WIGGINS QUICK FILL FUEL SYSTEM (M05002) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1 Tank Breather Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1 Fuel Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-2 FAN DRIVE CLUTCH (M06001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-1 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-4 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-6 Field Check Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-7 Thermal Sensor and Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-8 Troubleshooting Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-11 Component Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-14 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-15 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-22 Inspection of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-33 Rebuild Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-37 ENGINE COOLANT HEATER (M07001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1 Heating Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-2 ENGINE OIL HEATERS (M07003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1 Heating Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
M01022 7/95
Index
M1-1
ENGINE COOLANT & OIL HEATERS, 440 VOLT (M07004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coolant Heater Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Heater Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M7-1 M7-2 M7-3 M7-4 M7-5
SPECIAL TOOLS (M08006) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
AIR CONDITIONING SYSTEM (M09003). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1 Principles of Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2 Air Conditioner System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-3 System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-6 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-22 HEATER/AIR CONDITIONER SERVICE (M09004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1 Component Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
M1-2
AFTERCOOLER (BRAKEMASTER) (M10002). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M10-1 M10-1 M10-1 M10-2 M10-3
AIR DRYER (AEROFINER III) (M10003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PURGE VALVE and HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M10-1 M10-1 M10-2 M10-2 M10-3 M10-3 M10-4
AFTERCOOLER (SALEM) (M10004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M10-1 M10-1 M10-1 M10-1
OPTIONAL ISINGHAUSEN OPERATOR SEAT (M14001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Suspension Cam Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seat Maintenance and Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M14-1 M14-1 M14-2 M14-2 M14-4 M14-5 M14-6
Index
M01022 7/95
T.D.I. AIR TURBINE STARTER (M15001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1 Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-8 INGERSOLL-RAND TURBINE POWERED AIR STARTER (M15002) . . . . . . . . . . . . . . . . . . . . . . . . M15-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-4 Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-8 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-16 ELECTRIC START SYSTEM (M17001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M17-1
ON-BOARD WEIGHING SYSTEM (M20001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
DDEC II ELECTRONIC ENGINE CONTROL (M21001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M21-1
DDEC III ELECTRONIC ENGINE CONTROL (M21002) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M21-1
M01022 7/95
Index
M1-3
NOTES:
M1-4
Index
M01022 7/95
ANSUL AUTOMATIC FIRE CONTROL SYSTEM (CHECKFIRE PNEUMATIC) The complete CHECKFIRE PNEUMATIC is composed of components which combine to provide automatic fire detection and an actuation signal when the fire is detected. A CHECKFIRE PNEUMATIC system has four basic parts: The Detection Tubing (1, Figure 2.2-1), the Detection and Actuation Device (DAD) (2), the Pressure Make- up Device (PMD) (3) and the Low Pressure Warning Device (4).
DETECTION TUBING The detection tubing passes through each area identified as a hazard and is terminated at the pressure make-up device at one end and the detection and actuation device at the other. It is pressurized with nitrogen at 70-90 psi (483-621 kPa). If the tube temperature should reach about 355° ± 10°F (179° ± 5°C), it is designed to burst, relieving the pressure and actuating the detection and actuation device.
Detection And Actuation Device (DAD) The detection and actuation device (DAD) is illustrated in Figure 2.2-2. The internal pressure of 70-90 psi (483-621 kPa) from the detection tubing provides the force required to counteract the spring force on the piston, holding the piston in the up position. If the tubing bursts (Refer to Figure 2.2-3) and the pressure is relieved, the spring will dislodge the piston causing the actuation gas cartridge to be punctured. The pressure from the cartridge provides the actuation signal to the fire suppression system.
PRESSURE MAKE-UP DEVICE (PMD) During normal operation, a small amount of nitrogen pressure will escape from the Detection and Actuation device. To counteract the escape of nitrogen pressure a Pressure Make-Up Device is included in the basic system. The detection tubing pressure is monitored in the low pressure chamber of the PMD (Refer to Figure 2.2-4). Reduction in pressure allows the spring to move the piston. The tip of the piston then actuates a valve allowing nitrogen to flow from the high pressure cartridge into the low pressure chamber.
FIGURE 2.2-1. ANSUL FIRE CONTROL SYSTEM 1. Detection Tubing 2. Detection & Actuation Device 3. Pressure Make Up Device 4. Low Pressure Warning Device
M02002
Ansul “Checkfire” Pneumatic Automatic Fire Control System
M2.2-1
When sufficient pressure has built up in the low pressure chamber [approximately 80 psi (552 kPa)], the piston is forced back allowing the valve to close. This process repeats itself every time the low pressure side drops below 65 psi (448 kPa). The pressure switch assembly is connected in series with the detection tubing. When the SCAD system pressure falls to about 45 psi (310 kPa), the pressure switch closes and the warning light flashes and instrument panel horn sounds. This indicates that the SCAD pressure is below required levels and should be serviced or a fire has caused the pressure to drop. NOTE: The system pressure must drop to 21 psi (145 kPa) before the DAD will actuate.
LOW PRESSURE WARNING DEVICE The low pressure warning device is used to provide visual indication when pressure in the detection tubing has fallen below 45 psi (310 kPa). This normally indicates that replacement of the PMD cartridge is required. FIGURE 2.2-2. DETECT & ACT (DAD) (System Charged)
FIGURE 2.2-3. DETECT & ACT DEVICE (DAD) (System Fired)
M2.2-2
There are two separate components to the complete pressure warning device, a pressure switch assembly (Figure 2.2-5) and a warning light and horn.
FIGURE 2.2-4. PRESSURE MAKE-UP DEVICE
Ansul “Checkfire” Pneumatic Automatic Fire Control System
M02002
DAILY INSPECTION 1. Check the system for general appearance, mechanical damage and corrosion. 2. The system should be checked daily for significant pressure leaks.
If the pressure drop is significant - 2 psi (14 kPa) per day on the DAD gauge, or 10 psi (69 kPa) per day on the PMD gauge, than a critical leak is present. 3. The operator should check both the PMD and DAD gauges as part of the daily procedure to determine their condition. If a gauge shows in the red zone, refer to Troubleshooting Guide. Inspection and Maintenance It is imperative that the Ansul 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. Remove the cartridge from the DAD. 3. Pull and release pressure relief valve on DAD to simulate actuation. Refer to Figure 2.2-7.
FIGURE 2.2-5. PRESSURE SWITCH ASSEMBLY NOTE: The pressure in the detection system will have a tendency to go up when the temperature goes up, and to go down when the temperature goes down. To minimize the effects of temperature changes on the pressure readings, daily checks at approximately the same time of day should be recorded.
FIGURE 2.2-7. DAD PRESSURE RELIEF VALVE (Detection & Actuation Device) NOTE: DAD should actuate (puncture pin down) and immediately recock (puncture pin up).
Residual pressure will escape through safety pressure relief hole when receiver/adapter is backed-off approximately 15 full turns. DO NOT remove receiver/adapter until all pressure has been relieved. 4. Remove PMD receiver/adapter cartridge/assy. 5. Remove cartridge from receiver/adapter. 6. Check all mounting bolts for tightness. 7. Check all detection tubing fittings for tightness. 8. Inspect detection tubing as follows: a. Check for wear due to abrasion (at frame mounting around corners, etc.). b. Check for damage from direct impact or other abuse. c. Check mounting locations for tightness. FIGURE 2.2-6. PRESSURE GAUGES
M02002
Ansul “Checkfire” Pneumatic Automatic Fire Control System
M2.2-3
d. Make sure mounting hardware has not come loose or been broken, either of which would allow the tubing to sag or droop from its original location. 9. Weigh the actuation cartridge on the DAD. Replace cartridge if the weight is 1/4 oz. (7 g) less than that stamped on the cartridge. Check the cartridge threads for nicks, burrs, cross threading and rough or feathered edges. Examine gasket in bottom of DAD for elasticity. If the temperature is below freezing, warm the gasket with body heat to ensure a good seal. Clean and coat lightly with high heat resistant grease.
FIGURE 2.2-9. RECEIVER/ADAPTER O-RING SEAL
10. Recharge system following "Charging Procedure". CHARGING PROCEDURE 1. Check all detection tubing connections to ensure they are tight. 2. If the cartridge receiver/adapter has not been removed from the PMD, remove at this time. Refer to Figure 2.2-8. 3. Check to see that the large O-ring is in its position in the receiver/adapter assembly. Refer to Figure 2.2-9.
FIGURE 2.2-10. PUNCTURE PIN O-RING NOTE: If either O-ring is dry, remove and lubricate with silicone or similar grease before proceeding with installation. 4. Check to see that the puncture pin O-ring is in position. Refer to Figure 2.2-10. 5. Insert the cartridge through the preventer on the cartridge receiver/adapter assembly and hand tighten firmly. Refer Figure 2.2-11. ! CAUTION ! When installing the cartridge receiver/adapter onto the PMD, the puncture pin will gradually penetrate the seal on the cartridge. At about the two thirds point of turning the assembly onto the PMD, the nitrogen gas will begin to escape the cartridge, flowing through the detection tubing and on into the DAD.
FIGURE 2.2-8. RECEIVER/ADAPTER REMOVAL
M2.2-4
The pressure within the DAD should reach a level of approximately 85 psi (586 kPa) when the PMD cartridge is fully installed.
Ansul “Checkfire” Pneumatic Automatic Fire Control System
M02002
6. When the internal DAD pressure exceeds 65 psi (448 kPa) a short spurt of gas will exit from the bleed holes on the DAD signifying that the DAD is fully charged and operative. The warning module pressure switch will trip to the open position causing the light on the instrument panel to go out. NOTE: Should the system be over-pressurized, a pressure relief valve on the DAD will activate at 140 psi (965 kPa), avoiding any damage to the DAD components. 7. Install the PMD cartridge. 8. Once the PMD cartridge is fully installed, perform the following tasks: a. Check the gauge pressure on the DAD and record. Pressure should be 70-90 psi (483621 kPa). FIGURE 2.2-11. CARTRIDGE INSTALLATION
b. Check the gauge pressure on the PMD and record. Pressure should be 200-1800 psi (1.38-12.4 MPa). c. Use a soap or similar leak check solution at all detection tubing connections to check for obvious, rapid leaks. If any occur, tighten these fittings.
For best results, turn the cartridge receiver/ adapter assembly onto the PMD as quickly as possible. A slight resistance to turning will be encountered when the puncture pin begins to penetrate the cartridge seal. Do not stop at this point. Continue to turn the cartridge receiver/ adapter assembly onto the PMD until it is in its fully installed position. Then tighten as firmly as possible by hand.
M02002
9. Install an LT-10-R cartridge onto the DAD. Tighten as firmly as possible by hand. 10. Install the cartridge guards on both the DAD and PMD.
Ansul “Checkfire” Pneumatic Automatic Fire Control System
M2.2-5
Warning Light
DAD Gauge
PMD Gauge
Probable Cause
Corrective Action
On
Red
Red
Fired or Near Fired System
Off
Red
Red
Near Fired System
2
On
Red
Green
Faulty PMD Valve Core
3
Off
Red
Green
Faulty DAD Gauge
4
On
Green
Red
PMD Cartridge Low
2
Off
Green
Red
PMD Cartridge Low
2
On
Green
Green
Faulty Switch or Wiring
5
Off
Green
Green
System Operational
1 or 2
None
CORRECTIVE ACTION 1. Check system and recharge SCAD and extinguishing systems if fired. 2. Replace the PMD cartridge. 3. Remove the DAD cartridge and actuate SCAD system by operating the pressure relief valve located on DAD component. If DAD does not reset (light-off- condition), relieve all remaining pressure through the relief valve. Remove the top cap of PMD component and replace valve core. Recharge the SCAD system. 4. Replace the DAD gauge.
M2.2-6
5. Check system's wiring for problems. Look for wiring short. Repair or replace. If no problem exists, remove DAD cartridge and cycle system by pulling pressure relief valve on DAD. If light does not flicker on and off, replace pressure switch.
If during troubleshooting, any cartridge needs replacing, follow instructions provided in this section for changing or charging cartridges as needed.
Ansul “Checkfire” Pneumatic Automatic Fire Control System
M02002
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2.3- 2) 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 2.3-2.
Control Module (Figure 2.3-1): 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 2.3-1. CONTROL MODULE
FIGURE 2.3-2. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM 1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown) 2. Manual/Automatic Actuator 4. Power Wire
M02003
Fire Control 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
FIGURE 2.3-6. TEST KIT 1. Indicator Light Assembly 2. End-of-Line Detection Wire Jumper Assembly
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.
Test Kit (Figure 2.3-6): Provides for checking of electrical continuity and consists of an indicator light assembly and an End-ofLine linear detection wire jumper assembly.
FIGURE 2.3-7. SQUIB Squib (Figure 2.3-7):
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
Is an electrically detonated component containing a small exact charge of powder. When the actuation circuit is closed by the linear detection wire melting, an internal wiring bridge in the squib heats up causing the power charge to detonate, forcing the puncture pin to rupture the cartridge disc to release the nitrogen gas charge.
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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.
Securing the Detection Wire After the linear detection wire has been loosely installed, secure it to the equipment being protected as follows: 1. Begin at the control module with the first section of detection wire. If this section is sufficient to cover the total hazard area, no additional lengths are required. If additional lengths are required, remove blank plugged connector from the end of first length and add lengths until the total hazard area(s) is covered.
b. If battery power is correct, proceed to checking total system power.
NOTE: Remember to leave closed blank plug connection on the last length of detection wire. When making connection, push plug into receptacle until a "click" is heard (Figure 2.3-8). 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
FIGURE 2.3-8. LINEAR DETECTION WIRE CONNECTOR
Do Not install squib to power lead at this time (Figure 2.3-10).
2. Secure the wire every 12-18 in. (30-45 cm) throughout the hazard area(s) using the black nylon cable ties provided. Secure more often if desired, or to keep the wire out of the way. Secure the wire to mounting surfaces, decks, struts, hydraulic hoses in the area, or any secure, non-moving part of the protected equipment. Always keep the previously mentioned guidelines in mind when installing the wire. Preliminary Test Before Final Hook-Up All necessary linear detection and power wire installation is now completed. Before arming the actuator with the squib, it is necessary to check to insure all connections are made properly. FIGURE 2.3-10. DO NOT CONNECT SQUIB
1. The Power Wire a. Depress the button on top of the control module and note green indicator light (Figure 2.3-9). With button, depressed, light should
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Fire Control System
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 to prevent fire suppression system from discharging 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 2.312). 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
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FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY
FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSEMBLY
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Installation Procedure for Squib After all testing has been completed and all test kit components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole on actuator body and firmly tighten (Figure 2.3-15). 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). Hand tighten as firmly as possible.
FIGURE 2.3-15.
Placing the Electric Detection & Actuation System Into Service To place the Electric Detection and Actuation System into service, proceed as follows: 1. Check all fasteners for tightness. Insure jam nut on actuator body is securely tightened. 2. Before installing actuator cartridge, push manual puncture lever several times to insure smooth operation. 3. Insert ring pin in hole and attach lead wire seal (See Figure 2.3-18).
FIGURE 2.3-16.
FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower actuator body and hand tighten firmly. FIGURE 2.3-17.
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5. Record date that system was placed in service.
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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.
Do Not reinstall cartridge at this time. 5. Test system power by depressing button on control module. Note illumination of light while button is depressed.
System is now back in service. Record date of installation of new squib.
6. Remove squib connector before proceeding with next series of checks (Figure 2.3-19).
1. Check all mounting bolts for tightness. 2. Check all wiring connectors for tightness and possible evidence of corrosion. 3. Inspect detection and power wire as follows: a. Check for wear due to abrasion (at wall penetrations, around corners, etc.). b. Check for damage from direct impact or other abuse. c. Check mounting locations for tightness. d. Insure mounting hardware has not come loose or been broken, either of which would allow the wire to sag.
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FIGURE 2.3-19. REMOVE CARTRIDGE AND DISCONNECT SQUIB
7. Using the furnished test kit assembly, proceed to the end of the last length of detection wire. Remove the plugged blank connector and install the jumper assembly (retain plugged blank connector to be reinstalled after testing is completed). 8. With jumper in place, screw the squib connector into receptacle on test module (Figure 2.3-20). Light on the test module should immediately illuminate. This test confirms that the detection wire is properly installed and will function as intended.
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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. 14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.
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.
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
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4. Having a hand portable fire extinguisher is advised because remaining heat may cause part of the fire to re-ignite after the fire suppression system has discharged. Depending on the heat that remains, this may occur a number of times, so remain alert until the equipment cools and you are assured that re-ignition is not likely.
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M2.3-7
What to Expect When a fire suppression system discharges, there is some noise, accompanied by clouds of dry chemical. While breathing foreign particles is not pleasant, the agent is non-toxic. What to Do After the Fire is Out The machinery should not be restarted until it has been serviced and cleaned (water spray or steam may be used to remove the dry chemical). If the Electric Detection and Actuation System cannot be recharged immediately, at least recharge the remainder of the fire suppression system so that manually actuated protection is available. Recharging the Electric Detection and Actuation System The recharge of the Electric Detection and Actuation System is similar to the original procedure for installing and placing the automatic detection system into service. Follow these procedures as outlined previously in this manual, omitting the section which deals with mounting the bracket and power wire. Replace the entire length(s) of detection wire involved in the fire area. Before the system is put back into service, it is important that the inside chamber of the actuator be cleaned thoroughly. Failure to do so may cause excessive carbon build-up on the internal O-ring and piston chamber. This build- up will also stop the puncture pin from returning to its up-most 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 button manually several times to insure free movement of puncture pin. NOTE: When puncture pin is fully reset, cutting point of pin will be located approximately 0.06 in. (1.6 mm) below thread on lower actuator body (Figure 2.3-22).
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TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed. POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Blown fuse in battery connector assembly
Look for possible short in external power wiring and change fuse
Battery connection loose Connector between power wiring unsnapped or wire broken
Clean and tighten Reconnect/install new length
Dead battery
Charge battery or install new one
Bulb burned out
Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate. POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Jumper assembly not in place on end of detection zone wiring
Install jumper assembly Reconnect
Connector apart on either power or detection zone wiring
Loosen green lens, install new bulb
Bulb burned out
Look for possible short in external power wiring and change fuse
Blown fuse in battery connector assembly
Install new length
Wire broken
Charge battery or install new one
Dead battery
Clean and tighten
Battery connection loose
TROUBLE: Test Module Light Will Not Go Out POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Jumper assembly left in place on end of detection wire
Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire
Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Check for previous fire condition
Replace length(s) of detection zone wire. Replace squib and recharge
Detection wire too close to heat source Test jumper assembly left in place after testing
Check for broken points of security, move away from heat source, and recharge Remove jumper, reinstall plugged end of line connector and recharge
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Fire Control System
M2.3-9
NOTES
M2.3-10
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FIRE CONTROL SYSTEM (MANUAL) The fire control system aids in protecting the machine in the event of a fire. The system consists of: •
Actuators
•
Pneumatic Actuator/Cartridge Receivers
•
Pressure Relief Valve
•
Check Valves
•
Dry Chemical Tanks
•
Hoses And Nozzles.
Operation To actuate the fire control system, pull the safety ring on either of the actuators and depress the lever. One actuator is located in the cab near the operator. Another actuator is located on the left fender structure near the bumper. NOTE: Operating either actuator will activate fire control system.
When either actuator is depressed, a nitrogen cartridge will pressurize the dry chemical tank. Once the dry chemical tank has pressurized to a sufficient pressure, a bursting disc in the tank outlet will break, allowing the fluidized chemical to flow to the nozzles. The nozzles will direct the agent at the fire and extinguish the flames.
Inspection and Maintenance It is imperative that the fire control system is inspected at least every six months. To insure that it will operate effectively: 1. Check the system for general appearance, mechanical damage and corrosion. 2. Inspect each chemical tank fill cap gasket for damage and replace if necessary. Examine cap for nicks, burrs, cross threading or rough edges. 3. Check the level of dry chemical. The level should not be less than three inches (76 mm) from bottom of fill opening. Dry chemical must be free flowing, with no caking. 4. Insure that the vent in the fill opening threads is not obstructed. 5. Remove the cartridge from the extinguisher and examine the disc-seal. Replace seal if necessary. Install cartridge hand tight.
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
FIGURE 2-1. FIRE CONTROL SYSTEM 1. Cab Actuator 2. Remote Actuator 3. Safety Relief Valve 4. Check Valves
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5. Actuator Receiver 6. Cartridge 7. Bursting Disc Union 8. Dry Chemical Tank
Fire Control System
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3. Remove each extinguisher from its bracket. 4. Disassemble bursting disc union and replace the ruptured bursting disc with flat side toward extinguisher. 5. Fill tank with dry chemical to not more than three inches (76 mm) from the bottom of the fill opening. 6. Inspect fill opening threads and gasket. If necessary clean threads. 7. Install the fill cap and tighten the cap hand tight. 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. 16. Inspect hose, fittings and nozzles for mechanical damage. Replace all hose that has been exposed to fire areas.
Recharging Procedures After actuating the fire control system, the system should be recharged. Follow the procedure below for each dry chemical tank and actuator installed:
17. Clean the nozzles and repack the openings with silicone grease or install blow-off caps. Use caps for new designed nozzles shown in Figure 2.1-2.
1. Relieve the pressure from the lines by pulling the ring on the safety relief valve. 2. Disconnect line from tank actuator and remove line from the bursting disc union.
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Fire Control System
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LINCOLN AUTOMATIC LUBRICATION SYSTEM OVERVIEW
Components
Operation
The system is comprised of seven basic elements plus the necessary hoses and lube lines:
The automatic lubrication system (Figure 3-1) is controlled by an electric timer and an electrically operated solenoid valve. During truck operation, the timer periodically operates a switch which energizes the solenoid air valve. As the solenoid air valve opens, regulated air enters the pump air motor, and the pump begins to operate, delivering lubricant through the supply lines to each injector. At the same time, as regulated air is applied to the air motor, regulated air is applied to the vent valve which keeps the vent valve closed until the 3-way solenoid air valve is denergized. After the injectors have cycled, lubricant pressure rises quickly to 2500 psi (17.5 MPa), and the pump stalls against this pressure. The pump will remain stalled for a few seconds until the timer switch contact is broken and the solenoid air valve is de-energized, shutting off the air supply. Trapped air exhausts, the vent valve opens, and lubricant pressure in the supply line is vented back to the reservoir. The injectors reload and the system is reset and ready for the next lube cycle. Figure 3-1 shows input air supply to the pump going through the solenoid air valve, then through an air regulator to the air powered pump. A branch line of regulated air is routed directly to the vent valve.
1. Air Pressure 2. Air Regulator and Gauge 3. 24 VDC Solid State Timer 4. 3-way Solenoid Air Valve 5. Lube Injectors 6. Grease Reservoir 7. Air Pump Motor Description of Components 1. Air Powered Reciprocating Pump a. 50:1 Pressure Ratio. b. Reservoir Grease Capacity of 60 lbs. (27.2 kg). 2. Air Regulator and Gauge a. Normal Operation - regulator output should be set at 60-65 psi (414-448 kPa). b. Extreme Winter Conditions - regulator output may be reset to 90 psi (621 kPa). 3. 24 VDC Solid State Timer: Operating Temperature Range -20°F to 131°F (-29°C to 55°C). The timer is mounted in the cab to help insure temperature stability.
FIGURE 3-1. TYPICAL AUTOMATIC LUBRICATION SYSTEM 1. Air Supply 2. D.C. Timer 3. Solenoid Air Valve 4. Air Regulator & Gauge
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5. Vent Valve 6. Unloader 7. Pump 8. To Lube Point
9. To Next Injector Group 10. Injectors 11. Lubricant Reservoir 12. Lubricant Supply Line
Lincoln Automatic Lube System
13. Pipe Plug 14. Pipe Plug or Grease Coupler
M3-1
Initial Reservoir Fill
4. Solenoid Air Valve - Three-way a. Routes system air to the appropriate locations in the lube system. b. Power requirement for solenoid air valve and timer is 15 watts. 5. Injectors (SL-1) a. Each lube injector services only one grease point.
1. Remove 0.50 in. (1.27 cm) pipe plug (13, Figure 3-1) from upper portion of lubricant reservoir. This will prevent damage to reservoir by allowing air to escape as reservoir is being filled. NOTE: The 830E is factory equipped with a fill line attached to a plate, mounted on the right side of the front bumper and connected to grease coupler (14) on lower portion of reservoir.
b. Injectors are available in banks of two, three, four and five as well as single replacement units.
2. Clean grease coupler (14) on lower portion of reservoir.
c. Injector output is adjustable: Maximum output = 0.08 in³ (1.31 cc). Minimum output = 0.008 in³ (0.13 cc).
3. Attach supply hose from external fill source to coupler (14).
d. In case of air pump malfunction, each injector is equipped with a covered grease fitting to allow the use of external lubricating equipment.
GENERAL INSTRUCTIONS
4. Fill reservoir with approximately 60 lbs. (27.24 kg) of grease. When reservoir is filled, grease will appear at upper pipe plug hole (13). 5. Remove supply hose from grease coupler (14). Remove excess grease from coupler. Install pipe plug (13) and tighten to standard torque.
Lubricant Required for System
System Priming
Refer to “Lubrication Chart”, Lube Key E, for correct lubricant specification and for specific lube points for a specific truck model.
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. To run the air pump when priming the lube system, connect a jumper wire between the ignition and solenoid posts on the solid state timer.
1. Above 90°F (32°C) - Use NLGI No.2 multipurpose grease (MPG). 2. -25° to 90°F (-32° to 32°C) - Use NGLI No. 1 MPG. 3. Below -25°F (-32°C) - Refer to local supplier for extreme cold weather lubricant requirements.
FIGURE 3-2. REAR LUBE INJECTOR INSTALLATION (TYPICAL) 1. Suspension, Lower, LH 2. Hoist Cyl., Top LH 3. Hoist Cyl., Lower LH
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4. Suspension, Top LH 5. Body Pivot LH 6. Body Pivot RH 7. Suspension, Top RH
8. Grease Supply Line 9. Suspension, Lower RH 10. Hoist Cyl., Top RH
Lincoln Automatic Lube System
11. Hoist Cyl., Lower RH 12. Axle Pivot Pin 13. Anti-Sway Bar, LH 14. Anti-Sway Bar, RH
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1. Fill lube reservoir with lubricant, if necessary. 2. Remove plugs from all injector manifold dead ends and supply lines. 3. Turn air pump vent plug counterclockwise one full turn. To expel trapped air between air pump and supply line connection, run air motor until grease flows freely from the vent plug. Close vent plug clockwise. 4. Continue to run air pump until grease flows from any one plug opening in the system. Replace plug in this opening. 5. Repeat step 4 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.
4. Voltage checks at the timer should be accomplished if the above checks do not identify the problem. a. Insure timer ground connection is clean and tight. b. Using a Volt-Ohm meter, read the voltage between positive and negative posts on the solid state timer with the truck keyswitch "ON". Normal reading should be 18-26 VDC, depending upon whether or not the engine is running. 24 VDC Solid State Timer Adjustment The timer is factory set for a nominal 2.5 minute (off time) interval. Dwell time is approximately 1 minute, 15 seconds. A longer interval (off time) is obtained by turning the Selector knob (3, Figure 3-3) to the desired position..
SYSTEM CHECKOUT To check system operation (not including timer), proceed as follows: 1. Lift the passenger seat and connect a jumper wire between “SOL” terminal and “LUBE SW” terminal on the 24 VDC solid state lube timer. Turn keyswitch "ON". Pump should operate. NOTE: If terminal post identification on the solid state timer is not legible, refer to Figure 3-5 for terminal positions. 2. Keep jumper wire connected until the pump stalls. 3. Disconnect jumper wire. System should vent. Turn keyswitch “OFF".
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. 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.
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FIGURE 3-3. TIMER (TOP COVER REMOVED) 1. Timer 2. Red LED (Light Emitting Diode) indicates pump solenoid is “ON”.
3. Timer Selector
NOTE: Set timer by turning the Selector knob (3) to the 2.5 minute setting point. Then, turn the Selector clockwise, one detent at a time, to the desired setting, or until the maximum limit of eighty minutes is reached.
The solid state timer is a sealed unit, do not attempt disassembly.
Lincoln Automatic Lube System
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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)
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
1. Adjusting Screw 2. Locknut 3. Piston Stop Plug 4. Gasket 5. Washer 6. Viton O-Ring 7. Injector Body Assembly 8. Piston Assembly 9. Fitting Assembly
10. Plunger Spring 11. Spring Seat 12. Plunger 13. Viton Packing 14. Inlet Disc 15. Viton Packing 16. Washer 17. Gasket 18. Adapter Bolt 19. Adapter 20. Viton Packing
NOTE: The Piston Assembly (8) has a visible indicator pin at the top of the assembly to verify the injector operation.
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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Lincoln Automatic Lube System
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INJECTOR OPERATION
STAGE 1. The injector piston (2) is in its normal or “rest” position. The discharge chamber (3) is filled with lubricant from the previous cycle. Under the pressure of incoming lubricant (6), the slide valve (5) is about to open the passage (4) leading to the measuring chamber (1) above the injector piston (2).
STAGE 2. When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring chamber (1) above the injector piston (2) which forces lubricant from the discharge chamber (3) through the outlet port (7) to the bearing.
STAGE 3. As the injector piston (2) completes its stroke, it pushes the slide valve (5) past the passage (4), cutting off further admission of lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2) and slide valve (5) remain in this position until lubricant pressure in the supply line (6) is vented (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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Lincoln Automatic Lube System
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TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Does Not Operate Low air pressure.
Adjust air pressure to 60 - 65 psi (414 - 448 kPa), if necessary [90 psi (621 kPa) during cold weather].
Lube system not grounded.
Correct grounding connections to pump assembly and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC power required; be sure keyswitch is “ON”.
Timer malfunction.
Replace timer assembly.
Solenoid valve malfunctioning.
Replace the solenoid valve assembly.
Pump malfunction.
Replace pump assembly.
NOTE: On initial startup of the lube system, the timing capacitor will not contain a charge; therefore, the first timing cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as specified.
TROUBLE: Pump Will Not Prime Low lubricant supply.
Check lubricant level in reservoir and service reservoir with specified grease until grease weeps from vent plug.
Dirt in reservoir, pump inlet clogged.
Clean reservoir completely, remove and clean pump assembly thoroughly.
Air trapped in pump.
Open vent plug counterclockwise with pump running. When grease flows freely from vent, close vent plug clockwise.
NOTE: System air applied to the lube system air pump is also applied to the vent valve. When the pump is operating, air pressure keeps the vent valve closed and grease is directed from the pump outlet and to the injectors. When air supply to the air motor is interrupted, the vent valve opens and supply pressure vents back to the reservoir. Safety unloader valve faulty.
Replace safety unloader valve.
NOTE: The safety unloader valve prevents buildup of excessively high pressure in the lube system which could damage components. This valve is factory preset to open between 3750 - 4250 psi (25.9 - 29.3 MPa). The valve is not serviceable, nor is it adjustable. Outlet check valve clogged.
M3-6
Remove check valve from pump outlet, clean thoroughly or replace.
Lincoln Automatic Lube System
M03001 12/98
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Will Not Build Pressure Pump not primed.
See items in “Pump Will Not Prime”.
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 scored, by-passing air.
Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate NOTE: Normally, during operation, the injector indicator stem (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 air pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative - pump buildup not sufficient to Service and/or replace pump assembly. cycle injectors.
FIGURE 3-5. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE 1. Solenoid Air Valve 2. Main Air Supply 3. To Air Pump Motor 4. Timer* *Keyswitch (6) must be closed (“ON”) to energize Timer (4).
M03001 12/98
5. Fuse Holder 6. Keyswitch 7. To Battery (+) 8. To Ground (-) 9. Solenoid 10. Relay 11. Timer (Solid State)
Lincoln Automatic Lube System
12. Timer (Housing) 13. Battery 14. Keyswitch 15. 7.5 Amp Fuse
M3-7
NOTES:
M3-8
Lincoln Automatic Lube System
M03001 12/98
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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 2. Breather Valve
3. Fuel Receiver 4. Fuel Level Gauge
NOTE: This illustration represents a typical installation. Fuel tanks 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
Wiggins Quick Fill Fuel System
6. Cover 7. Spring 8. Steel Ball 9. Valve Assembly
10/96 M05002
LEFT SIDE FILL This location permits fueling the truck from the left side.
Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.
FIGURE 5-3. LEFT SIDE FILL 1. Hydraulic Tank 2. Filler Hose
3. Frame Rails 4. Fuel Tank
5. Filler Cap 6. Receiver Assembly
7. Refueling Box 8. Capscrew 9. Tapped Bar
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
M05002 10/96
Wiggins Quick Fill Fuel System
M5-3
NOTES
M5-4
Wiggins Quick Fill Fuel System
10/96 M05002
FAN DRIVE CLUTCH GENERAL DESCRIPTION The Fan Drive Clutch is an oil pressure actuated, oil cooled and lubricated, multi-plate 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).
FIGURE 6-2. INPUT COMONENTS FIGURE 6-1. FAN CLUTCH ASSEMBLY
M06001
1. Pulley 2. Front Bearing Retainer 3. Rear Bearing Retainer
Fan Drive Clutch
4. Front Oil Seal 5. Rear Oil Seal 6. Ball Bearings 7. Steel Clutch Plates 8. Clutch Piston
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.
tiple 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.
FIGURE 6-3. OUTPUT COMPONENTS 1. Facing Plates 2. Clutch Hub
3. Fan Mounting Hub 4. Fan Spacer
FIGURE 6-4. STATIONARY COMPONENTS 1. Shaft/Bracket Assembly (Typical)
Stationary Components
2. Pilot Tubes
(Refer to Figure 6-4): The shaft & bracket assembly (1) is bolted to the engine and supports the fan clutch components. Pilot tubes (2) secured to the shaft pump oil from the clutch, directing it back to the oil reservoir (engine oil pan). Fully Engaged
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 determined by the tag attached to the body. Some applications require mul-
M6-2
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
FIGURE 6-5. THERMAL SENSOR AND SOLENOID VALVE 1. Solenoid Valve
2. Thermal Sensor # 1 Remember:
Modulated Variable Speed 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 pilot 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
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. Pilot tubes face into the direction of input rotation. The rotational movement of the oil rams the oil into the pilot 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 forward-rearward. 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 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
ating 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)
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 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. 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 many factors such as engine horsepower rating, cooling system design etc. Each thermal sensor has a tag attached to the body which specifies the oper-
M6-6
180°F - 190°F (82.2°C - 93.°C) 120°F - 130°F (48.9°C - 54.3°C) (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 substitute 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: FAN DIAMETER
MAX. ROTATIONAL MOVEMENT
INCHES
METERS
INCHES
MILLIMETERS
68
1.7
1.12
28.4
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 pilot 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.
Fan Drive Clutch
M06001
FIELD CHECK DIAGNOSIS 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.
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.
Refer to instructions which follow for testing the thermal sensor and solenoid valve.
• Never shut off oil supply to fan clutch. Check Clutch Lock-up 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: 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.
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. 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.
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:
M06001
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:
On Truck Test
1. Stop the engine. 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.
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. Place the vehicle in a work cycle of sufficient severity to heat the engine into the operating range of the thermal sensor.
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.
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.
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. a. 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 Test Conditions and Requirements: 1. The thermal sensor must be tested under load. 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.
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 VDC(2) Temperature Above Thermal Sensor Operating Range
0.0 VDC
0.0 - Max.psi (0.0 - Max. kPa)(1) 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 PROBABLE CAUSES
SUGGESTED CORRECTIVE ACTIONS
TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously. 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)
Thermostat not operating.
Replace thermostat.
Water pump defective.
Replace water pump.
TROUBLE: Engine runs cold, Fan runs continuously at engine speed. 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.
M06001
Fan Drive Clutch
M6-11
PROBABLE CAUSES
SUGGESTED CORRECTIVE ACTIONS
TROUBLE: Engine runs cold, Fan runs continuously at engine speed. 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. 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 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 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
PROBABLE CAUSES
SUGGESTED CORRECTIVE ACTIONS
TROUBLE: Fan Clutch squeals as it engages 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 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.
M06001
Fan Drive Clutch
M6-13
M6-14
Fan Drive Clutch
M06001
DESCRIPTION
End Cap
Fan Mounting Hub
Front Retainer / Seal Assembly
Front Wear Sleeve (Without Notch)
Front Bearing
Facing Plates
Clutch Hub
External Snap Ring
Sleeve Bearing
Sleeve Bearing
Front Oil Seal
Front Bearing Retainer
O-Ring Seal
REF.
1
2
3
4
5
6
7
8
9
10
11
12
13
OUTPUT COMPONENTS
O-Ring Seal Rear Bearing Retainer Rear Oil Seal Internal Snap Ring Seal Ring (small)
24 25 26
Bolt
21
23
Lockwasher
20
22
Seal Ring (large)
17
Pulley
Piston
16
19
Steel Clutch Plate
15
18
Bolt Lockwasher
14
DESCRIPTION
REF.
INPUT COMPONENTS
Rear Retainer / Seal Assembly Rear Bearing External Snap Ring
37 38
Orifice (Not shown in “Oil In” Port)
35 36
Pilot Tube Rear Wear Sleeve (With Notch)
34
32 33
Shaft/Bracket Assembly (Typical) Seal Ring
31
External Snap Ring Shim
30
28 29
Spring Washer Internal Snap Ring
27
DESCRIPTION
REF.
STATIONARY COMPONENTS
FAN CLUTCH DISASSEMBLY INSTRUCTIONS Refer to page M6-14 for individual parts referenced in the following instructions:
1. Support the fan clutch on a bench with the fan mounting hub (2) up. Support beneath the pulley. Remove bolts (14) with lockwashers (15).
3. Remove O-Ring seal (13).
2. 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).
4. Support the bearing retainer sub-assembly on the bench with the clutch hub (7) up. Remove external snap ring (8).
M06001
Fan Drive Clutch
M6-15
5. Remove clutch hub (7).
7. Remove the front oil seal (11).
6. 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.
8. Remove internal snap ring (28).
M6-16
Fan Drive Clutch
M06001
9. 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. 11. 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.
10. Remove the wear sleeve (4). Split the wear sleeve with a chisel to loosen it.
M06001
12. 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.
Fan Drive Clutch
M6-17
13. 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.
15. Remove external snap ring (29), shim (30), and spring washer (27).
NOTE: A #4 arbor press or a small hydraulic press will be needed to press the sleeve bearings out.
14. Remove the stack of facing plates (6) and steel clutch plates (16) from inside the pulley.
M6-18
16. 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.
Fan Drive Clutch
M06001
17. Remove the seal rings (18 and 26) from the piston.
19. 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 tubes from the hole in the shaft.
18. 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.
20. Remove both seal rings (32).
M06001
Fan Drive Clutch
M6-19
21. Remove external snap ring (38).
23. 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).
22. Remove internal snap ring (25).
24. Remove oil seal (24).
M6-20
Fan Drive Clutch
M06001
25. 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. 27. 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.
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.
28. Press the front retainer/seal assembly (3) onto the fan mounting hub (2). The inner race of the retainer should be recessed 0.040 in. (1.0 mm) below the shoulder.
30. 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.
29. 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.
M6-22
31. 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 0.25 in.- 0.28 in. (6.3 - 7.1 mm) below the shoulder.
Fan Drive Clutch
M06001
32. Coat the bore of the fan mounting hub (2) with a thin coating of Loctite® #290 (or equivalent). 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. Note: When the end cap is properly seated, it's O.D. will be tight against the fan mounting hub.
33. Press the rear retainer/seal assembly (36) onto the shaft (31). The inner race of the retainer should be recessed 0.040 in. (1.0 mm) below the shoulder.
34. 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!
35. 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.
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
36. Install internal snap ring (25).
38. 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.
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.
M6-24
39. Install external snap ring (38).
Fan Drive Clutch
M06001
40. Be sure the pitot tube holes in the shaft are clean and free of burrs and staking material, to allow the pitot tubes to fit into the holes and seat completely to the bottom. Apply a thin coating of Loctite® #609 (or equivalent) on the straight end of one pitot tube (33). Coat the tube to approximately 0.75 in. (20 mm) from the end.
42. 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 tubes to the bottom of the hole. The outer end of the tube should be located well within the pulley-locating shoulder of the bearing retainer. Rotate the tube so the open, bent end faces in a counter-clockwise direction, and is EXACTLY parallel to the surface of the bearing retainer. (A large phillips-head screwdriver inserted in the end of the tube can be conveniently used as an alignment gage). Install the second pitot tube in the same manner as the first. Stake each pitot tube in three places, (at the 9, 12, and 3 o'clock positions) to prevent the tubes from rotating in operation.
43. Install internal snap ring (28). 41. Install both hook-type seal rings (32) in the grooves in the shaft.
M06001
Fan Drive Clutch
M6-25
44. 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.
46. Install the clutch hub (7) on the fan mounting hub splines with the open end down.
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.
47. Install external snap ring (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
48. Install the small seal ring (26) in the piston (17). Lubricate the seal ring groove with an oil-soluble lubricant. Squeeze the "L shaped" seal ring to form it into a tight "V" shape all the way around its diameter. Then install the seal ring into the groove.
50. Install the piston in the pulley. First lubricate the internal and external surfaces the seal rings (18 & 26) will contact, with an oil-soluble lubricant such as was described above. Carefully place the piston in the pulley. 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 seal rings to be cut.
Note the shape of the groove. It will properly accept the seal ring in only one way.
49. Install the large seal ring (18) in the piston (17), as was done with the small seal ring. Lubricate the seal ring groove with an oil-soluble lubricant. (petroleum jelly or a 50%-50% mixture of engine oil and STP work well). Squeeze the "L shaped" seal ring to form it into a tight "V" shape all the way around its diameter. Then install the seal ring into the groove.
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.
Note the shape of the groove. It will properly accept the seal ring in only one way.
M06001
Fan Drive Clutch
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.
M6-27
52. 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 interfering with the movement of the piston.
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
54. Using petroleum jelly or an oil-soluble grease, "stick" the front O-Ring seal (13) in the pulley groove.
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
56. Install and snug 3 or 4 bolts (14) with lockwashers (15).
58. 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.
57. Using petroleum jelly or an oil-soluble grease, "stick" the rear O-Ring seal (22) in the pulley groove.
59. 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
60. Install orifice fitting (35) in the "oil in" port of the bracket.
61. 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
REF.
DESCRIPTION
20
Lockwasher
32
Seal Rings
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 Snap Ring
37
Rear Bearing
31
Shaft / Bracket Assembly
38
External Snap Ring
REF.
DESCRIPTION
REF.
DESCRIPTION
17
Piston
27
Spring Washer
18
Seal Ring (large)
29
External Snap Ring
19
Pulley
30
Shim
26
Seal Ring (small)
M06001
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 Snap Ring
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 snap ring (38)
0.145 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. Snap ring 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
PART INSPECTION
WEAR LIMITS
(14), (15), (20), (21): Bolts and Lockwashers Re-use if not damaged.
(5), (37): Bearing Assembly Replace
(8), (29), (38): External Snap Ring 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) minimum 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.
M6-34
Fan Drive Clutch
M06001
PART INSPECTION
WEAR LIMITS
(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. Minimum thickness: 0.121 in. (3.07 mm). Replace if "tracked" with grooves, darkened or discolored by heat, damaged, or warped.
(2): Fan Mounting Hub Groove for snap ring (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:
Snap ring 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.
M06001
Fan Drive Clutch
M6-35
PART INSPECTION
WEAR LIMITS
(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).
(3), (36): Retainer / Seal Assembly Replace if damaged, worn, or distorted.
(25), (28): Internal Snap Ring Re-use unless damaged, worn, or distorted.
(33): Pitot Tubes Replace
(13), (22): O-Ring Seal Replace
(27): Spring Washer Replace
(30): Shim Replace
M6-36
Fan Drive Clutch
M06001
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.
FIGURE 6-8. SLEEVE BEARING WEAR
M06001
Fan Drive Clutch
M6-37
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.
FIGURE 6-9. SLEEVE BEARING (9), (10) REMOVAL AND INSTALLATION TOOL
FIGURE 6-10. RETAINER / SEAL ASSEMBLY (3), (36) INSTALLATION TOOL
FIGURE 6-11. WEAR SLEEVE (4), (34) INSTALLATION TOOL
M6-38
Fan Drive Clutch
M06001
ENGINE COOLANT HEATER To aid in cold weather starting, the truck can be equipped with cooling system heaters. Two high capacity coolant heating units are mounted under the engine on the power module subframe. The system includes:
HEATING ELEMENT Removal 1. Disconnect the external power source at the plug-in receptacle. 2. Close the shut-off valves located at the inlet and outlet ports.
• Heaters • Thermostats
3. Remove heating element.
• Coolant Shutoff Valves and Hoses • 220 volt Receptacle • Power Cables, Thermostat Wiring, and Junction Box Heater operation is controlled by a thermostat mounted on the intake end of the heating units. The thermostat turns the heater ON at 120°F (48°C) and OFF at 140°F (60°C). Shutoff valves allow heater element or thermostat sensor replacement without loss of engine coolant.
a. Remove the two Phillips head screws from cover at power cable entry. Slide cover out of the way. b. Disconnect the two electrical leads and remove heating element from the cartridge. Installation 1. Install new heating element. a. Cover the new heating element threads with an anti-seize thread compound.
Do not operate engine while the cooling system heater is plugged in. The flow check valve eliminates coolant flow through the heater while the engine is running. This will cause a lack of circulation in the heater and burn out the heating elements.
Maintenance To check for operation of the heating units, the outlet water hoses should feel warm to the touch. 1. Check all electrical connections to insure proper connections are made. 2. Check for a burned out heating element. (Do not remove heating unit from the truck.) a. Remove the two Phillips head screws and slide end cover out of the way. b. Connect a voltmeter at the two electrical terminals and check for operating voltage (220 to 230 volts) while coolant temperature is below 120°F (48°C). If correct voltage is present, the heating element is defective and should be replaced.
FIGURE 7-1. COOLANT HEATER 1. Thermostat 2. Heater Assembly 3. Water Outlet Port
4. Heating Element 5. Cover 6. Terminals
3. If correct voltage (measured above) is not read at heating element terminals, the thermostat is defective and should be replaced.
M07001 03/95
Engine Coolant Heater
M7-1
b. Screw heating element into cartridge and tighten securely to insure against leaks. 2. Connect the electrical leads. 3. Slide element cover into position and secure with screws. 4. Open shut-off valves. 5. Plug in the external power source. After allowing time for the element to warm up, outlet hoses should feel warm to the touch. 6. Check for leaks and proper coolant level.
THERMOSTAT Removal 1. Disconnect the external power source at the plug in receptacle. NOTE: It is not necessary to remove the thermostat assembly from the heater. 2. Remove the two screws and slide cover out of the way. 3. Disconnect the two electrical leads. 4. Loosen the two setscrews and remove the temperature sensing unit. FIGURE 7-2. THERMOSTAT ASSEMBLY Installation 1. Install a new temperature sensing unit and secure in place with two setscrews.
1. Cover 2. Temperature Sensing Unit
3. Housing 4. Setscrew
2. Connect the electrical leads. 3. Move cover into position and secure in place with screws. 4. Plug in the external power source. After allowing time for the element to warm up, outlet hoses should feel warm to the touch.
M7-2
Engine Coolant Heater
03/95 M07001
ENGINE OIL HEATERS Three engine oil heaters, located in the engine oil pans, are provided for Detroit Diesel engines. The front pan has a 230 volt, 300 watt heater installed in the left side and another of the same rating in the right side. The rear pan contains one 230 volt, 600 watt heater located on the left side. Operation of the heaters is controlled by the coolant system heater thermostats. Cummins engines utilize two 230 volt, 600 watt heaters in a single oil pan. Troubleshooting Operation of the heaters can be checked by touching each mounting boss (3, Figure 7-1) on the oil pan after allowing time for the heaters to warm up: 1. If the boss feels warm to the touch, the heater is functioning. 2. If no heat is detected, verify proper operating voltage (220 to 230 volts) at the heating element leads. 3. If voltage is not present, check the thermostat circuit at the engine coolant heaters. (Refer to "Engine Coolant Heaters".) Also check circuits between heaters and the plug-in receptacle. 4. If no heat is detected, but voltage is correct, the heating element must be replaced.
FIGURE 7-2. HEATER ASSEMBLY 1. Power Cord 2. Cover 3. Washer 4. Rubber Bushing 5. Housing
6. Element Cover 7. Housing Cap 8. Electrical Leads 9. Wire Connectors
HEATING ELEMENT Removal 1. Disconnect the external power source at the plug-in receptacle. NOTE: Heater element replacement can be accomplished without draining the crankcase oil by disassembling all parts from the element cover. Figures 7-2 and 7-3 show the complete heater assembly removed from the pan. 2. Remove cap (7, Figure 7-2), remove connectors (9) and disconnect wires (8). 3. Remove cord grip cap (2) and remove power cord from the housing. 4. Remove the heater housing from the element cover. FIGURE 7-1. ENGINE OIL HEATER 1. Heater Assembly 2. Power Cord
M07003
3. Oil Pan Mounting Boss
5. Loosen the setscrew (3, Figure 7-3) and remove the heater element from the cover.
Engine Oil Heaters
M7-1
FIGURE 7-3. HEATING ELEMENT REMOVAL 1. Element Cover 2. Heating Element
3. Element Retaining Setscrew
Installation 1. Install a new heater element and secure in place with the setscrew (3, Figure 7-3).
The Detroit Diesel front pan requires 300 watt elements. The rear requires one 600 watt element. Do not interchange. 2. Coat the threads of the element cover with an anti-seize compound and install the housing (5, Figure 7-2). 3. Insert the power cord (1), cord grip bushing (4), washer (3) and cap (2) into the housing. 4. Twist the wires together and place a screw-on connecter on each pair. 5. Adjust the power cord and tighten the cord grip cover. 6. Replace the housing cap. 7. IIf engine oil was drained, refill the crankcase with fresh oil.
M7-2
Engine Oil Heaters
M07003
ENGINE COOLANT & OIL HEATERS, 440 VOLT To aid in cold weather starting, the truck can be equipped with optional cooling system and engine oil heaters. Two high capacity coolant heating units are mounted under the engine on the power module subframe. Engine Oil heaters are mounted in each oil pan. The system includes: • Heaters • Thermostats
apply line voltage to the heater elements when cooling system temperature drops below 120°F (48°C) and the thermostats close. Thermostat contact closure energizes the magnetic contactor and supplies line voltage to the heating elements. When coolant temperature exceeeds 140°F (60°C), the thermostat contacts open and de-energize the magnetic contactor. The thermostats are located at the inlet of each coolant heater assembly. Shut-off valves allow coolant heater element or thermostat sensor replacement without loss of engine coolant. Engine oil heater elements can be replaced without draining the engine oil.
• Coolant Shutoff Valves and Hoses • Power Receptacle • Magnetic Contactor • Power Cables, Thermostat Wiring, and Junction Box
The 440 volt engine oil and coolant heater system utilizes a magnetic contactor in the electrical circuit to
Do not operate engine while the heater system is operating. Lack of coolant circulation in the heaters will burn out the heating elements.
FIGURE 7-1. ENGINE HEATERS INSTALLATION 1. Power Module 2. Contactor Junction Box 3. Coolant Shut-Off Valve 4. RH Oil Heater
M07004
5. Lower Coolant Heater 6. Upper Coolant Heater 7. LH Oil Heater
Engine Coolant and Oil Heaters, 440 Volt
8. Thermostat 9. Mounting Bracket 10. Outlet Hose
M7-1
FIGURE 7-2. HEATER SYSTEM ELECTRICAL HOOKUP 1. Line Power Receptacle 2. Contactor Junction Box
Troubleshooting To check for proper operation of the heating units, the coolant outlet water hoses (10, Figure 7-1) and the oil pan heater mounting bosses (3, Figure 7-4) should feel warm to the touch. If none or only several of the heaters feel warm to the touch after allowing sufficient time for warm-up, perform the following checks: 1. Open the magnetic contactor box located on the lower left of the radiator shroud (2, Figure 7-1). Visually check all electrical connections in the box and to the heating units. 2. With line voltage applied to the system, verify a nominal 440 volts across terminals "84" and "87" at the magnetic contactor (3, Figure 7-2). 3. With the coolant temperature below 120°F (48°C), verify a nominal 440 volts across terminals "85" and "86".
M7-2
3. Magnetic Contactor 4. Cord Grip
4. If voltage is not present on terminals "85" and "86", disconnect the power cable at the junction box receptacle and check the thermostat contacts using an ohmmeter. Verify continuity across terminals "87" and "88" at the magnetic contactor. 5. If the circuit between terminals "87" and "88" is open: a. Remove each of the thermostat covers 1, Figure 7-7) and check for continuity between the terminals. b. If no continuity exists and coolant temperature is below 120° (48°C), the thermostat is defective and should be replaced. (Refer to "Thermostat".) 6. If the circuit between terminals "87" and "88" at the magnetic contactor is closed, but operating voltage was not present at terminals "85" and "86", the magnetic contactor is defective and must be replaced.
Engine Coolant and Oil Heaters, 440 Volt
M07004
7. If the circuit between terminals "87" and "88" at the magnetic contactor is closed, and operating voltage was present at terminals "85" and "86", check for burned out heating elements: Coolant Heaters: a. Remove the two Phillips head screws and slide end cover (5, Figure 7-3) out of the way. b. With the power cable connected, attach a voltmeter at the two electrical terminals (6) and check for operating voltage (nominal 440 volts) while coolant temperature is below 120°F (48°C). If correct voltage is present, the heating element is defective and should be replaced. Refer to "Coolant Heater Element". FIGURE 7-4. ENGINE OIL HEATER
Oil Heaters: a. Disconnect the power cable at the junction box. b. Remove the housing cap and wire connectors at each heater assembly. Reconnect the power cable and apply power. Measure the voltage at the wires and verify approximately 440 volts. c. If voltage is present but no heat is detected, the heating element must be replaced. Refer to "Oil Heater Element".
1. Heater Assembly 2. Power Cord
3. Oil Pan Mounting Boss
COOLANT HEATER ELEMENT Removal 1. Disconnect the external power source at the plug-in receptacle. 2. Close the shut-off valves (3, Figure 7-1). 3. Remove heating element (4, Figure 7-3). a. Remove the two Phillips head screws from cover at power cable entry. Slide cover (5) out of the way. b. Disconnect the two electrical leads and remove heating element from the cartridge. Installation 1. Install new heating element (4, Figure 7-3). a. Cover the new heating element threads with an anti-seize thread compound. b. Screw heating element into cartridge and tighten securely to insure against leaks. 2. Connect the electrical leads. 3. Slide element cover into position and secure with screws.
FIGURE 7-3. ENGINE COOLANT HEATER 1. Thermostat 2. Heater Assembly 3. Water Outlet Port
M07004
4. Heating Element 5. Cover 6. Terminals
4. Open shut-off valves (3, Figure 7-1). 5. Plug in the external power source. After allowing time for the element to warm up, outlet hoses should feel warm to the touch. 6. Check for leaks and proper coolant level.
Engine Coolant and Oil Heaters, 440 Volt
M7-3
OIL HEATER ELEMENT Removal 1. Disconnect the external power source at the plug-in receptacle. NOTE: Heater element replacement can be accomplished without draining the crankcase oil by disassembling all parts from the element cover. Figures 7-5 and 7-6 show the complete heater assembly removed from the pan. 2. Remove cap (7, Figure 7-5), remove connectors (9) and disconnect wires (8). 3. Remove cord grip cap (2) and remove power cord (1) from the housing (5).
FIGURE 7-6. OIL HEATER ELEMENT 1. Element Cover 2. Heating Element
3. Element Retaining Setscrew
4. Remove the heater housing from the element cover (6). 5. Loosen the setscrew (3, Figure 7-6) and remove the heater element (2) from the cover.
Installation 1. Install a new heater element and secure in place with the setscrew (3, Figure 7-6). 2. Coat the threads of the element cover with an anti-seize compound and install the housing (5, Figure 7-5). 3. Insert the power cord (1), cord grip bushing (4), washer (3) and cap (2) into the housing. 4. Twist the wires together and place a screw-on connecter on each pair. 5. Adjust the power cord and tighten the cord grip cover. 6. Replace the housing cap (7). 7. If engine oil was drained, refill the crankcase with fresh oil. 8. Plug in the external power source. After allowing time for the element to warm up, the heater mounting boss on the oil pan should feel warm to the touch.
FIGURE 7-5. ENGINE OIL HEATER ASSEMBLY 1. Power Cord 2. Cover 3. Washer 4. Rubber Bushing 5. Housing
M7-4
6. Element Cover 7. Housing Cap 8. Electrical Leads 9. Wire Connectors
Engine Coolant and Oil Heaters, 440 Volt
M07004
THERMOSTAT
Removal 1. Disconnect the external power source at the plug-in receptacle. NOTE: It is not necessary to remove the thermostat assembly from the heater. 2. Remove the two screws and slide cover (1, Figure 7-7) out of the way. 3. Disconnect the two electrical leads. 4. Loosen the two setscrews (4) and remove the temperature sensing unit (2).
Installation 1. Install a new temperature sensing unit (2, Figure 7-7) and secure in place with two setscrews (4). 2. Connect the electrical leads. 3. Move cover (1) into position and secure in place with screws. 4. Plug in the external power source. 5. After allowing time for the elements to warm up, coolant outlet hoses and oil heater mounting bosses should feel warm to the touch.
M07004
FIGURE 7-7. THERMOSTAT ASSEMBLY 1. Cover 2. Temperature Sensing Unit
Engine Coolant and Oil Heaters, 440 Volt
3. Housing 4. Setscrew
M7-5
NOTES
M7-6
Engine Coolant and Oil Heaters, 440 Volt
M07004
SPECIAL TOOLS PART NUMBER DESCRIPTION VD4665
Nitrogen Charging Kit
PART NUMBER DESCRIPTION FA4429
Roll-Out Assembly
PART NUMBER DESCRIPTION TG1106
M08006
Lifting Eye
USE Suspension and accumulator nitrogen charging
USE Power module removal
USE Miscellaneous
Special Tools
M8-1
PART NUMBER DESCRIPTION PB6039
Female Coupling
PART NUMBER DESCRIPTION TA8545 TA8546
Seal Installation Tool
PART NUMBER DESCRIPTION TW9425
M8-2
Special Tools
Wrench
USE Hydraulic brake system diagnostics
USE Installation of front wheel bearing face seals
USE Accumulator rebuild
M08006
PART NUMBER DESCRIPTION VN1388 VN1392
Special Wrench
PART NUMBER DESCRIPTION VL0293
Chain Wrench
PART NUMBER DESCRIPTION TL9422
M08006
Box End Wrench
USE Rear suspension ball stud retaining ring and locknut
USE Miscellaneous
USE Rear suspension ball stud lock nut
Special Tools
M8-3
PART NUMBER DESCRIPTION TB2555 TB2557 TB2559 TB2561 TY0026
Spanner Wrench
PART NUMBER DESCRIPTION TB2575 TB2829 TB2832
Clamp
PART NUMBER DESCRIPTION SS1134
M8-4
Special Tools
Special Wrench
USE
Hoist cylinder glands
USE Hoist cylinder stage removal and installation
USE Unloader valve, check valve removal, and installation
M08006
PART NUMBER DESCRIPTION VS5386
Puller
PART NUMBER DESCRIPTION VS5388
Lock plate compressor
PART NUMBER DESCRIPTION VS5389
Pivot pin tool
PART NUMBER DESCRIPTION VS5387
M08006
Clamp tool
USE Steering wheel removal
USE Steering column lock plate removal
USE Removal and installation of steering column tilt pivot pin
USE Support steering column in bench vise during rebuild
Special Tools
M8-5
NOTES:
M8-6
Special Tools
M08006
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. In addition, the practice of releasing refrigerant to the atmosphere during the charging/recharging procedure is now prohibited.
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL) 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower
M09003 11/95
6. Temperature Sensor 91.Evaporator 2. Expansion Valve 3. Suction Line
10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container 13. Magnetic Clutch
Air Conditioning System for R-12 Refrigerant
14. Compressor Drive Pulley 15. Receiver/Drier 16. Discharge Line 17. Condenser
M9-1
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 permits the complete recovery of refrigerant, which will not only help to protect the environment, but through the “re-cycling” of the refrigerant, will preserve the physical supply as well as help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation problems for Air Conditioning systems. Off-highway equipment, in general, is unique enough that normal automotive or highway truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered. 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. 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 refrigerant pump (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 from off-highway vehicles. Equipment downtime costs are high enough to encourage service areas to perform preventive maintenance at regular intervals on vehicle air-conditioning systems. (Cleaning, checking belt tightness, and operation of electrical components).
M9-2
PRINCIPLES OF REFRIGERATION A review of the principles of air conditioning will relate the function of the components, the technique of trouble shooting and the corrective action necessary to keep the A/C unit into top operating efficiency. Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained for cleanliness, dust, and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil. 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-12 refrigerant should be used in mobile systems designed for R-12. Do not mix refrigerants! Damage to equipment and components will result!
Air Conditioning System for R-12 Refrigerant
M09003 11/95
• R-12 refrigerant has a boiling point of -21°F (atmospheric pressure). If released in a room, it would absorb heat from the air and immediately vaporize. R-12, because of its low boiling point, has a great capacity for heat absorption. The Refrigeration Cycle In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes. The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes the heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the filter-receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for the liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator, causing it 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.
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 through the suction valve and forces it out through the discharge valve. During the suction part of the cycle, the reed valve is opened to allow low pressure gas to enter. During discharge, refrigerant is forced through the discharge valve. The compressor is driven by the engine through a vbelt driving an electrically operated clutch mounted on the compressor drive shaft. Service Valves Service valves are provided 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.
The cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side.
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. The condenser can be cooled 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.
This simplified explanation of the principles of refrigeration does not call attention to the fine points of refrigeration technology and the design of air conditioning systems. Some of these will be covered in the following discussion of the components, controls, and techniques involved in preparing the unit for efficient operation.
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. Refrigerant temperature in the condenser varies from 120° to 170°F (49° to 77° C) with pressure ranging from 150 to 300 psi. (27 to 54 kg/cm²).
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Air Conditioning System for R-12 Refrigerant
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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.
Filter 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 systems 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. Fusible Pressure Relief Plug Some receiver driers have a fusible plug which melts between 218° - 230°F (103° - 110°C). This plug serves as a safety valve in the event the condenser safety switch malfunctions, allowing the relief of excessive internal pressures which would damage the system. Some systems employ a spring loaded pressure relief valve which performs the same function.
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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 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 goes 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. The expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. 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. 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 installed, 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.
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Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going toward the evaporator coil is as important as that of the air flow over the coil. All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss from the air to the evaporator coil surface is taking place, any moisture (humidity) in the air condenses on the cool outside surface of the evaporator coil and is drained off as water. At atmospheric pressure, refrigerant boils at a point lower than water freezes. Therefore, the temperature in the evaporator must be controlled so that the water collecting on the coil surface does not freeze on and between the fins and restrict air flow. The evaporator temperature is controlled through pressure inside the evaporator, and temperature and pressure at the outlet of the evaporator. Superheat The liquid refrigerant admitted to the evaporator coil is usually completely vaporized before reaching the coil outlet. Since liquid R-12 is vaporized at relatively low temperature, it can be seen that the vapor remains cold, even though the liquid is completely evaporated. The cold vapor flowing through the remainder of the coil continues to absorb heat, becoming superheated. This means that the temperature of the refrigerant has been raised above the point at which it evaporated without an increase in pressure. As the refrigerant vaporizes through the absorption of the heat in the evaporator, the temperature of the vapor rises at the coil outlet and reaches a difference of about 5°F (3°C) between the vaporizing temperature and outlet refrigerant temperature.
ELECTRICAL CIRCUIT The air conditioner's electrical circuit is fed from an accessory circuit and is normally protected with a 30ampere fuse or circuit breaker. The blower control is a switch which provides a range of blower speeds from fast to slow. When the blower switch is turned on, current is fed to the thermostat. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the crankshaft to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes. 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 is connected to a capillary tube 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 difference in this temperature is called superheat. All expansion valves are adjusted at the factory to operate under superheat conditions present in the particular type of unit for which they are designed.
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Air Conditioning System for R-12 Refrigerant
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Compressor Clutch An electromagnetic clutch is used in conjunction with the thermostat to disengage the compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator, or at other times when the air conditioner is not being used. 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 turn 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.
SAFETY SWITCHES (NOT USED IN ALL SYSTEMS) Condenser Safety Switch (Overheat Switch) The condenser safety switch shuts off the air conditioner when the refrigerant temperature reaches approximately 190°F (88°C) at the outlet of the condenser. Since the refrigerant will break down at about 232°F (111°C), the 190°F (88°C) cut off point gives ample protection. The switch is fully automatic and will turn the unit back on when the refrigerant temperature reaches 150°F (66°C). Refrigerant Loss (Low Pressure) Switch The refrigerant loss switch prevents the clutch from engaging in the event the system loses its refrigerant charge, or if the refrigerant pressure drops below 5 psi (0.89 Kg /cm²).This is a simple breaker-type switch at 5 psi (0.89 Kg/cm²).
When the switch or thermostat is opened, current is removed. The armature snaps back out and stops while the rotor continues to rotate. Pumping action of the compressor is stopped until current is again applied to the field.
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Air Conditioning System for R-12 Refrigerant
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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 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 you to their importance BEFORE you begin learning the correct procedures. Read, remember, and observe each warning as you begin actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using the new R-134a refrigerant, it is essential that servicing tools (gauge sets, charging equipment, recovery/recycle equipment etc.) be dedicated to one type refrigerant only to prevent cross contamination.
When exposed to flames or sparks, the components of R-12 refrigerant change and become deadly phosgene gas. This poison gas will damage the respiratory system if inhaled. NEVER smoke in an area where R-12 is used or stored. Never direct a 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 other compressed air sources. Shop air supplies contain moisture and other contaminants that could damage system components. R-12 Containers Two basic, readily available containers are used to store R-12 refrigerant: 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. R-12 and R-134a refrigerants must not be mixed.
Federal regulations prohibit venting R-12 or other refrigerants into the atmosphere. An SAE and UL approved recovery/recycle station must be used to remove refrigerant from the AC system. Although accidental release of refrigerant is a remote possibility when correct service 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 air conditioning refrigerant. Because R-12 refrigerant boils at a normal sea level temperature of -21.6°F (-30°C), a drop of the liquid on your skin will cause frostbite. Wear gloves and exercise extreme care when handling refrigerant. If even the slightest trace of refrigerant enters your eye, flood the eye immediately with cool water and seek medical attention as soon as possible.
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FIGURE 9-2. REFRIGERANT CONTAINERS 1. 30 Pound Cylinder
Air Conditioning System for R-12 Refrigerant
2. 60 Pound Cylinder
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SERVICE TOOLS AND EQUIPMENT Recovery/recycle Station Whenever refrigerant must be removed from the system, a dual purpose station (Figure 9-3) performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant can then be recycled to reduce contaminants, and reused in the same machine or fleet.
Mixing different types of refrigerant will damage equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to avoid equipment damage. Disposal of the gas removed requires laboratory or manufacturing facilities.
NOTE: To be re-sold, the gas must be “re-claimed” which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigeration shops.
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.
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.
Leak Detector Two basic types of leak detectors are used on air conditioning systems today to locate suspected leaks. The propane, or halide type detector (Figure 94) uses a flame which changes colors (from pale blue - normal to purple/blue/violet for a large leak to light green/yellow for a small leak) to successfully detect leaks. The halide type consists of a hose for leak searching, a burner, tank, and a control valve. Safety is a vital concern with this type, as the fumes can be poisonous. Refer to WARNING on page M9-7.
FIGURE 9-3 RECYCLE/RECOVERY UNIT
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FIGURE 9-4 HALIDE (PROPANE) LEAK DETECTOR 1. Burner 3. Cylinder 2. Search Hose 4. Shut-off Valve
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FIGURE 9-5 TYPICAL ELECTRONIC LEAK DETECTOR One of the most common types is the electronic detector (Figure 9-5) which tends to be safer and more accurate. It is a small hand-held device with a flexible probe used to seek leaks. A buzzer, alarm or light will announce the presence of even the smallest leak. Note that electronic leak detectors are available for use only with R-12 or only with R-134a, while other models are suitable for use with either.
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FIGURE 9-6 TYPICAL VACUUM PUMP
Vacuum Pump The vacuum pump is used to completely evacuate all refrigerant, air, and moisture from the system by deliberately lowering the pressure within the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is withdrawn (pumped) from the system. Normally the vacuum pump is only used when a system has completely lost its charge of refrigerant.
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SERVICE VALVES Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging or evacuation. Connecting the applicable hoses from the manifold gauge set to the compressor service valves enables each of these to be readily performed. FIGURE 9-8
Air conditioning systems designed for R-134a refrigerant are equipped with a different type service valve designed to prevent accidental use of R-12 in the system. Be certain the servicing equipment is compatible with R-12 refrigerant. Stem Type Service valves may be one of two types. The stem type valve (Figure 9-7) is capable of being placed in three positions: front seat; intermediate (mid); and back seat. Each position represents a specific function desired when testing the system.
Schrader Type The Schrader type service valve (Figure 9-8), similar in appearance and function to the valve in a truck tire (the rubber compound and spring pressures being quite different) is becoming more common due to its capacity for easier accessibility. The Schrader valve can be mounted almost anywhere in the system. Two positions are possible with this valve: Closed and Open, each serves a specific function during testing. Protective caps are provided for each service valve when not being used for servicing purposes. These caps must be kept on each valve to prevent contamination or damage to the valve core.
FIGURE 9-7 STEM TYPE SERVICE VALVE
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Air Conditioning System for R-12 Refrigerant
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MANIFOLD GAUGE SET The manifold gauge set consists of a manifold with two screw-type hand valves, one for low side and one for the high side of an air conditioning system, located at each end of the manifold (Figure 9-9). Three fittings are provided between these two valves. The first fitting connects the low side hose to the suction side of the compressor or the evaporator outlet. The second (center) fitting is provided to connect to the servicing canister to charge the system or for other service procedures. The third fitting connects to the system high side (discharge) hose leading from the compressor. Shut-off valves are required within 12 in. of the hose ends to minimize refrigerant loss.
FIGURE 9-9 MANIFOLD GAUGE SET
Low Side Gauge The Low Side Gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from 0 to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi, however, normal pressures seldom exceed 75 - 80 psi.
Shut off engine. DO NOT attempt to connect servicing equipment when the engine is running.
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.
1. Be sure all valves on the manifold are closed all the way (turn them clockwise).
High Side Gauge
4. Connect the two service hoses from the manifold to the correct service valves on the compressor. (High side to compressor discharge valve and low side to compressor suction side.)
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, though normal pressures are usually 300 psi or less. 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.
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2. Check the hose connections on the manifold for tightness. 3. Locate the low and high side system service fittings, clean and remove their protective caps. (See Figure 9-10)
The 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 on 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 adding refrigerant or observing pressures.
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Purging Air From Service Hoses The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 in. of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, purging of the system can begin. (See Fig. 9-11.) The manifold valves should be closed. Activating the vacuum pump will now evacuate any air or moisture out of the center hose. This will require only a few minutes of time as the hose is the only component being placed in a vacuum. Closing the valve will then insure the hose is purged. It is now safe to open the other manifold valves.
FIGURE 9-10 SERVICE HOSE HOOK-UP
FIGURE 9-11 PURGING SYSTEM
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Air Conditioning System for R-12 Refrigerant
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Adding Refrigerant to the System (without a charging station) After determining that the system is low and additional refrigerant is required, perform the following: 1. Connect the center hose from the manifold gauge set to the refrigerant dispensing valve on the container as shown in Figure 9-12. 2. Start the engine and set the idle at 1200 to 1500 RPM and then turn on the air conditioning.
Pressures within the air conditioning system vary with ambient temperature. A normal pressure range is defined as follows: Low side - 15 - 30 PSI High side - 150 - 280 PSI 5. When the gauges show a normal reading and/ or the sight glass (if equipped) is clear, close the hand valve on the refrigerant container.
3. Open the refrigerant dispensing valve on the container and then the low pressure hand valve on the manifold. This will allow the refrigerant to enter the system as a gas on the low pressure or suction side of the compressor. The compressor will pull refrigerant into the system. 4. Continue adding refrigerant until the gauge reads in the normal range and/or the sight glass (if equipped) is clear. The sight glass may not be clear for a moment just before or after the clutch cycles on and off, but should generally be clear. Gauge readings will fluctuate as the compressor cycles on and off.
FIGURE 9-12 TYPICAL CANISTER HOOKUP 1. Gauge Manifold 2. Low Side Hand Valve 3. High Side Hand Valve
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4. High Side Service Valve 5. Low Side Service Valve 6. Service Hose
Air Conditioning System for R-12 Refrigerant
7. Refrigerant Charging Container 8. Shut-Off Valves 9. Compressor
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Stabilizing the AC System Operating the system at full cooling capacity for a few minutes after purging ensures that temperatures and pressures within the system will stabilize, allowing system testing.
During this stabilization period, do not open hand valves on manifold for any reason. Equipment damage and personal injury may result. 1. Leave test equipment attached to the system but ensure it is clear of any moving components. 2. Start engine. Allow to operate approximately 1200 - 1500 RPM. 3. Set air conditioning system to maximum cooling capacity (blower at full speed, temperature setting at coldest point). 4. Open all truck windows and doors briefly to exhaust any buildup heat in cab. Close windows and doors. 5. Allow to operate in this manner for a minimum of five minutes. System should stabilize.
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 and/or the sight glass (if equipped) to determine if the system is full. Use the pressures listed on the previous page.
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
NOTE: If necessary, provide a fan in front of condenser coils large enough to develop air flow comparable to normal ram air. 6. Place a thermometer in the air conditioning vent closest to the evaporator. Wait five minutes to establish that thermometer reflects temperature inside cab, then check thermometer. At outside ambient temperature of 80° to 100°F, reading should be between 38° and 45°F. 7. Check sight glass; bubbles may indicate system is low on refrigerant. NOTE: If low refrigerant is indicated by lower than normal pressure readings and bubbles in sight glass, add refrigerant to enable adequate system testing
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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.
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Performing the Recycling Procedure
Performing the Recovery Cycle 1. Be certain the equipment being used is designed for the refrigerant intended to be recovered. 2. Observe the sight glass oil level. Having drained it, it should be zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity. 4. Confirm that all shut-off valves are closed before connecting to the AC system. 5. Attach the appropriate hoses to the system being recovered. 6. Start the recovery process by operating the equipment as per the manufacturer's instructions.
The recovered refrigerant contained in the cylinder must undergo the recycle procedure before it can be reused. The recycle or clean mode is a continuous loop design and cleans the refrigerant rapidly. Follow equipment manufacturer's instructions for this procedure. Evacuating and Charging the AC System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the AC system is reassembled. Evacuation removes air and moisture from the system. Then, the AC system is ready for the charging process, which adds new refrigerant to the system. Evacuating the System
7. Continue extraction until a vacuum exists in the AC system.
1. Attach the high and low side hoses to the appropriate connections.
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.
2. Start the vacuum pump and run it for five minutes.
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. Keep a record of the amount of refrigerant recovered, if possible.
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 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.
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Air Conditioning System for R-12 Refrigerant
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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 in inadequate 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-12 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 - 1500 RPM. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stabilize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges against those in Figure 9-19. In addition, consult each applicable “diagnosis” situation in this section. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors in the cab. 2. Set air conditioning system at maximum cooling and blower to high speed operation. 3. Read indication on the two manifold gauges. Readings should be within normal range, adjusted for current ambient temperature. 4. Observe sight glass. It should be clear of bubbles. 5. Compare evaporator discharge air temperature reading against specifications shown in Figure 9-19. 6. 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. 7. 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. 8. Check the operation of the temperature control switch to ensure the compressor drive clutch engages and disengages. A 5° _ 10°F evaporator air temperature rise between the cut-off and cut-in points of control switch is not uncommon. 9. If these conditions are met, the system is considered normal. Shut down engine. Backseat service valves, if used. Remove gauges and install the caps on the service valves. 10. If conditions are not met, refer to “Diagnosis” section.
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A second common place for leaks is the nylon or 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. To locate a leak, four common types of leak detectors are used. 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. Stay clear of all moving components, and don't allow high side pressure to exceed 300 psi. In its natural state, R-12 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. When using a halide torch for detecting air conditioning system leaks, always insure that the area is adequately ventilated. Do not breathe fumes from the torch and keep flames away from flammable material. NOTE: R-12 refrigerant is heavier than air and will move downward when it leaks. Apply pickup hose or test probe on the undersurface of all components to locate leak.
Air Conditioning System for R-12 Refrigerant
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Electronic leak detector (Refer to Figure 9-5). As the test probe is moved into an area where traces of R-12 are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes. Halide (propane) Torch 1. Light the torch (Figure 9-4) by opening the propane can and igniting the flame; carefully adjust the flame to a height sufficient to heat the reaction plate to a cherry red color. 2. As plate turns red, adjust flame to a height slightly above the plate and high enough to sustain the cherry red color.
Too high a flame will overheat and destroy the reaction plate. 3. Slowly and carefully move the pickup hose around the various components of the system. Don't rush testing as R-12 must travel length of hose to reach flame. 4. Observe the flame for any noticeable change in color. Tracer dyes
FLUSHING AIR CONDITIONER COMPONENTS The flushing process is used to remove contaminants from hoses, lines and some of the other system components. DO NOT flush the compressor, expansion valve or metering device or screens. These are bench checked, cleaned and repaired or replaced. A receiver-drier, accumulator, expansion valve and tube are never flushed, they are replaced. When you disassemble and flush components and hoses (lines), it is best to REVERSE FLUSH. Flush in the opposite direction of R-12 flow. Flush the system using R-11 or R-13 or other commercial solvent sold for that purpose. Figure 9-13 illustrates the use of a flushing kit.
Always wear protective goggles and provide adequate ventilation when flushing components. Never use R-12 as a flushing agent. When opening the AC system, plug any open lines except when flushing. Fill the cylinder of the flushing gun with solvent. Insert the rubber gun probe into the outlet of each component and dispense solvent (reverse flush). Unless there is a serious blockage, the solvent will appear at the other end of the components. Flush the next component in turn until all parts are flushed.
Tracer dyes are available that can be added to the system as R-12 is added. The system is then operated to thoroughly circulate the dye. As R-12 escapes, it leaves a trace of the dye at the point of leakage, which is then detected using an ultraviolet light, revealing a bright fluorescent glow. Soap and water Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks. After determining the location or source of leak(s), repair or replace leaking component(s).
Engine must not be running during this procedure. Supply adequate ventilation and extinguish any nearby flame sources.
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FIGURE 9-13 FLUSHING COMPONENTS
Air Conditioning System for R-12 Refrigerant
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Allow solvent to evaporate completely (about 30 minutes) and then assemble the system replacing parts where necessary. NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible. Always replace the receiver-drier when assembling the AC system after flushing.
Before system assembly, check the compressor oil level and fill to manufacturer specifications.
SYSTEM REPAIR The following service and repair procedures are not any different than typical vehicle service work. However, AC system components are made of soft metals (copper, aluminum, brass, etc.). Comments and tips that follow will make the job easier and reduce unnecessary component replacement.
All of the service procedures described are only performed after the system has been discharged. Never use regular shop oil 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 as soon as they are disconnected. Keep all connections clean (also caps and plugs used) so debris can't enter accidentally. As a general rule, replace any gaskets and O-rings with new ones. Use fresh refrigeration oil to lubricate connections, gaskets and O-rings. Hoses and Fittings When replacing hoses, be sure to use the same type and ID hose you removed. After lubricating the hose and fitting, slide the hose over the fitting. The hose clamp should be on the hose before it is pushed onto the fitting and seated. The hose should be fully seated or pushed in to a locating bead if present. 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.
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Air Conditioning System for R-12 Refrigerant
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Expansion Valve
Clutch
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.
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.
Receiver-Drier
Clutch pulley bearing failure is indicated by bearing noise when the AC system is off or the clutch is not engaged. Premature bearing failure may be caused by poor alignment of the clutch and clutch drive pulley. Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment.
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. A quick method of troubleshooting is to 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.
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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 bypasses clutch circuit control devices.
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 gap between the clutch pulley and the clutch plate is 0.030 to 0.040 in., with 0.060 in. maximum. 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 R-12 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. You may use a mechanics stethoscope to listen for noises inside the compressor, loose wrist pins, piston slap, noisy valves or bearings. Feel the compressor body and note if the lower part of the crankcase is extremely hot. This indicates the compressor is low on or may be starved for oil. Compressor lockup is an indication of a broken piston or connecting rod.
Air Conditioning System for R-12 Refrigerant
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CHECKING COMPRESSOR OIL LEVEL Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation. Refrigerant oil, under normal circumstances inside the sealed system, cannot go anywhere, and there is no need to check the oil at such times. It is a highly refined, pure mineral oil, containing no additives, waxfree and contained in a dehydrated form. For this reason, 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).
OIL CHARGE VS. DIPSTICK DEPTH Oil Charge Ounces
York Compressor Oil Level Check (2 cylinder model) NOTE: The York compressor need not be removed from the system to be checked. If system has been discharged, steps 1 through 3 will not apply. 1. Run compressor for 10 to 15 minutes to allow oil to thoroughly circulate through the system. Stop engine. 2. Connect manifold gage set to compressor service valves. 3. Refer to “Performing the Recovery Cycle”.
6
8
Horizontal 13/16” 1” Mount Vertical Mount
7/8”
1”
10
12
16
1-3/16”
1-5/8” 1-15/16”
1-1/8”
1-7/16”
1-7/8”
FIGURE 9-14. DIPSTICK DIMENSIONS & DETAILS (2 Cylinder York)
4. Unscrew oil check plug five full turns to bleed off remaining pressure until gauge reads 0. NOTE: Suction pressure may rise slowly to 5 psi gauge pressure after both valves are closed. 5. Remove oil check plug and O-ring to check oil level with dipstick. (See Figure 9-14 for details and Figure 9-15 for location.) 6. Check the findings against the values in the table in Figure 9-14. 7. If necessary to add oil, add only the type specified by the system manufacturer (never more than 10 ounces). 8. Slip the O-ring over the oil fill plug threads, being careful not to twist the O-ring. Insert oil plug in oil filler opening and snug-tighten.
FIGURE 9-14 OIL LEVEL CHECK (York Compressor)
Sanden Compressor Oil Level Check (5-Cylinder) NOTE: This check can be better performed with the compressor out of the system and on the bench. If system has been discharged, steps 1 and 2 will not apply.
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Air Conditioning System for R-12 Refrigerant
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1. Run compressor for 10 minutes to allow oil to thoroughly circulate through the system. 2. Stop engine; recover refrigerant. 3. Remove compressor from the system by loosening mounting bolts and removing drive belt. Place compressor on bench with oil fill plug at top dead center. 4. Using an angle gage, determine the mounting angle across the two mounting ears flat surfaces. After centering the bubble on the gage, check the angle of mounting to the closest degree.
Exercise care not to overtighten plug to stop a leak in step 11. Remove plug instead and install new O-ring. 11. Insert the oil filler plug, checking that O-ring is not twisted. Torque the plug to 6 to 9 ft. lbs. (8 12 N.m).
5. Remove oil filler plug slowly to release pressure. Using figure 9-16 as a guide, peer through oil filler hole to rotate the clutch front plate to place internal parts of compressor as shown in illustration. 6. If the compressor is right-mounted (facing clutch) (See Figure 9-17), position the parts as though they were moving toward the rear of the compressor (equal to the discharge stroke of piston). 7. If the compressor is left-mounted (facing the clutch) (See Figure 9-17), position the parts as though they were moving to the front of the compressor (equal to the suction stroke of piston). NOTE: Either step will clear the path of internal parts so as to allow dipstick insertion to its full depth.
FIGURE 9-15 LOCATING INTERNAL PARTS
8. Insert dipstick (Sanden p/n 32447) through oil filler hole until stop point is reached. (See Figure 9-17). Use the following as a guide to determining the correct angle of the dipstick for each type of mounting (right or left): If mounting angle is to the RIGHT, point of angle should be to LEFT. If mounting angle is to the LEFT, point of angle should be to RIGHT. In both, bottom surface of angle must be flush with surface of oil filler hole. Remove the dipstick and count the increments of oil (numbers on dipstick). (Refer to Figure 9-18 for correct mounting angle/oil level determination.) 10. Add or subtract oil to reach a mid-range of value if the actual reading is not exactly on the dipstick increment.
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FIGURE 9-16 MOUNTING ANGLE FOR DIPSTICK INSERTION
Air Conditioning System for R-12 Refrigerant
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EVACUATING THE SYSTEM MOUNTING ANGLE (Degree)
ACCEPTABLE OIL LEVEL IN INCREMENTS
Model
505
507
508
510
0 10 20 30 40 50 60 90
4-6 6-8 8-10 10-11 11-12 12-13 12-13 15-18
3-5 5-7 6-8 7-9 8-10 8-10 9-11 9-11
4-6 6-8 7-9 8-10 9-11 9-11 9-11 9-12
2-4 4-5 5-6 6-7 7-9 9-0 10-12 12-13
FIGURE 9-18. MOUNTING ANGLE/OIL LEVEL DETERMINATION
Evacuating the complete air conditioning system is required in all new system installation. Also, when repairs are made on systems requiring a component replacement (system opened) or a major loss of refrigerant has occurred. All 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 with refrigerant 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 in inches of mercury is below that of the outside air (in this case, at least 29.5 inches of vacuum is needed), the boiling point of water will be lowered to 72°F. Thus any moisture in the system will vaporize and be drawn out by the pump if the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning systems.
Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged. NOTE: Lower the vacuum requirement one inch for every 1000 feet above sea level at your location.
FIGURE 9-17 VACUUM PUMP HOOKUP 1. Low Pressure Hand Valve 2. High Pressure Hand Valve
3. Vacuum Pump
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 9-19. 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, close the hand valves and shut off the pump.
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Air Conditioning System for R-12 Refrigerant
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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.
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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 a sealed system is known to be, 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.
Air Conditioning System for R-12 Refrigerant
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TROUBLESHOOTING PRE-DIAGNOSIS CHECKS A lot of time and frustration can be saved if obvious causes of system problems are checked before connecting the manifold gauge set. If the system indicates Insufficient cooling or no cooling, the following points should be checked before proceeding with the system diagnosis procedures.
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 properly 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 an R-12 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.
M9-24
Cooling System - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and the radiator for condition or proper operation. Radiator Shutters - Inspect for correct operation and controls, if equipped. Fan and Shroud - Check for proper operation of fan clutch. Check installation of fan and shroud. Heater/Water Valve - Check for malfunction or leaking. System Ducts and Doors - Check the ducts and doors for proper function. Refrigerant Charge - Make sure system is properly charged with the correct amount of refrigerant.
PRELIMINARY STEPS The following steps outline the correct procedures necessary to prepare the truck and the system for testing and diagnosis: 1. Correctly connect the manifold gauge set to the system. Refer to the connection and purging procedures outlined in this section. 2. Run the engine with the air conditioning system on for five to ten minutes to stabilize the system. 3. With the engine and the system at normal operating temperature, conduct a Performance Test as outlined in this section.
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 “Suggested Corrective Action” for suggested service procedures.
Air Conditioning System for R-12 Refrigerant
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TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Insufficient Cooling Indications: Low side pressure LOW High side pressure LOW Discharge air is only slightly cool Bubbles observed in sight glass Low R-12 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. Discharge R-12 from system. 2. Repair leaks as necessary. 3. Check and replace any compressor oil lost due to leakage. 4. Evacuate system 5. Charge system 6. Performance test system
TROUBLE: Little or No Cooling Indications: 1. Add Refrigerant (make sure system has at least 50% of its normal amount) and leak test system
Low side pressure VERY LOW High side pressure VERY LOW Discharge air warm No bubbles observed in sight glass May show oil streaks
2. It may be necessary to use a jumper wire to enable the compressor to operate if it has shut down due to pressure sensing switch. 3. Discharge system, and repair leak
R-12 sensing pressure switch may have compressor stopped.
4. Check and replace any compressor oil lost due to leakage. 5. Evacuate system.
R-12 Refrigerant excessively low; leak in system.
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6. Charge system 7. Performance test system.
Air Conditioning System for R-12 Refrigerant
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TROUBLE: Insufficient or No Cooling Indications: Low side pressure TOO HIGH High side pressure TOO HIGH Discharge air not cool Occasional bubbles appear in sight glass Air and/or moisture in system
1. Since system is saturated with air/moisture, Discharge R-12
Large amounts of air will indicate higher gauge readings since the air is non-condensable under these pressures. Hot gas (air) enters the evaporator, taking space of R-12, causing temperature and pressure to increase.
2. Replace receiver/drier (desiccant)
NOTE: Excessive moisture may be indicated with normal gauge readings and then low side dropping into a vacuum and high side lowering also. This usually occurs during the hottest part of a hot day when system demand is increased. R-12 freezes at the expansion valve, blocking R-12, compressor evacuates low side, into high side. Since R-12 can't flow past expansion valve, it super cools in condenser causing temperatures and pressures to decrease on the high side.
3. Change refrigerant oil 4. Flush system components 5. Evacuate system thoroughly 6. Charge system 7. Performance test system
TROUBLE: Insufficient or No Cooling Indications: Low side pressure HIGH High side pressure NORMAL TO HIGH Discharge air is warm Suction hose shows heavy sweating (considerable moisture)
1. Operate system and spray liquid R-12 onto the capillary tube (thermal bulb) or the head of the expansion valve. Low side should drop into a vacuum, indicating valve is all right. Clean surfaces of thermal bulb and contact area, secure in place and install insulating material.
Expansion Valve Malfunction (stuck open)
2. If low side does not drop into a vacuum when valve is cooled, discharge system and replace expansion valve.
Expansion valve isn't providing the restriction needed for a proper pressure drop, R-12 flow is excessive and condenser cannot remove enough B.T.U.'s causing higher pressures and temperatures.
3. Evacuate system
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4. Charge system 5. Performance test system
Air Conditioning System for R-12 Refrigerant
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TROUBLE: Insufficient Cooling Indications: Low side pressure TOO LOW (VACUUM) High side pressure NORMAL TOO LOW Discharge air only slightly cool Expansion valve outlet frosty or sweaty
1. Operate system and warm up expansion valve & thermal bulb area (hair dryer or with hand). Low side pressure should increase, indicating valve is all right. Clean surfaces, secure in place and insulate. 2. If no change is observed, discharge system and replace expansion valve.
Expansion valve malfunction (stuck closed)
3. Evacuate system Restriction near expansion valve (valve itself, inlet or outlet screen clogged) or lost charge in thermal bulb causing compressor to evacuate low side, R-12 super cools in condenser because of restricted flow, lowering temperature and pressure.
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4. Charge system 5. Performance test system
Air Conditioning System for R-12 Refrigerant
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MANIFOLD GAUGE READING (PSI) AMBIENT TEMPERATURE (°F)
Low Side
High Side
60
0-4
95-115
65
4-8
105-125
70
8-12
115-135
75
12-14
130-150
80
12-18
150-170
85
16-20
165-185
90
18-22
175-195
95
22-24
185-205
100
24-27
210-230
105
25-29
230-250
110
26-32
250-270
115
30-36
265-285
120
32-42
285-310
EVAPORATOR OUTLET TEMP. (°F)
35-55
FIGURE 9-20. TEMPERATURE/PRESSURE RELATIONSHIP NOTE: The pressures shown in this table are representative. They will vary depending upon system configuration, components, and operating conditions. Evaporator outlet temperatures will vary depending upon thermometer placement location, blower fan speed, and system conditions.
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Air Conditioning System for R-12 Refrigerant
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HEATER/AIR CONDITIONER SERVICE COMPONENT SERVICE
Refrigerant Discharge
When a component connected to the refrigerant circuit, other than the compressor head gasket, requires replacement, the proper procedures must be followed to release the refrigerant charge in the system before removal of any hoses. After component replacement, follow the procedure described under “Evacuation and Charging” to remove the moisture from the system, check for leaks, and to replace the refrigerant. Keep all hoses and components capped to prevent entry of moisture and foreign material during repair. If the compressor head gasket is the only component to be removed, adjust the service valves to the front seated position as shown in Figure 9-5 in “Air Conditioning System”. This position isolates the compressor from the rest of the system and prevents loss of refrigerant. To remove the refrigerant charge prior to removing any other component or hose, follow the procedure below:
1. Attach the gauge manifold to the compressor service valves as shown in Figure 9-12 in “Air Conditioning System”. Do not install a refrigerant container on the center hose. 2. Turn the gauge manifold valves fully clockwise to the closed position. 3. Adjust the service valves to the mid position as shown in Figure 9-5 in “Air Conditioning System”. 4. Connect the gauge manifold center hose to a recovery/recycle station as shown in Air Conditioning System to permit discharge of the refrigerant. 5. Slowly de-pressurize the system by opening the low pressure valve a slight amount and allowing the refrigerant to discharge slowly from the system.
FIGURE 9-1. AIR CONDITIONER COMPRESSOR MOUNTING 1. Compressor 2. Compressor Driven Pulley and Clutch 3. Mounting Bracket
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4. Shims 5. Low Pressure Inlet Hose
6. High Pressure Discharge Hose 7. Adjustment Locking Capscrew
Heater/Air Conditioner Service
8. Engine Mount Bracket 9. Compressor Drive Belt 10. Belt Tension Adjuster 11. Jam Nut
M9-1
6. After the system is nearly discharged, open the high pressure valve very slowly and allow any refrigerant remaining in the compressor and high pressure line to discharge.
COMPRESSOR A defective compressor will cause insufficient cooling and/or loss of refrigerant. Refrigerant loss past the head gaskets or shaft seal can easily be detected by using a leak detector. If the manifold gauges indicate high suction and low discharge pressures, the trouble can probably be traced to a defective head gasket or valve assembly in the compressor. Additional compressor repair information can be found in “Air Conditioning System”. Cylinder Head (Gasket) Removal 1. Adjust the compressor service valves to the front seated position. 2. Remove the cylinder head capscrews and lift cylinder head off. 3. Inspect compressor and replace parts as required. Installation 1. Install new gasket and position cylinder head over compressor. 2. Install capscrews. 3. Torque capscrews to proper torque and in the correct sequence as recommended by the compressor manufacturer.
Installation 1. Align compressor with brackets on engine and install attaching hardware. 2. Using a straight edge, check alignment of engine drive pulley and compressor clutch driven pulley. Shim if necessary for proper alignment. 3. Install compressor drive belt and adjust belt tension adjuster to allow .50 in. (12.7 mm) maximum belt deflection measured at the middle of the belt span. Tighten adjuster jam nut. 4. Tighten all compressor mounting hardware and recheck belt tension. 5. Attach refrigerant system hoses and clutch wire. 6. Install belt guard and verify proper clearance to prevent contact with the belt or pulley. 7. Evacuate and recharge the system described in “Air Conditioning System”.
as
CONDENSER A dirty or clogged condenser through which air flow is restricted will cause high head pressure in the compressor. The condenser usually may be cleaned by using a fiber bristled brush and compressed air. Extensive clogging may require use of soapy water and brush wash and complete flushing with fresh water to remove all foreign materials. If the condenser has been damaged and is leaking, remove the condenser assembly and install a new component.
Compressor Removal 1. Discharge refrigerant per instructions described earlier. 2. Remove gauge manifold and refrigerant system hoses and disconnect clutch wire from compressor. 3. Remove hardware attaching compressor drive belt guard and remove guard structure. 4. Loosen compressor mount pivot and belt adjustment capscrews. a. Loosen belt tension adjuster to relieve tension on belt. b. Remove pulley.
belt
from
compressor
clutch
5. Remove hardware loosened in step 4 and remove compressor from the engine brackets. Note position of any shims removed for pulley alignment during reinstallation.
M9-2
FIGURE 9-2. CONDENSER INSTALLATION 1. Outlet Hose 2. Inlet Hose
Heater/Air Conditioner Service
3. High Temperature Switch 4. Mounting Hardware
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RECEIVER/DRYER
Removal 1. Discharge system refrigerant as described earlier. 2. Remove grille covering condenser assembly. 3. Loosen hose fittings at condenser hose inlet and outlet bulkhead fittings. (Refer to Figure 92.) 4. Disconnect wires attached to the high temperature switch (3) 5. Remove the six capscrews, washers, and nuts attaching the condenser to the vertical mounting brackets. Remove the condenser assembly. 6. Remove the short hoses connected to the coil tubes for reuse if condition is acceptable. Installation 1. Install new condenser assembly with hardware removed above. Tighten to 65 ft. lbs (88.1 N-m) torque. 2. Install inlet and outlet hoses. 3. Connect wires to high temperature switch. 4. Check system for leaks and evacuate and recharge system as described in “Air Conditioning System”. 5. Install grille over condenser assembly.
A dirty or restricted receiver/dryer will cause a system malfunction and will be indicated by loss of cooling, low suction and discharge pressures. When the system is in operation, a defective receiver/dryer may be detected by the outlet fitting being cooler than the inlet fitting. Replace any unit which is suspected of being restricted. Removal 1. Discharge refrigerant from system. 2. Disconnect wires from low pressure switch. 3. Loosen and remove hoses at inlet and outlet ports. 4. Remove clamps securing receiver/dryer to the mounting brackets and remove assembly. Installation 1. Attach receiver/dryer to shroud brackets with mounting clamps. 2. Attach hoses at inlet and outlet ports. 3. Connect wires to the low pressure switch. 4. Check hose connections for leaks and evacuate and recharge the system per instructions in “Air Conditioning System”.
EVAPORATOR COIL, THERMOSTAT SWITCH, AND EXPANSION VALVE A dirty or plugged evaporator coil will restrict flow of air and reduce cooling. Clean the coil in the same manner as for the condenser coil. if ice forms on the evaporator coil (restricting air flow) the thermostat should be checked for serviceability and proper location and mounting. A defective unit should be replaced with a new component. The thermostat switch controls the temperature of the air entering the truck cab. If the unit is not cooling, make sure the control lever is adjusted past the “OFF” position. Also check that the switch capillary tube is properly mounted in the evaporator coil fins. If cooling still is not proper, perform the following check: 1. Disconnect the thermostat leads and attach an ohmmeter. There should be no continuity between these terminals. FIGURE 9-3. RECEIVER/DRYER INSTALLATION 1. Receiver/Dryer 2. Outlet Hose 3. Sight Glass
M09004
4. Low Pressure Switch 5. Inlet Hose 6. Radiator Shroud
2. Rotate the thermostat arm towards the “MAX” position and note the continuity. The resistance value should change as the arm is moved. If not, the thermostat switch must be replaced.
Heater/Air Conditioner Service
M9-3
FIGURE 9-4. EVAPORATOR COIL INSTALLATION 1. Cabinet 2. Blower Motor Assembly 3. Heater Core
4. Thermostat Switch 5. Evaporator Outlet 6. Extension Fitting
EXPANSION VALVE A faulty expansion valve could cause the evaporator coil to be starved for, or flooded with refrigerant. If the manifold gauge shows low suction pressure or a vacuum, the evaporator coil is being starved of refrigerant. To check the expansion valve, remove the sensing bulb from the evaporator coil discharge tube and warm it by holding it in your hand. If suction pressure does not return to normal, the expansion valve is probably defective and should be replaced. Before replacing the expansion valve though, run your hand the length of the tube between the condenser and the receiver/dryer, if the tube is warm along its length the expansion valve definitely is defective. If the receiver/dryer is cooler than the hose, the receiver/dryer is restricted or defective and should be replaced.
M9-4
7. Expansion Valve 8. Capillary Tube 9. Evaporator Coil
If the manifold gauge shows high suction pressure, the evaporator coil is being flooded with refrigerant. Check the sensing bulb to be sure it is rigidly connected to the evaporator coil discharge tube and is properly insulated. If the proper bulb mounting does not correct the problem, the expansion valve is probably contaminated internally and should be replaced. For a further check of the operation of the expansion valve, insert the sensing bulb in a container of ice water. If the suction pressure does not return to normal, replace the expansion valve. Removal Refer to Figures 9-4 and 9-5 for the following procedure: 1. Discharge refrigerant from system as described earlier.
Heater/Air Conditioner Service
M09004
7. Carefully pull the end of the thermostat switch capillary tube (8, Figure 9-4) from bottom of evaporator coil (9) and bend and straighten just enough to allow removal from top side of coil. Remove thermostat switch and capillary tube. 8. Slide evaporator coil assembly out of heater/air conditioner cabinet. 9. Remove insulating tape from expansion valve and bulb. 10. Replace components as required. Installation 1. Mount inlet extension (6, Figure 9-4) to expansion valve (7), parallel to outlet tube (5). 2. Connect pressure equalizing capillary tube (5, Figure 9-5) to outlet line. 3. Clamp the sensing bulb (4) to outlet manifold. 4. Wrap expansion valve and expansion valve bulb with insulating tape to prevent condensation and freeze-up of valve. 5. Slide evaporator coil assembly into cabinet bracket slots. FIGURE 9-5. EVAPORATOR ASSEMBLY COMPONENTS
6. Feed thermostat switch capillary tube through grommet in side of cabinet.
4. Sensing Bulb 5. Pressure Equalizing Capillary Tube 6. Expansion Valve
a. Route capillary tube above and to the center of the evaporator coil.
2. Remove covers from heater/air conditioner cabinet (1, Figure 9-4) for access to components.
c. Bend the tube and route it horizontally and insert tip up through evaporator lower surface. (Refer to Figure 9-4.)
1. Thermostat Control Cable 2. Capillary Tube 3. Thermostat Switch
3. Remove hoses from expansion valve extension (7) and evaporator coil outlet (5). 4. Remove heater hoses per instructions in Blower Removal. 5. Remove thermostat control cable (1, Figure 95) and wires from thermostat switch (3). 6. Loosen and remove thermostat screws.
mounting
Use extreme care in removing the thermostat switch sensing capillary tube. If tube is damaged or kinked, it must be replaced.
M09004
b. Route tube down through the fins at a point 5 in. (127 mm) from the right side of the cabinet.
7. Reinstall cables, hoses and covers. 8. Check for leaks, evacuate and recharge the system per instructions in “Air Conditioning System”.
BLOWER MOTOR ASSEMBLY
The engine cooling system is pressurized by system air pressure and by thermal expansion of coolant during operation. DO NOT remove the radiator cap while the engine is hot. Severe scalding burns can result.
Heater/Air Conditioner Service
M9-5
FIGURE 9-6. HEATER/AIR CONDITIONER ASSEMBLY 1. Cover Assembly 2. Inlet Ring 3. Wheel 4. Housing (Right Side) 5. Blower Mounting Bracket
6. Heater Core Support 7. Heater Core 8. Evaporator Coil 9. Cabinet 10. Damper Assembly 11. Evaporator Closeout
Removal 1. Relieve radiator pressure by loosening the radiator cap slowly. 2. To minimize spillage of antifreeze in the truck cab, set the temperature control to “OFF”. Close shut-off valve on engine block. Disconnect heater hose from shut-off valve. 3. Remove access cover from outer right front of the truck cab.
M9-6
12. Thermostat Switch 13. Grommet 14. Grommet 15. Evaporator Plate Assembly 16. Extension Tube
17. Expansion Valve 18. Heater Core Connector 19. Housing (Left Side) 20. Gasket 21. Motor Assembly
4. Loosen clamp securing heater return line (line without valve) to heater core. Loosen line until it starts to leak, then move temperature control lever to” ON” position. Heater core will drain through hose removed from the shut-off valve on the engine block.
NOTE: Make certain return line loosened in Step 4 is sucking air to prevent siphoning coolant from radiator and engine.
Heater/Air Conditioner Service
M09004
5. Remove cover (1, Figure 9-6) from heater assembly by removing two screws on each side and two screws at lower front of the cover.
6. Connect coolant lines from engine to the heater core fittings and tighten securely. Do not overtighten.
6. Remove both hoses and clamps from heater core fittings.
7. Install cover assembly (1, Figure 9-6).
7. Remove air conditioner thermostat switch (12,) by removing two mounting screws and disconnecting operating cable.
8. Replace outer access cover on right front of truck cab. 9. If removed, reconnect heater hose to shut-off valve on engine block. Open the shut-off valve. 10. Check coolant level in radiator and service with appropriate mix of antifreeze as necessary.
Use care removing upper screw from the thermostat switch to prevent bending of capillary tube in switch area. Bending or cracking of the capillary tube will cause the sensing switch to be inoperative. 8. Carefully pull capillary tube from unit. 9. Remove fittings from heater core (7). 10. Slide heater core from unit. 11. Disconnect electrical wiring from blower motor. Wires are color coded for easy identification, note the proper connection locations. 12. Remove motor blower assembly (2, Figure 9-4) by removing mounting screws on each side of cabinet (1). Inside the cabinet, raise end of blower assembly on right side and lower left end to remove blower from the cabinet.
11. Start engine and move temperature control to the “ON” position. Run engine for a short time for coolant to completely fill the heater circuit and lines. Shut down engine, recheck coolant level and add coolant mix if necessary. Blower Disassembly 1. Remove screws holding blower housing (4, 19, Figure 9-6) to blower mounting plate (5). 2. Remove two nuts securing each end of motor to blower housings. NOTE: Mark position of blower housing and fan with respect to motor to insure proper fan rotation at assembly. 3. With blower motor held securely, bring blower housing evenly in contact with rear of fan and apply pressure on blower housing forcing fan from motor shaft. NOTE: It is not necessary to remove snap ring from fan hub for assembly or disassembly.
Installation 1. Reassemble, if necessary, and install motor blower assembly into the casing assembly (23). Secure with machine screws removed at disassembly.
4. Unplug motor wire and repeat fan removal procedure at other end of the motor shaft. Blower Assembly
2. Using notes made at removal, reconnect all electrical wiring to the blower motor.
1. Install gasket (5) and blower housing (3) on blower mount (4).
3. Slide heater core into the casing assembly and seat fully.
NOTE: To insure proper fan rotation, reassembly unit using match marks made at disassembly.
NOTE: Cores being installed should be sealed with silicone rubber sealant (Part Number VJ6937). DO NOT overtighten the heater core fittings to prevent possible distortion of the core end shell.
2. Press fan (6) onto motor shaft Install two nuts securing blower housing to end of motor.
4. Install fittings on the heater core tubes. 5. Carefully install thermostat switch and capillary tube. Take care not to kink or otherwise damage the capillary tube. Connect operating cable to the sensing switch.
M09004
3. Repeat Steps 1 & 2 for the other fan and housing assembly. 4. Install both fan housing assemblies on the blower mounting plate and secure with machine screws.
Heater/Air Conditioner Service
M9-7
NOTES:
M9-8
Heater/Air Conditioner Service
M09004
AFTERCOOLER OPERATION AND REPAIR OPERATION The aftercooler is designed to remove suspended water and oil particles from air before going to the air tank. Air from the compressor enters the aftercooler inlet port and is directed upward between the deflector and the outer shell. The air cools as it moves upward condensing water and oil droplets which drop to the sump of the aftercooler housing. Air then passes through the filter media which removes dirt particles. As the air moves up through the filter, the moisture content is progressively decreased. Cool air then flows through the cap, check valve and into the air tank.
When the air tank is fully charged, air pressure from the governor unloader line is ported to the aftercooler. This pilot pressure opens the purge valve, discharging accumulated oil and water from the sump. Each time the governor cuts out, the air dryer is purged of oil and water which has accumulated in the deflector. When air compression resumes, the unloader line is exhausted to the atmosphere, the purge valve closes and the cooling process is repeated.
MAINTENANCE Removal 1. Tag or mark air lines before disconnecting. NOTE: If replacement of the filter assembly is the only service required, the aftercooler does not have to be removed from the truck. Proceed to the disassembly procedure for filter replacement 2. Remove outlet air line leading to air tank. 3. Remove air line from inlet port. 4. Remove electrical connection from heater assembly if aftercooler is equipped with this option. 5. Remove nuts securing aftercooler assembly to mounting bracket. Remove aftercooler and place in a clean work area for disassembly.
Installation 1. Install aftercooler assembly bracket and secure in place.
on
mounting
2. Connect air lines and electrical heater wire, if equipped. 3. Charge air system and check for leaks.
FIGURE 10-1. AFTERCOOLER
M10002
Aftercooler Operation and Repair
M10-1
Disassembly 1. Unscrew nut (13, Figure 10-2) from aftercooler bottom cap (12) .
FIGURE 10-3. TOP CAP REMOVAL 1. Top Cap 2. Spring
3. Gasket
2. Remove O-ring (14). Remove sleeve (15), cup (16) and piston (17). Remove large spring (18). 3. Pull spindle assembly from aftercooler bottom cap (12) and remove retaining ring (19), spring (20), seat ring (21) and spindle (22). 4. Remove capscrews (5) securing aftercooler upper cap (4) to aftercooler body. 5. Remove cap (1, Figure 10-3), spring (2) and gasket (3) from aftercooler. 6. Remove filter (1, Figure 10-4).
FIGURE 10-2. AFTERCOOLER ASSEMBLY 1. Body 2. Deflector Assembly 3. Spring 4. Top Cap 5. Capscrew 6. Gasket 7. Filter Cup 8. Filter 9. Seal Ring 10. Gasket 11. Gasket 12. Bottom Cap
13. Nut 14. O-Ring 15. Sleeve 16. Cup 17. Piston 18. Spring 19. Retainer 20. Spring 21. Seat Ring 22. Spindle 23. Capscrews
FIGURE 10-4. FILTER REMOVAL 1. Filter Assembly
M10-2
Aftercooler Operation and Repair
2. Body
M10002
Assembly
7. Remove seal ring (1, Figure 10-5). 8. If replacement of the bottom cap (12, Figure 102) or deflector (2) is necessary, remove capscrews (23), bottom cap (12) gaskets (10 and 11) and deflector (2).
1. If removed, install deflector (2, Figure 10-2). 2. Install new gaskets (10 and 11) and end cap (12). 3. Install capscrews (23). Tighten capscrews to 12 to 15 ft. lbs. (16.2 to 20.3 N.m) torque. 4. Install new seal ring (1, Figure 10-5).
Cleaning and Inspection 1. Disassemble filter assembly (1, Figure 10-4) wash stainless steel filter element in cleaning solvent. Blow dry with compressed air. Wipe nylon parts of assembly to remove dirt etc. 2. Inspect body for damage.
5. Install filter assembly (1, Figure 10-3). 6. Install new gasket (3, Figure 10-3). Install spring (2) and cap (1). Secure cap in place with capscrews tightened to 12 - 15 ft.lbs. (16.2 - 20.3 N.m) torque.
3. Clean the body fins. Inspect fins for damage.
7. Install spindle (22, Figure 10-2) in seat ring (21). Install spring (20) and retainer ring (19).
NOTE: Never paint or cover the exterior of the aftercooler. Cooling capacity will be reduced.
8. Install spindle assembly in bottom cap (12). Install large spring (18), piston (17), cup (16) and sleeve (15). 9. Install O-ring (14) on nut (13). Install nut (13) and tighten securely.
FIGURE 10-5. SEAL RING REMOVAL 1. Seal Ring
M10002
2. Body
Aftercooler Operation and Repair
M10-3
NOTES:
M10-4
Aftercooler Operation and Repair
M10002
AIR DRYER (AEROFINER III) AIR DRYER The AEROFINER III air dryer removes moisture from the air system by passing the air through a desiccant medium. The air dryer is designed to remove suspended water and oil particles from air before going to the main air tank. Air from the compressor enters the air dryer inlet port and is directed downward between the desiccant canister and the outer shell. The air cools as it moves downward, condensing water and oil droplets which drop to the sump of the air dryer housing. Air then passes through the oil separator which removes dirt particles, oil and water mist. As the air moves up through the desiccant material, the moisture content is progressively decreased. Dry air then flows through the cap, check valve and into the main air tank. When the main air tank is fully charged, air pressure from the governor unloader line is ported to the “Air” port on the air dryer. This pilot pressure opens the purge valve discharging accumulated oil and water from the sump. As long as the compressor is not delivering compressed air, the purge valve remains open. A small amount of air that was trapped in the cap is now metered down through the purge plate forcing oil and water down through the desiccant material and out the purge port. Each time the governor cuts out, the desiccant material in the air dryer is purged of oil and water which has accumulated in the canister assembly. When air compression resumes, the unloader line is exhausted to the atmosphere, the purge valve closes and the drying process is repeated. Service The Aerofiner III air dryer does not normally require frequent service. The service interval will vary dependent on the average atmospheric relative humidity of the locality where the unit is in operation. Areas with high humidity conditions (rainy) will require the desiccant material to be changed more often than dry climates. Indications To Change Desiccant Fresh desiccant material is a light brown color. As the desiccant material absorbs moisture, the color becomes a very dark brown and its consistency thickens. Change desiccant. In addition, as the desiccant material absorbs moisture, there will be a noticeable increase in the time required to charge the air system. Desiccant replacement, check valve service and purge valve and heater service can all be performed with the dryer still mounted on the truck.
M10003 6/97
AEROFINER III
FIGURE 10-1. AIR DRYER OPERATION
M10-1
Removal 1. Discharge air pressure from main air tank. Tag or mark air lines before disconnecting. 2. Remove outlet air line from discharge port (33, Figure 10-2) leading to main air tank. 3. Remove air line from inlet port (23). Remove air line from purge line port (24). 4. If air dryer is equipped with heater, remove electrical connection. 5. Remove capscrews securing air dryer assembly to truck. Remove air dryer and place in a clean work area for disassembly. Installation 1. Install air dryer assembly on truck and secure in place with capscrews. 2. Connect air lines and electrical heater wire, if equipped. 3. Charge main air system and check for leaks. Disassembly The AEROFINER III air dryer can be serviced with the unit installed on the truck. 1. Release any air pressure which may be trapped by slowly loosening the hose fitting at the outlet port (33, Figure 10-2). 2. Disconnect purge control line from port (24) and heater wires if equipped. 3. Loosen V-band coupling nut (18) far enough that coupling will clear flanges and remove Vband from air dryer. 4. Twist and pull down on housing (1) and remove housing from cap (17). 5. Remove purge cap nut (15), purge plate (13) and spring (12). Complete desiccant canister assembly (11) can now be removed from housing (1). 6. With the desiccant canister upright, remove the inner tube retaining ring (35) with a screwdriver. The retainer screen and cloth filter pad can then be removed, exposing the desiccant. Discard old desiccant in a suitable manner. FIGURE 10-2. AIR DRIER
7. Invert the canister and remove retaining ring (34) which holds tube assembly in the canister. Remove tube assembly, lower retainer screen, and filter pad. Remove mesh oil separator pad and discard. 8. Wash all metal components with solvent and allow to dry.
M10-2
AEROFINER III
M10003 6/97
CHECK VALVE
Assembly 1. Install new mesh separator pad on bottom of tube assembly. Insert in canister and secure with retaining ring (34, Figure 10-2). Install lower retainer plate and new cloth filter pad. Be sure that cloth filter pad lays flat against retainer screen. 2. Set canister upright and pour in new desiccant. Gently tap side of canister several times with rubber mallet to settle the desiccant. Fill only up to the inner tube retaining ring groove. Any excess desiccant may be discarded. 3. Install upper retainer screen and new cloth filter pad over the inner tube, cloth pad against the desiccant. Push the retainer screen down until the small retaining ring (35) can be inserted in groove on inner tube. 4. Insert recharged desiccant canister (11) into lower housing (1). Replace all O-rings. with new O-rings and lubricate them. 5. Stack desiccant spring (12) and purge plate (13) on top of canister and reassemble with purge plate nut (15) with new (and lubricated) seal washer (14). Tighten purge plate nut (15) to 200 in. lbs. (22.6 N.m) maximum torque. 6. Install new O-ring (20) in cap (17). 7. Be certain large thin O-ring (16) is seated in groove on housing (1). Push lower housing assembly with recharged canister up into cap assembly (17) with a twisting motion. Replace V-band coupling over flanges and tighten nut to 35 in lbs. (4 N.m) torque.
M10003 6/97
Removal 1. Discharge air pressure from main air tank. 2. Disconnect the hose from the air dryer outlet port (33, Figure 10-2). 3. Remove retaining ring (32) with snap ring pliers. Remove spring (27) and poppet assembly (21) with O-ring (19). Installation 1. Install new O-ring (19, Figure 10-2) onto the poppet (21) and coat the entire O-ring poppet assembly with a light petroleum grease. The sealing surface in the valve body must be smooth and clean. Inspect thoroughly before installing new check valve components. 2. Place the O-ring/poppet assembly into the check valve body, O-ring end first. Needle nose pliers may be used to guide the poppet into place. 3. Place new spring (27) in back of the poppet with small end of spring facing poppet. 4. Install retaining ring (32) in groove behind the spring. 5. To check valve operation, remove cap assembly and push the nose of the poppet several times. Free movement with a positive return should be observed. After functional testing, the spring must still be retained fully by the retaining ring.
AEROFINER III
M10-3
PURGE VALVE & HEATER
Inspection
Removal
The inside of valve body must be wiped clean and be free from burrs and scratches before assembly.
1. Disconnect purge control line and heater wires. 2. Loosen V-band coupling nut far enough that coupling will clear flanges and remove coupling from unit. 3. Twist and pull down on housing (1, Figure 10-2) and remove assembly from cap (17). 4. Remove purge cap nut (15), purge plate and spring (12). Complete desiccant canister assembly (11) can now be removed from housing and set aside. 5. Place purge valve body in vise so that vise jaws engage with flats on valve body. Turn housing counterclockwise to remove housing from purge valve body. 6. Unscrew threaded shaft assembly from valve body exposing springs and valve. 7. Remove purge valve (5), springs (7 & 8) and Ucup seal (6) from valve body and discard.
Installation 1. Lubricate new valve O-ring (4, Figure 10-2) and U-cup (6). Insert U-cup (6) into valve body first. Care must be taken not to damage the seal lips. 2. Install O-ring (4) onto the new valve and insert into the valve body. Place new springs (7 & 8) on top of valve.
Care must be taken not to damage the seal lips during installation. 3. Lubricate new O-ring (4) on center shaft assembly. Thread center shaft assembly into valve body, wrench tight. Do not over tighten.
The valve body is aluminum and care must be taken not to cross thread the shaft assembly when starting threads against the spring pressure. 4. Lubricate threads inside housing (1). Thread housing onto valve body (3). 5. Insert recharged desiccant canister into lower housing. Replace all O-rings with new ones and lubricate them. 6. Stack desiccant spring (12) and purge plate (13) on top of canister and reassemble with purge plate nut (15) with new (and lubricated) seal washer (14). Tighten purge plate nut (15) to 200 in. lbs. (22.6 N.m) maximum torque. 7. Be certain large thin O-ring is seated on groove on housing. Push lower housing assembly with canister up into cap assembly with a twisting motion. Replace V-band coupling over flanges and tighten nut to 35 in lbs. (4 N.m) torque.
FIGURE 10-3. END VIEW OF AIR DRIER 1. Purge Valve Cover Plate 2. Drive Screw
M10-4
3. Heater & Thermostat Assembly 4. Aerofiner Housing
8. Reconnect all air lines and heater wires. Check for air leaks.
AEROFINER III
M10003 6/97
SALEM AFTERCOOLER (AIR DRYER) AFTERCOOLER/AIR DRYER
Cleaning and Inspection
The aftercooler (commonly called an air dryer) is designed to remove moisture and heat from the truck air system. Air, leaving the compressor, enters at the top of the dryer and heat is dissipated through the body fins. As the air cools, the moisture condenses and collects in the bottom of the dryer. Air passes through a steel mesh unit, which collects any oil in the air. The cool, filtered air passes through the scrubber through the outlet port of the dryer. The moisture drain valve is actuated by control air from the air governor. Control air enters the drain valve and forces a piston off its seat. Moisture in the bottom of the dryer is then forced past a valve seat and out a drain port. The air dryer is also equipped with a heater to prevent freezing of the moisture. Removal 1. Relieve the system air pressure and disconnect the air lines on the dryer. Disconnect heater wire. Remove the capscrews securing the dryer to its support bracket and remove from truck. 2. Clean the exterior thoroughly with quality cleaning solvent. Place the assembly in a clean work area.
1. Disassemble scrubber (8) and clean steel element (9) with quality cleaning solvent. 2. Inspect scrubber poppet for damage. Replace if necessary. 3. Check air inlet and outlet flange for damage. Replace outlet flange if necessary. 4. Clean moisture drain valve with cleaning solvent. Replace piston seal and O-rings. 5. Clean hardware and check for cross-threading and damage. Replace as necessary. Reassembly and Installation 1. Place scrubber (8) in body and assemble body halves. 2. Reassemble moisture drain valve and mount on body. 3. Install outlet flange and gasket on body. 4. Secure drain valve heater (7) to moisture drain valve (18). 5. Install air dryer on truck and connect air lines and heater wire.
Disassembly 1. Remove heater (7, Figure 1) from moisture drain valve (18), Port "A". 2. Remove capscrews securing drain valve to lower body half. Remove drain valve (18). 3. Remove nuts and lockwashers (2 & 3) from studs and separate body cap from lower body half. 4. Remove center scrubber (8) from upper halve of body. 5. Remove bottom cap (16), seat bolt (17), seat washer (19), seat spacer (20), and valve seat (21) from valve body (18). 6. Remove capscrews (31) from the spring cap (27) and remove cap from body. 7. Remove piston (23) from valve body (18) and discard seal (24) and O-rings (22). Replace these with new seals and O-rings during reassembly. 8. Remove valve seat (21) from body.
M10004
Salem Aftercooler
M10-1
FIGURE M10-1. SALEM AFTERCOOLER 1. Mounting Bracket 2. Capscrew - 3/8” 3. Lockwasher - 3/8” 4. Seal 5. Flange 6. Separator Body 7. Heater 8. Scrubber
M10-2
9. Coalescer 10. Retainer 11. Seal 12. Lockwasher - 5/16” 13. Nut - 5/16” - 24NF 14. Bottom Cap 15. Gasket 16. Bottom Cap
17. Seat Bolt 18. Moisture Drain Valve 19. Seat Washer 20. Seat Spacer 21. Valve Seat 22. Piston Seal 23. Piston 24. O-Rings
Salem Aftercooler
25. Spring Seat Washer 26. Spring (Large, outer) Spring (Small, inner) 27. Spring Cap 28. Shoulder Bolt 29. Dust Cap 30. Seal 31. Capscrew
M10004
OPTIONAL OPERATOR SEAT The optional operator’s seat provides a fully adjustable cushioned ride for the driver’s comfort and ease of operation.
The seat is independently mounted from the cab for easy removal for repair or maintenance.
SEAT ADJUSTMENT INSTRUCTIONS
HEADREST
ARMRESTS
Pull up or push down for vertical adjustment. Pivot forward or rearward for horizontal adjustment.
Rotate control knob at end of armrest to change angle. Pivot up and back for entering and exiting seat.
BACKREST Rotate control handle upward and hold, select desired backrest angle, release handle. CAUTION! Do not attempt to adjust until operator is seated.
SLIDE, FRONT TO REAR Lift lever and hold while sliding seat to desired position. Release handle to lock.
SEAT HEIGHT ADJUSTENT, FRONT OR REAR Lift front or rear handle up and hold to release lock for spring loaded seat. Adjust by shifting body weight at front or rear of cushion. Release handle to lock.
AIR SUSPENSION
LUMBAR SUPPORT
The seat will automatically adjust to a mid-ride position after several seconds when occupied,
Each rocker switch controls an air pillow. To inflate, press on top of rocker switch. To deflate, press on bottom of rocker switch.
SEAT
Installation 1. Install seat assembly on riser and align mounting capscrew holes.
Removal 1. Relieve system air pressure. 2. Disconnect air supply tube routed to rear of seat base at the union. 3. Remove four capscrews, washers and nuts securing seat base to riser.
2. Install capscrews, lockwashers, and nuts and tighten to 21 ft. lbs. (28.5 N.m) torque. 3. Connect air supply tube from seat base to union fitting.
4. Remove seat for further maintenance.
M14001
Isringhausen Operator Seat
M14-1
Disassembly 1. Remove capscrew securing the backrest in place, refer to Figure 14-1. Access to the capscrew can be gained by compressing the lower left corner of the backrest cushion.
2. Remove seat cushion by removing the retaining screws at the front lower edge of the seat cushion. Lift the cushion up and out. 3. Slide the seat frame forward and remove the capscrews securing the seat frame to the suspension assembly, refer to Figures 14-2 and 143. Slide the seat frame rearward and remove the two remaining capscrews, separate seat frame from suspension assembly.
FIGURE 14-3. REMOVING SEAT FRAME FIGURE 14-1. BACKREST REMOVAL 1. Capscrew 2. Backrest Cushion
3. Seat Frame
1. Seat Frame 2. Suspension Assembly
3. Rubber Boot
4. If backrest spring replacement is necessary, remove the backrest handle (1, Figure 14-4). Handle can be removed by carefully pulling handle off control arm. Remove locking clip and remove cover (2). Install new spring as shown in Figure 14-5. Replace cover and handle.
FIGURE 14-2. SEAT FRAME REMOVAL 1. Seat Frame 2. Capscrew
M14-2
3. Rubber Boot
FIGURE 14-4. BACKREST SPRING REMOVAL 1. Handle
Isringhausen Operator Seat
2. Cover
M14001
FIGURE 14-5. BACKREST SPRING INSTALLATION
FIGURE 14-7. HANDLE ARM REMOVAL 1. Handle Arm Retainer 2. Height Handle
3. Tilt Handle
5. If height and tilt handles or slide springs require replacement, proceed as follows: a. Remove connector spring (1, Figure 14-6). Remove both handle springs (5).
6. Remove "E" washer from pins (1, Figure 14-8). Remove slide stop (2). Remove slide assembly (3).
b. Remove slide spring (2). c. Remove height and tilt handles (3 and 4). Handles are press fit. d. Remove handle arms if replacement is necessary by removing handle arm retainer (1, Figure 14-7). Use care during retainer removal to prevent retainer breakage.
FIGURE 14-8. SLIDE REMOVAL 1. Pins 2. Slide Stop
3. Slide Rail
FIGURE 14-6. SPRING REMOVAL 1. Connector Spring 2. Fore and Aft Slide Springs
M14001
3. Height Handle 4. Tilt Handle 5. Handle Springs
Isringhausen Operator Seat
M14-3
7. Remove and inspect the nylon slide assemblies, replace if required, refer to Figures 1 4-9 and 14-10.
FIGURE 14-11. CAM REMOVAL
FIGURE 14-9. NYLON SLIDE REMOVAL 1. Nylon Slide
1. “E” Washer 2. Cam 3. Support Shaft 4. Air Regulator
2. Slide Rail
5. Air Spring 6. Air Lines 7. Capscrew 8. Shock Absorber
11. Disconnect air line (6) to air spring (5). Remove air line fitting. Remove capscrew (7), spread the suspension assembly and remove air spring (5). Further disassembly of the air spring is not required. Replace air spring as a unit. If shock absorber (8) replacement is necessary, remove mounting hardware and remove shock absorber. Assembly 1. If removed, replace shock absorber. Extend the shock fully, and spread the suspension frame so shock will fit. Place the shock with the yellow sticker facing toward the top of the seat. Tighten mounting capscrews to standard torque. FIGURE 14-10. NYLON SLIDE REMOVAL 1. Nylon Slide
2. Seat Frame
8. Carefully pry button plugs securing the rubber boot to the suspension assembly. 9. Cam removal can be accomplished by removing "E" washer (1, Figure 14-11). Pull cam (2) off support shaft (3). 10. Disconnect air lines (6, Figure 14-11). Remove nuts securing air regulator (4) to suspension assembly. Remove air regulator. Further disassembly of the air regulator is not required. Replace air regulator as a unit.
M14-4
2. If removed, replace air spring. Extend the suspension frame and install air spring. Install air spring retaining capscrew with lockwasher. Tighten capscrew to standard torque. Connect air line and fitting to air spring. 3. If removed, install air regulator valve. Install retaining nuts and tighten. Connect air lines. 4. If removed, install cam. Secure cam on support shaft with "E" washer. NOTE: If a new cam is being installed, adjustment may be necessary. Refer to Air Suspension Cam Adjustment Procedure.
Isringhausen Operator Seat
M14001
5. Install rubber boot and secure in place with button plugs. 6. Install slide rails if removed. Install slide rail stops. Secure slide rail stops in place with "E" washers. 7. Position seat frame on suspension assembly. Secure seat frame in place with capscrews. Tighten capscrews to standard torque.
Air Suspension Cam Adjustment 1. Connect air supply. 2. Turn adjustment screws (4 and 5, Figure 14-13) counterclockwise until the end of the screws are flush with the inside diameter of the cam.
8. Install seat cushion. Secure cushion in place with screws. Tighten screws securely. Install backrest. Secure backrest in position with capscrew and lockwasher (1, Figure 14-12). Apply Loctite #242 or equivalent to threads. Tighten capscrew to standard torque.
FIGURE 14-13. CAM ADJUSTMENT PROCEDURE
FIGURE 14-12. BACKREST INSTALLATION 1. Capscrew 2. Backrest Cushion
3. Seat Frame
9. Replace slide springs, tilt and height springs and connector spring if removed. Replace tilt and height handle if removed.
1. Suspension Assembly 2. Cam 3. Air Regulator
4. Adjusting Screw 5. Adjusting Screw
3. Compress and hold the suspension height to 4.13 inches (105 mm). Refer to Figure 14-13. 4. Rotate screw (4) clockwise very slowly and stop when the suspension valve is opened and air starts flowing into the air spring. 5. Measure the overall height of the suspension. If the height is less than 6.69 inches (170 mm) compress the suspension to a height of 3.54 inches (90 mm) to allow air to enter the air spring. Repeat this procedure until the height of the suspension is greater than 6.69 inches, (170 mm). 6. Compress and hold the suspension height to 6.38 inches (162 mm), refer to Figure 14-13. 7. Turn screw (5) clockwise very slowly and stop when air begins to exhaust through the air regulator valve.
M14001
Isringhausen Operator Seat
M14-5
SEAT MAINTENANCE AND REPAIR
1.) Widen upholstery tuck groove slightly by prying open with a flat blade screwdriver. 2.) Remove upholstery and foam from frame and replace parts as required. d. Attach upholstery to frame and reinsert nylon tuck strip into tuck groove. 1.) Gently hammer edges of tuck groove to pinch tuck strip in place. 3. Re-install backrest assembly on frame if no further repairs are required. a. Apply Loctite #242 (or equivalent) “Threadlocker” to threads and install bolt (4) at backrest support plate. b. Apply dry lubricant between the sliding lock toothed plate and the guide support plate. c. Replace side plate cover. Armrests 1. Check for excessive wear and proper movement.
FIGURE 14-14. SEAT COMPONENTS 1. Mounting Hardware 2. Union Fitting 3. Air Supply Tube 4. Backrest Mounting Bolt 5. Slide Plate Cover
6. Seat Frame 7. Static Spacer 8. Slide Assembly 9. Suspension Assembly 10. Boot
Headrest
3. Install new armrests with new hardware supplied with parts kit. Seat Cushion 1. Check condition of upholstery and foam. 2. Remove cushion by removing two screws at front and detaching from the rear mounting brackets. 3. Replace parts as required.
1. Check upholstery covering for tears. 2. Check for proper headrest vertical and pivot adjustments. 3. If operation or condition is unsatisfactory, headrest must be replaced as a complete assembly. Backrest 1. Check upholstery and foam condition and seat backrest angle adjustment operation. 2. If repairs are required: a. Remove side plate cover (5, Figure 14-14) covering backrest angle adjustment assembly. b. Remove attachment bolt (4) located inside angle adjustment support plate. c. Remove armrests. Remove upholstery from frame.
M14-6
2. If replacement is required, remove screws attaching armrest bracket to the seat back.
Seat Frame 1. Inspect seat frame (6) for excessive wear in the seat height and slope adjustment nylon bushings. 2. If repairs are required, remove seat backrest and seat cushion according to above instructions. 3. Remove seat frame from static spacer. 4. Inspect bushings, springs, sideplate assembly and replace parts as required. 5. Reinstall seat frame to static spacer. a. Insert rear swivel bolts (Bolts must be facing out from static spacer). b. Insert front bolts. Use self-locking nuts only.
Isringhausen Operator Seat
M14001
Slides 1. Inspect for excessive wear or binding. 2. Lubricate the slide rails (8, Figure 14-14) and nylon slides/rollers and the handle pivot post on the inside of both rails. 3. If replacement is necessary, install slide assembly replacement parts kit. Individual parts are not serviced. a. Install slide rails, making certain the left and right rails are aligned parallel. b. Check fore and aft alignment to be certain the handle locks rail securely. Suspension 1. Remove boot (10) and inspect suspension assembly (9). 2. Inspect air valve and cam, shock absorber, air spring, rollers and bushings. 3. Replace parts as required. 4. Apply automotive or white grease to vertical section only of the inside of the frame rails. DO NOT GREASE THE SURFACE THAT THE ROLLERS ROLL ON. Grease the posts used to mount the rollers. 5. Use a dry lubricant at the intersection of the suspension scissor's shoulder bolts. 6. Check air hose connections and routing to prevent damage during suspension travel. 7. Re-install boot (10) and assemble slides, static spacer, seat frame, seat cushion, and backrest.
M14001
Isringhausen Operator Seat
M14-7
NOTES:
M14-8
Isringhausen Operator Seat
M14001
M15001 - TDI AIR STARTER TABLE OF CONTENTS MODEL DIFFERENTIATION The TDI Air Starter may be either a single-stage, or a two-stage model. Determine whether the unit is the single-stage or two-stage model by viewing the overall external appearance of the unit. Figure 15TC-1 illustrates the single-stage model. Figure 15TC-2 illustrates the two-stage model.
FIGURE 15TC-1. SINGLE-STAGE AIR STARTER
FIGURE 15TC-2. TWO-STAGE AIR STARTER SINGLE STAGE AIR STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M15001TC
TDI AIR STARTER TABLE OF CONTENTS
M15-1 M15-1 M15-1 M15-1 M15-5 M15-5 M15-8
M15.TC-1
SINGLE STAGE AIR STARTER (CONTINUED) Automatic Trip Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M15-12 M15-12 M15-12 M15-13
TWO-STAGE AIR STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of Basic Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts Inspection Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts Dimensions Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Values Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trouble Shooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M15-15 M15-15 M15-15 M15-15 M15-18 M15-20 M15-20 M15-21 M15-22 M15-22 M15-28
M15.TC-2
TDI AIR STARTER TABLE OF CONTENTS
M15001TC
TDI SINGLE STAGE AIR STARTER STARTER
Disassembly
The optional TDI starter utilizes a single stage, turbine driven air motor design to reduce air consumption and improve cranking power at lower air pressures than vane motor type starters. No external lubrication is required resulting in reduced maintenance requirements. An automatic trip valve, mounted at the air supply inlet, shuts off air flow if the cranking speed exceeds 4200 RPM to prevent excessive starter speed. The starter assembly weighs approximately 55 lbs (25 kg).
NOTE: Note the number and thickness of any shims removed during disassembly.
The following instructions provide information for servicing, parts replacement and reassembly of the starter. The parts illustration (Figure 15-2) identifies parts which can be disassembled and replaced by field service personnel. Parts that are identified as assemblies should not be disassembled as individual replacement parts are not available.
1. Remove the six screws (1, Figure 15-2) attaching the exhaust closure plate (2) to the air motor assembly and remove. 2. Remove the six screws (3, Figure 15-1), automatic trip valve inlet housing(2), and gasket.
The automatic trip valve is doweled to the turbine housing. The valve housing must be lifted off vertically to prevent damage to the nylon trip rod.
Removal 1. Disconnect the air inlet hose at the relay valve. 2. Disconnect the hoses routed to the starter solenoid valve. 3. Cap all hoses to prevent entrance of dirt. 4. Mark the starter mounting flange and the engine mounting boss to ensure proper alignment when reinstalling. 5. Remove the three capscrews and lockwashers attaching the starter to the engine and remove assembly.
Installation 1. Apply a liberal coat of molybdenum disulphide grease on the starter pinion teeth. 2. Lower starter assembly into position and align the mounting flange holes using match marks made during removal with the tapped holes in the engine. 3. Install the three capscrews and lockwashers and tighten to 100 ft. lbs. (136 N.m) torque. 4. Install starter relay valve (if removed) at the inlet port and attach hoses.
FIGURE 15-1. ATV REMOVAL 1. Motor Housing 2. Automatic Trip Valve
3. Mounting Screw
3. Match mark the Bendix drive housing relative to the gearbox housing. Remove the six capscrews (52, Figure 15-2) and nuts (51) and pull the drive housing from the gearbox.
5. Install the main air inlet hose. Tighten all hoses securely.
M15001 6/97
TDI Air Starter
M15-1
FIGURE 15-2. AIR STARTER 1. Screw 2. Exhaust Plate Assembly 3. Screw 4. Washer 5. Turbine Wheel 6. Spacer 7. Bearing 8. O-Ring 9. Spring Seat 10. Spring 11. Spacer 12. Plug 13. Screw
M15-2
14. Dowel 15. Screw 16. Automatic Trip Valve 17. Screw 18. Gasket 19. Setscrew 20. Motor Housing 21. Bearing 22. Key 23. Sungear & Shaft 24. Ring Gear 25. Retainer Plate 26. Screw 27. Plug
28. Screw 29. Hammer Assembly 30. Retainer Ring 31. Planet Gear Carrier 32. Thrust Washer 33. Planet Gear 34. Needle Bearing 35. Planet Shaft 36. Bearing 37. Spring Washer 38. Gearbox Housing 39. Screw 40. Lockwasher 41. Spacer
TDI Air Starter
42. Bearing 43. Retainer Plate 44. Screw 45. Retainer Nut 46. Spring 47. Keys 48. Set Screw 49. Bendix Assembly 50. Needle Bearing 51. Nut 52. Screw 53. Bendix Drive Housing
M15001 6/97
5. Remove the spring (46, Figure 15-2) and keys (47). 6. Inspect the bendix drive for excessive wear etc. If broken springs, gear teeth etc. are found, replace the entire bendix assembly. Do not attempt to disassemble further. 7. If the drive housing needle bearing requires replacement, tap out the welch plug and press the bearing out. 8. Remove the six bolts (39) attaching the gearbox (38) to the air motor housing. Remove the gear housing. 9. To remove the hammer assembly (29, Figure 15-2), apply a small amount of heat to the mounting screws (28) and remove. NOTE: Temperature should not exceed 180°F. Do not attempt further disassembly of the hammer assembly. FIGURE 15-3. BENDIX ASSEMBLY 1. Bendix Assembly 2. Set Screw
NOTE: Special tool, part number SS1136 is available to aid in removal of the shaft nut in the following disassembly procedure. Refer to Figure 15-4
3. Gear Box
4. Locate the bendix assembly setscrew (2, Figure 15-3) and remove. Pull the bendix assembly from the starter carrier output shaft.
10. Secure the gearbox assembly to a workbench. Bend the tab of the lockwasher (3, Figure 15-4) away from the slot in the nut (2). Place the nut removal tool (1) over the nut. Remove the shaft nut and lockwasher.
FIGURE 15-4. SHAFT NUT REMOVAL 1. SS1136 Tool 2. Nut
M15001 6/97
3. Lockwasher 4. Gearbox
FIGURE 15-5. CARRIER SHAFT REMOVAL 1. Shaft
TDI Air Starter
2. Gearbox Housing
M15-3
11. Support the gearbox housing as shown in Figure 15-5 and press the carrier shaft from the housing. Remove spring washer (37, Figure 152) and spacer (41). Attach a puller and remove the bearing (36). 12. If the front bearing (42) requires replacement, remove the six screws (44) and remove the retainer plate (43). Tap the bearing out of the bore. 13. To disassemble the planet gears, remove the snap ring (30) at each gear pin (35) and press the pins out by hand. Remove the planet gears (33) and washers (32). If the planet gear bearings (34) require removal, press the bearings out. NOTE: Special tools are available to aid in removal of the turbine wheel. Tool part No. SS1137 is used for removal of the turbine wheel mounting screw. Tool No. SS1135 is used to remove the turbine wheel from the shaft. Refer to Figures 15-6 and 15-7. 14. Mount the special tool (5) onto the turbine wheel as shown in Figure 15-6 using #6-32 screws. Hold the tool with a wrench and insert a 1/4" allen wrench (4) to remove the screw (3). Remove the washer (2) and tool
FIGURE 15-7. TURBINE ROTOR REMOVAL 1. Turbine Wheel
2. Special Tool SS1135
15. Install the special tool as shown in Figure 15-7 using #6-32 screws. Grip the tool with a wrench and rotate the T-bar to remove the turbine. Remove the turbine shaft key (22, Figure 15-2) and spacer (6).
FIGURE 15-8. TURBINE SHAFT REMOVAL FIGURE 15-6. TURBINE RETAINER SCREW REMOVAL 1. Turbine Wheel 2. Washer 3. Screw
M15-4
4. Allen Wrench 5. Special Tool SS1137 6. #6-32 Screws
1. Shaft 2. Round Stock
TDI Air Starter
3. Arbor Press
M15001 6/97
Parts Inspection NOTE: Refer to the chart which follows for detailed inspection information. Do not allow the shaft to drop out during the next procedure. Be prepared to catch the shaft to prevent damage to the sungear. 16. Remove six screws (26) and retainer plate (25). Support the turbine housing and using a .650 in. (16.5 mm) maximum dia. round, press the turbine shaft (1, Figure 15-8) out of the bearing. 17. Using a puller, remove the bearing (3) and spacer (4). 18. Tap the bearing (7, Figure 15-2) lightly to remove. Remove the spring seat (9), spring (10) and O-ring (8). Do not attempt further disassembly of the following parts:
1. In general, inspect all threaded parts for galled, stripped, crossed, or broken threads. Inspect all parts for cracks, corrosion, distortion, scoring or damage. 2. Inspect all bearing bores for wear and scoring. Maximum permissible scoring: 0.005 in. (0.13 mm) wide and 0.005 in. (0.13 mm) deep. 3. Check gear teeth for excessive wear (Figure 15-9). Also inspect teeth for spalling, fretting, surface flaking, splitting, rubbing, and corrosion. Nicks and dents that cannot be felt with a .020 in. (.50 mm) radius scribe are acceptable for reuse.
Internal ring gear (24) Set Screw (19) Turbine nozzle from housing
Cleaning NOTE: Do not wash the bendix assembly or shielded ball bearings in solvents. 1. Clean all metal parts thoroughly using commercially approved solvents such as acetone or trichloroethylene. 2. Clean aluminum parts using a solvent suitable for aluminum alloys. Follow manufacturer's recommendations and cautions. Corroded aluminum parts may be cleaned further by immersing in the following chromic-nitric-phosphoric acid pickling solution:
FIGURE 15-9. GEAR TOOTH WEAR LIMITS
• 8 lbs (3.63 kg) chromic acid • 1.9 gallons (7.2 liters) phosphoric acid • 1.5 gallons (5.7 liters) nitric acid • Add water to make a total of 10 gallons (37.9 liters) of solution. After parts are soaked, rinse in hot water and blow dry with clean compressed air. 3. Clean corroded steel parts with a commercially approved stripper.
M15001 6/97
TDI Air Starter
M15-5
PARTS INSPECTION (Refer to Figure 15-2 for reference to parts) PART INSPECTION
WEAR LIMITS
Bendix (49) Check for loose, worn, missing or damaged parts.
If any part is unacceptable, replace complete assembly. Refer to Figure 15-9 for acceptable pinion wear.
Drive Housing (53) Check for cracks, damage, or breakage.
No cracking is acceptable.
Planet Gear (33) Check for cracked, chipped or galled teeth. Measure tooth wear.
External measurement over two .0864 in. (2.1496 mm) dia pins: 2.6399 in. (67.0535 mm) minimum.
Carrier Shaft (31) Check for cracks, scoring or raised metal in planet shaft holes and keyways. Measure bearing journal and bore dimensions.
Deformation or smearing in planet pin holes and keyways not acceptable. Scoring on bearing diameter not to exceed .005 in. (.13 mm) deep. Bearing journal: 1.1800 in. (29.9720 mm) minimum diameter. Planet pin bore: 0.8750 in. (22.2250 mm) maximum diameter.
Planet Pins (35) Check for grooves, flat spots, and diameter.
Bearing diameter: 0.873 in. (22.1742 mm) minimum. No grooves or flat spots acceptable.
Thrust Washers (32) Check for grooving and thickness dimension.
Washer thickness: 0.055 in. (1.397 mm) minimum.
Sungear/shaft (23) Check for cracks, scoring, grooves, chipped or broken gear teeth. Check for galling or scoring on bearing journal. Check keyway.
Bearing journal: 0.6690 in. (16.9926 mm) minimum diameter. External measurement over two .096 in. (2.4384 mm) dia. pins: 0.808 in. (20.5232 mm) minimum.
Turbine Housing (20) Check for corrosion, erosion or broken nozzle edges, or cracks.
M15-6
Minor damage permissible if function is not impaired. Cracks not permitted.
TDI Air Starter
M15001 6/97
PART INSPECTION
WEAR LIMITS
Turbine Wheel (5) Check for cracks, corrosion, erosion, broken edges, bore and keyway wear.
Minor damage acceptable. Bore and keyway wear not acceptable.
Spacer (11) Check parallelism of end surfaces.
Ends to be parallel within .0005 in. (.0127 mm). No scoring or dents on end surfaces permitted.
Needle Bearings (34, 50) Check freedom of needle rollers.
Replace bearings as required.
Ball Bearings (7, 21, 36, 42) Check for freedom of rotation without excessive play between races.
M15001 6/97
Reuse bearings (36, 42) if acceptable. Replace bearings (7, 21).
TDI Air Starter
M15-7
Assembly NOTE: Always replace seals, gaskets, and O-rings during reassembly. Lubricate all O-rings prior to installation. Always replace Nylock screws (3, 26, and 44, Figure 15-2). Always replace turbine bearings (7, 21). 1. Press bearing (21, Figure 15-2) on sungear shaft (23) until bearing is seated on shaft shoulder. (Press on bearing inner race only.) 2. Install O-ring (8) into groove in housing without lubricant. Install shaft and bearing assembly (1, Figure 15-10) into bore of the motor housing. If bearing cannot be seated by hand pressure, setup assembly in arbor press and press on outer race only. 3. Install bearing retainer plate in housing with notch aligned with vent hole as shown in Figure 15-11. Tighten screws (26, Figure 15-2) to 40 in. lbs. (4.52 N.m) torque. 4. Setup housing in a press as shown in Figure 15-12. Install the bearing spacer (4) over the shaft.
FIGURE 15-11. BEARING RETAINER INSTALLATION 1. Bearing Retainer 3. Motor Housing 2. Sungear
FIGURE 15-12. BEARING INSTALLATION
FIGURE 15-10. TURBINE SHAFT INSTALLATION 1. Sungear, Shaft, & Bearing
M15-8
2. Motor Housing
1. Bearing 2. Spring Seat 3. O-Ring
TDI Air Starter
4. Spacer 5. Spring 6. Turbine Shaft
M15001 6/97
During the next step, use care to prevent damage to O-ring. Carefully align spring seat with housing prior pressing bearing. 5. Install spring (5) and spring seat (2). Press bearing (1) until seated against bearing spacer. 6. Install spacer (6, Figure 15-2) and key (22) on shaft (23). 7. Support turbine housing on press bed. Position the turbine wheel with the lettering facing up, align the key slot with the shaft key, and press the turbine on the shaft until seated against the spacer as shown in Figure 15-13. 8. Install washer and a new, nylock screw (3). Hand tighten the screw. 9. Install special tool SS1137 to hold the turbine wheel as the retaining screw is tightened. (See Figure 15-14.) Insert a 1/4 in. allen wrench and tighten to 130 in. lbs. (14.7 N.m) torque. 10. Remove the tool used above. Insert a feeler gauge between the tips of the turbine blades and the inner housing wall and verify proper clearance at 90° intervals. Minimum clearance should be 0.015 in. (0.381 mm).
FIGURE 15-14. TURBINE WHEEL TORQUEING 1. Turbine Wheel 2. Washer 3. Screw
4. Allen Wrench 5. Special Tool SS1137 6. #6-32 Screw
11. Install gasket (3, Figure 15-15) over dowel pins on motor housing. Lower the automatic trip valve over the housing, aligning the dowel pins and nylon trip rod. 12. Install screws and tighten to 130 in. lbs. (14.7 N.m) torque.
FIGURE 15-15. ATV INSTALLATION FIGURE 15-13. TURBINE WHEEL INSTALLATION 1. Spacer 2. Turbine Wheel
M15001 6/97
3. Shaft 4. Key
1. Motor Housing 2. Dowel Pin 3. Gasket
TDI Air Starter
4. Screws 5. ATV
M15-9
15. Apply a liberal coating of molybdenum disulphide grease to the internal ring gear and sun gear. 16. If the needle bearings were removed from the sun gears, press new bearings in place. Pack the rollers with grease the grease specified above. Apply a liberal coat of grease to the thrust washers (3, Figure 15-17). 17. Position a thrust washer on each side of the planet gears (4) and slide into the carrier slots, aligned with the pin holes. 18. Slide the planet gear pins (2) into the carrier bores with the snap ring groove on the bottom as shown in Figure 15-17. Be sure the anti-rotation pins are aligned with the carrier slots. Install a snap ring (5) on each planet gear pin. 19. Press the bearing (42, Figure 15-2) into the front (end with 12 holes) of the gearbox housing (38). FIGURE 15-16. ATV ASSEMBLY CHECK
20. Install the retainer plate (43) using the six screws (44). Tighten to 40 in. lbs. (4.52 N.m) torque.
13. After ATV installation, verify the nylon trip rod does not bind; move the trip rod up and down. If binding exists, inspect and correct. Refer to Figure 15-16.
21. Press the carrier bearing onto the carrier shaft as shown in Figure 15-18. Use a tool which presses on the bearing inner race only.
14. Install the gasket (11, Figure 15-22), cover plate (12) and screws (13). Tighten the screws to 8 in. lbs. (0.90 N.m) torque.
FIGURE 15-17. PLANET GEAR INSTALLATION 1. Carrier 2. Planet Gear Pin 3. Thrust Washer
M15-10
4. Planet Gear 5. Snap Ring 6. Hammer Assembly
FIGURE 15-18. CARRIER SHAFT BEARING INSTALLATION 1. Arbor Press 3. Rear Carrier Bearing 2. Installation Tool 4. Carrier
TDI Air Starter
M15001 6/97
FIGURE 15-19. CARRIER & GEARBOX ASSEMBLY 1. Carrier Assembly 2. Spring Washer
3. Spacer 4. Gearbox Housing
22. Mount the spring washer (2, Figure 15-19) and spacer (3) against the bearing. Lower the carrier assembly (1) into the gearbox housing (4). If necessary, invert the assembly and apply pressure to the inner race of the front bearing until the rear bearing is seated in the housing. Refer to Figure 15-20. 23. With assembly positioned as shown in Figure 15-21, install the locking washer (3) and nut (2) on the carrier shaft. Tighten until nut is tight and bend washer tang until seated in a slot of the retainer nut.
FIGURE 15-20. GEARBOX ASSEMBLY 1. Arbor Press 2. Tool 3. Bearing Retainer 4. Front Bearing 5. Gearbox Housing
6. Rear Bearing 7. Carrier Assembly 8. Spring Washer 9. Gearbox Housing
28. Mount the housing over the bendix assembly and align match marks made during disassembly. Install the capscrews (56) and nuts (51) and tighten to 150 in. lbs. (16.95 N.m) torque.
24. Install the hammer assembly (29, Figure 15-2) over the dowel pins in the carrier. Install screws (28) and tighten to 5-8 in. lbs. (.57 to .90 N.m) torque. Ensure that dowel pins are flush with hammer assembly housing. 25. Install the gearbox into the motor housing by rotating the carrier until the planet and ring gears mesh. Align assemblies using the match marks made during disassembly. Install the six screws (39) and tighten to 110 in. lbs. (12.43 N.m) torque. 26. Install two keys (47) in the carrier shaft. Position the bendix assembly (49) on the shaft (with set screw removed) and spring (46) inserted into the cavity in the bendix. Slide the bendix assembly over the shaft until the set screw hole aligns with the hole in the shaft. Insert set screw and tighten firmly. Slip retainer ring over the set screw. 27. Pack the bendix housing needle bearing with molybdenum disulphide grease. Press the bearing into the housing until flush with the bottom surface.
M15001 6/97
FIGURE 15-21. RETAINER NUT INSTALLATION 1. SS1136 Tool 2. Retainer Nut
TDI Air Starter
3. Lockring Washer 4. Gearbox
M15-11
AUTOMATIC TRIP VALVE
Reassembly
Disassembly
NOTE: Clean Loctite residue off all parts prior to reassembly.
NOTE: The ATV is a very critical component of the starter. It is recommended that ATV assemblies be replaced as a unit rather than disassembled and repaired. If it is necessary to rebuild the ATV, refer to Figure 15-22 and follow the instructions below: 1. Remove screws (13, Figure 15-22), cover plate (12) and gasket (11). 2. Remove screws (6) and nuts (14) from the butterfly plate. Remove the plate (7). (If necessary, heat nuts to 180°F maximum to break Loctite bond.) 3. Break the Loctite bond on the ends of springs (8, 18) and pull butterfly shaft assembly out. 4. Heat lever arm stud (17) (180°F max.) to break Loctite bond. Remove the lever arm assembly. 5. Press out the Teflon bearing (2) and, using a sharp tool, remove bearing (1).
1. Assemble arm (16) and snap ring (15) on lever arm assembly. 2. Reassemble the butterfly shaft by installing a new O-ring (2, Figure 15-23). Apply petroleum jelly to the seal surface. 3. Mount the spring (1) with the long end pointed downward. 4. Press Teflon bearings (1, Figure 15-22) then (2) into the housing until flush with side walls. Lubricate bearings with petroleum jelly. 5. Slide trip rod (4) into bottom hole of housing. 6. Place Loctite #680 on threads of lever arm stud (17) and on threads in housing.
6. If lever arm is to be completely disassembled, remove the snap ring (15) and remove arm (16).
FIGURE 15-22. AUTOMATIC TRIP VALVE ASSEMBLY 1. Bearing 2. Bearing 3. Nut 4. Trip Rod 5. Dowel Pin
M15-12
6. Screw 7. Butterfly Plate 8. Camshaft Spring 9. O-ring
10. CamShaft 11. Gasket 12. Cover Plate 13. Screw 14. Nut
TDI Air Starter
15. Retainer 16. Lever Arm 17. Stud 18. Lever Arm Spring
19. Screw 20. Screw 21. Gasket 22. Dowel Pin
M15001 6/97
7. Mount spring (18) over stud with short end in the lever arm hole. Tighten stud firmly. Place a drop of Loctite “Super Bonder 495" into small spring hole in the housing. 8. Mount the butterfly shaft assembly, aligning spring (8) end into small hole in housing. Place long end of spring (18) in the same hole. 9. Push lever arm toward top and rotate cam counterclockwise. Mount the butterfly plate on the large flat of the shaft with the bevelled edge up. Coat screws (6) and nuts (11) with Loctite 680 and tighten to 5 in. lbs. (.57 N.m) torque. FIGURE 15-23. BUTTERFLY SHAFT ASSEMBLY Operation Check 1. Push the trip rod up several times and release. The lever arm should move back and forth easily.
1. Spring 2. O-Ring Seal
3. Shaft
2. Push up on the trip rod and hold: a. Slowly close the butterfly and slowly allow it to open. There should be resistance to movement. b. Close the butterfly and allow it to snap open. It should open quickly and smoothly. 3. Close butterfly and release the trip rod, allowing butterfly to snap open. a. The lever arm should drop against the cam. 4. Press on butterfly plate with two fingers and try to close it. The lever arm should hold the butterfly open.
M15001 6/97
TDI Air Starter
M15-13
NOTES:
M15-14
TDI Air Starter
M15001 6/97
TDI TWO-STAGE AIR STARTER AIR STARTER The optional two-stage TDI starter provides distinct advantages of size and efficiency as compared to electric motor, vane-type or other turbine-type air starters. It is a turbine driven air starter with a preengage starter drive and is designed for use with compressed air. Small amounts of foreign matter or liquid in the air stream will normally not adversely affect it. No lubrication is required in the air supply. The unit has a pilot air solenoid valve installed. The exclusive electronic control module reads output shaft speed and shuts off air to the inlet in case of an over speed condition. This prevents excessive cranking speeds, which could damage the starter or waste compressed air. The following instructions provide information for servicing, parts replacement and reassembly of the starter. The parts illustrations (Figure 15-24 & 25) identify parts which can be disassembled and replaced by field service personnel. Parts that are identified as assemblies should not be disassembled as individual replacement parts are not available. Removal 1. Disconnect the air inlet hose at the relay valve. 2. Disconnect the hoses routed to the starter solenoid valve. 3. Cap all hoses to prevent entrance of dirt. 4. Mark the starter mounting flange and the engine mounting boss to ensure proper alignment when reinstalling. 5. Remove the three capscrews and lockwashers attaching the starter to the engine and remove assembly. Installation 1. Apply a liberal coat of molybdenum disulphide grease on the starter pinion teeth.
The TDI two-stage air starter must be installed and operated in accordance with the instructions given in the installation and operating manuals. Failure to properly install the starter, or failure to operate it according to these instructions may result in damage to the starter or engine, or personal injury.
Description of Basic Groups The unit can descriptively be grouped into four basic segments: (1) Inlet Housing - Nozzle/Valve Seat; (2) Turbine Housing; (3) Stage One Gear Carrier; and (4) Gearbox - Drive Housing. The following Disassembly and Assembly sections will generally follow the above mentioned groups for instruction. The Inlet Housing-Nozzle/Valve Seat area generally includes items (1) through (25) in Figure 15-24. It should be noted, however, that some items, such as control lines and muffler parts, are addressed where they are best removed and assembled. The Turbine Housing includes items (26) through (38) in Figure 15-24. The Stage One Gear Carrier area includes items (39) through (47), plus the Ring Gear pieces (48, 49, 50) in Figure 15-25. The Gearbox Drive Housing area includes items (51) through (102) in Figure 15-25. It should be noted, however, that some items, such as control lines, are addressed where they are best removed and assembled.
2. Lower starter assembly into position and align the mounting flange holes using match marks made during removal with the tapped holes in the engine. 3. Install the three capscrews and lockwashers and tighten to 100 ft. lbs. (136 N.m) torque. 4. Install starter relay valve (if removed) at the inlet port and attach hoses. 5. Install the main air inlet hose. Tighten all hoses securely.
M15001 6/97
TDI Air Starter
M15-15
FIGURE 15-24. INLET HOUSING - NOZZLE/VALVE SEAT & TURBINE HOUSING 1. Capscrew 2. Threaded Inlet Flange 3. O-Ring 4. Hex Plug 5. Inlet Housing 6. Capscrew 7. Capscrew 8. O-Ring 9. No longer required 10. Compression Spring
M15-16
11. O-Ring Cap 12. Spool Valve 13. O-Ring 14. O-Ring 15. O-Ring 16. Nozzle/Valve Seat 17. Liner 18. Containment Ring 19. Long Male Elbow 20. Hose Assembly
21. See FIG. 15-25 22. Muffler Element 23. Button Head Screw 24. Muffler Retainer Plate 25. Muffler Retainer 26. Socket Screw 27. Rotor Washer 28. Turbine Rotor 29. Square Key 30. Labyrinth Spacer
TDI Air Starter
31. No longer required 32. Turbine Housing 33. Ball Bearing 34. Retainer Ring 35. Compression Spring 36. Bearing Spacer 37. O-Ring 38. Turbine Shaft
M15001 6/97
FIGURE 15-25. STAGE ONE GEAR CARRIER & GEARBOX - DRIVE HOUSING 21. Male Elbow 39. Button Head Screw 40. Shaft Retention Plate 41. Roll Pin 41A.Roll Pin 42. Planet Gear Shaft 43. Gear Shim 44. Gear Spacer 45. Needle Bearing 46. Planet Gear 47. Gear Carrier 48. O-Ring 49. Ring Gear 50. O-Ring 51. Gear Spacer 52. Needle Bearing 53. Planet Gear
M15001 6/97
54. Planet Gear Shaft 55. Carrier/Output Shaft 56. Shaft Retention Plate 57. Button Head Screw 58. Bronze Bearing 59. Hose Assembly 60. Controller 61. Capscrew 62. Capscrew 63. Solenoid Valve 64. Capscrew 65. O-Ring 66. Gearbox Housing 67. Capscrew 68. O-Ring 69. Bearing Hub 70. O-Ring
71. Lip Seal 72. Thrust Washer 73. Retainer Ring 74. O-Ring 75. Pre-Engage Piston 76. O-Ring 77. Split Ring 78. Drive 79. Compression Spring 80. Retaining Ring 81. Bearing 82. Seal 83. O-ring 84. Pinion Housing 85. O-Ring 86. Mounting Flange 87. Capscrew
TDI Air Starter
88. Pinion Collar 89. Pinion 90. Split Washer 91. Capscrew 92. Gasket 93. Dowel Pin 94. Magnet 95. Connector 96. Connector Gasket 97. Connector Screw 98. Connector 99. Security Cap 100.Terminal 101.wire Seal 102.Capscrew
M15-17
Disassembly 1. Mark each section of the starter for reference during assembly: mounting flange (86), gearbox housing (66), ring gear (49), containment ring (18), and inlet housing (5). Note the location of the long male elbow (19) in the nozzle/valve seat (16). Note that the control line access hole in the containment ring (18) and the port in the nozzle/valve seat (16) must line up when reassembled. 2. Mark the turbine rotor (28) and note its direction of rotation. 3. Have a complete set of o-rings, seals, screws and miscellaneous hardware available for assembly.
Do not wash bearings (33, 45, 52, 81) or the starter drive (78) in cleaning solvents. 4. Remove the two control line hoses (20, 59) and four elbows (19, 21). 5. Disconnect the solenoid valve (63) from the control module (60). Remove the three screws (62) and the solenoid valve (63). 6. Remove the four screws (61) and the control module (60) and the gasket (92).
11. Remove twelve screws (87) and separate mounting flange (86) and o-ring (85) from pinion housing (84). 12. Check condition of lip seal (82). If damaged, press out of pinion housing (84).
Hold a rag over the output shaft (55) and gearbox housing (66) to stop the pre-engaged piston (75) when applying low pressure air to remove it from the gearbox housing (66). 13. Apply low pressure air to the solenoid port on the gearbox housing (66) to force the preengage piston (75) out of the gearbox housing (66). Refer to WARNING above. 14. Remove the seven screws (67) and separate the gearbox housing (66), ring gear (49), stage one gear carrier (47), turbine housing (32) and inlet housing - nozzle/valve seat (5, 16). Antirotation pin (93) should remain pressed into gearbox housing (66). 15. Remove the retainer ring (73) and two thrust washers (72) from the output shaft (55). 16. Remove the gear carrier/output shaft (55) from the gearbox housing (66). 17. Remove the four screws (64) and the bearing hub (69). Press out the lip seal (71). 18. Check the condition of the bronze bearing (58). Press out if damaged or suspect.
The drive housing - gearbox housing is spring loaded. Exercise caution when separating the pinion housing (84) from the gearbox housing (66). 7. Remove screw (91) and separate pinion collar (88), pinion (89), split washer (90) and screw (91) from drive (78). 8. Remove the twelve screws (102) and separate the pinion housing (84) from the gearbox housing (66). Remove retaining ring (80). 9. Check the condition of the roller bearing (81). Press out if damaged or suspect. 10. Remove the compression spring (79) and the starter drive (78) from the gearbox housing (66). The two split rings (77) will come out with the starter drive (78).
M15-18
19. Remove the three screws (57) and gear shaft retainer plate (56). 20. Press out the three stage two planet gear shafts (54) and remove the gears (53) and gear spacers (51). 21. Check the condition of the needle bearings (52). Press out if damaged or suspect. 22. Remove the two shims (43) from the sun gear. 23. Remove the three screws (39) and the stage one planet gear shaft retention plate (40). Press out the three shafts (42) and remove the gears (46) and gear spacers (44). 24. Check the condition of the needle bearings (45). Press out if damaged or suspect.
TDI Air Starter
M15001 6/97
25. Remove the six screws (23), three retainer plates (24), and muffler retainer (25) from the containment ring (18). Remove the three muffler elements (22) and discard. 26. Remove the turbine housing assembly (32) from the containment ring (18).
The shaft pressing tool must be smaller in diameter than the turbine shaft (1/2").
27. Remove the rotor retention screw (26) and rotor washer (27) from the turbine shaft (38).
31. Press the ball bearing (33) from the turbine shaft (38).
NOTE: It is suggested that you hold the sun gear end of the turbine shaft (38) in a soft-jawed (aluminum) vise while removing the rotor retention screw (26). 28. Remove the turbine rotor (28) from the turbine shaft as shown in Figure 15-26. Hold on to the puller tool with an open end wrench. NOTE: Install the three puller screws hand tight to the turbine rotor (28). Before installing the puller tool, check to make sure that the face of the t-screw is smaller than the diameter of the turbine shaft (38).
32. Remove the compression spring (35) from the turbine housing (32). 33. Remove the o-ring (37) from the turbine housing (32). 34. Remove the retainer ring (34) from the turbine housing (32). 35. Remove the ball bearing (33) from the turbine housing (32). NOTE: You should be able to push the ball bearing (33) out by pressing on the seal spacer (30) with your finger. 36. Support the turbine housing (32) and remove the labyrinth spacer (30). 37. If the threaded inlet (2A) is used, remove the four screws (1). Remove the threaded inlet (2A) from the inlet housing (5). 38. Remove the four screws (7) and separate the inlet housing (5) from the containment ring (18). On units after serial number 9307-181, the liner (17) should slide out of the containment ring (18). 39. Remove the five screws (6) and separate the nozzle/valve seat (16) from the inlet housing (5).
FIGURE 15-26. TURBINE ROTOR REMOVAL 1. T-Handle 2. Turbine Rotor Tool
3. Screw
29. Remove the 1/8" key (29) from the turbine shaft (38). 30. Press the turbine shaft (38) from the turbine housing (32). The bearing spacer (36) should come out also. Remove the bearing spacer (36) from the turbine shaft (38).
M15001 6/97
The spool valve - nozzle is spring loaded. Exercise caution when separating the inlet housing (5) from the nozzle/valve seat (16). 40. Remove the spring (10) from the spool valve (12). Remove the o-ring cap (11) from the spool valve (12). Remove the shock dampener from the spool valve (12), if present.
TDI Air Starter
M15-19
41. Remove and discard the o-rings (3, 8, 13, 14, 15, 37, 48, 50, 65, 68, 70, 74, 76, 83, 85) from the threaded inlet (2), inlet housing (5), spool valve (12), nozzle/valve seat (16), turbine housing (32), ring gear (49), gearbox housing (66), bearing hub (69), pre-engage piston (75) and pinion housing (84).
Never wash the starter drive (78) or shielded bearings (33, 81) in cleaning solvents.
Cleaning and Inspection 1. Degrease all metal parts except bearings and the starter drive (78) using commercially approved solvents. Dry parts thoroughly.
2. Clean aluminum parts using an approved aluminum cleaning solution. Soak for five minutes. Remove parts, rinse in hot water, and dry thoroughly. 3. Clean corroded steel parts with commercially approved stripper.
TABLE 15-1 - PARTS INSPECTION PART DESCRIPTION
CHECK FOR
REQUIREMENTS Defective Parts Must be Replaced
Starter Drive (78)
Worn, loose, missing, or damaged parts.
Use Table 15-2 for acceptable wear guidelines.
Pinion Housing (84)
Cracks and breakage.
Cracks and breakage not acceptable.
Carrier Shaft (55) & Gear Carrier (47)
Wear-created grooves or flat spots. Wear beyond limits per Table 15-2.
Deformation or metal smearing in planet shaft holes not acceptable. Scoring on bearing journal not to exceed .005” (0.127 mm) depth.
Stage One and Stage Two Planet Gears (46) and (53)
Cracked, chipped, or galled teeth. Wear beyond limits per Table 15-2.
There shall be no evidence of wear beyond limits per Table 15-2.
Turbine Shaft (38)
Cracks, scoring, grooves, chipped or There shall be no evidence of wear beyond limits per Table 15-2. broken teeth; galling or scoring on shaft bearing journals. Raised metal in keyway.
Turbine Housing (32) and NozzleValve Seat (16)
Corrosion, cracks, and erosion on nozzle edges.
Cracks not permitted. Minor wear or erosion acceptable if operation not impaired.
Turbine Rotor (28)
Corrosion, erosion, broken edges, bore and keyway wear. Tip wear.
Minor tip rub acceptable. Bore and keyway wear not acceptable. Play exceeding 0.005” (0.127 mm) radial and 0.005” (0.127 mm) axial not acceptable.
Lip Seals (31) and (71)
Wear and cracks.
None permitted.
Labyrinth Spacer (30)
Grooves and scoring.
Wear groove not acceptable over 0.002” (0.051 mm).
Needle Bearings (45) and (52) and Rotation, scoring, or flat spots. Roller Bearings (81)
Bearings should rotate freely.
Bearing Spacer (36) and Bronze Bearing (58)
Parallelism of end surfaces.
Ends shall be parallel within 0.0005” (0.0127 mm). Dented surfaces not acceptable.
Ball Bearings (33)
Freedom of rotation. Excessive play Replace bearings if play is excessive. between races.
M15-20
TDI Air Starter
M15001 6/97
4. Clean corroded aluminum parts by cleaning as stated in item 2 above and then immersing the parts in a chromic-nitric- phosphoric acid-pickle solution [Mix 8 lb. (3.6 kg) of chromic acid, 1.9 gallon (7.19 l) of phosphoric acid, 1.5 gallon (5.67 l) of nitric acid with enough water to make 10 gallons (37.85 l).] Rinse in hot water and dry thoroughly. 5. Use Table 15-1 as a guide to check for acceptable condition of the parts listed. 6. Check all threaded parts for galled, crossed, stripped, or broken threads.
7. Check all parts for cracks, corrosion, distortion, scoring or general damage. 8. Check the nozzles (16) for wear, chipping, or breakage, especially on the trailing edges. 9. Check the spool valve (12) and valve seat in the nozzle (16) for wear. 10. Check all bearing bores for wear and scoring. Bearing bores shall be free of scoring lines not to exceed .005 in. (0.127 mm) width and .005 in. (0.127 mm) depth.
TABLE 15-2 - PARTS DIMENSIONS DIMENSIONS PART DESCRIPTION
NEW Inches (Millimeters)
MAX. ALLOWABLE WEAR Inches (Millimeters)
PLANET GEAR STAGE 1 & STAGE 2 (20:1) (46) & (53) Measurement over two 0.1080 diameter pins 1.391-1.388 (35.33-35.26)
1.387 (35.23)
PLANET GEAR STAGE 2 (16:1) (53) Measurement over two 0.1080 diameter pins 1.202-1.199 (30.53 - 30.45)
1.198 (30.43)
PLANET GEAR SHAFT Outside Diameter - Stage 1 (42) Stage 2 (54)
0.6299-0.6296 (16.000-15.992) 0.5003-0.5001 (12.708-12.703)
0.6294 (15.987) 0.4999 (12.697)
TURBINE SHAFT (38) Bearing Journal - O.D.
0.5119-0.5116 (13.002-12.995)
0.5114 (12.990)
SUN GEAR - STAGE 1 Measurement over two 0.1080 diameter pins 1.144-1.141 (29.06-28.98)
1.140 (28.96)
SUN GEAR - STAGE 2 (47) Measurement over two 0.1080 diameter pins (20:1) 1.144-1.141 (29.06-28.98) (16:1) 1.520 - 1.517 (38.61-38.53)
1.140 (28.96) 1.516 (38.51)
RING GEAR (49) Measurement between two 0.1050 diameter pins
3.3654-3.3632 (85.481-85.425)
3.3664 (85.507)
OUTPUT SHAFT (55) Sleeve Bearing Journal - O.D. Roller Bearing Journal - O.D.
0.8712-0.8707 (22.128-22.116) 0.747-0.746 (18.974-18.948)
0.8697 (22.090) 0.745 (18.923)
CARRIERS (47) AND (55) Planet Pin Bore - Stage 1 - Stage 2
0.6301-0.6306 (16.005-16.017) 0.5005-0.5010 (12.713-12.725)
0.6307 (16.020) 0.5011 (12.728)
PINION SHAFT BEARING JOURNAL (78)
1.5000-1.4994 (38.100-38.085)
1.4984 (38.059)
M15001 6/97
TDI Air Starter
M15-21
11. Check gear teeth for wear. If wear is apparent, check gear teeth dimensions in accordance with Table 15-2. Assembly
4. Lube the ID of the spool valve (12) and the ID of the nozzle/valve seat (16) with Aeroshell #6. Insert the spool valve (12) into nozzle/valve seat (16). Push, by hand, until seated. 5. Install the o-ring cap (11) onto the spool valve (12).
Always press the inner race of ball bearings when installing onto a shaft. Always press the outer race of ball bearings when installing into a housing.
6. The lip on the o-ring cap (11) must extend over o-ring (13). Set the compression spring (10) onto the o-ring cap (11).
The rotor retention screw (26) must be replaced each time the turbine rotor (28) is removed.
NOTE: Visually align the inlet housing (5) with the nozzle/valve seat (16) so the piston hose port will align with the containment ring (18) in the proper orientation. (Refer to Disassembly #1).
Degrease all parts (EXCEPT BEARINGS) and clean aluminum parts per the cleaning and inspection procedures earlier in this section. NOTE: It is recommended to use NYE 377AL grease on all gears and bearings in the turbine carrier sections and gear carrier sections. Aeroshell #6 is recommended for use on all parts on the output side of the gearbox - drive housing and the sliding o-rings on the pre-engage piston and spool valve. Pre-lube all stationary o-rings with Parker o-ring lube or petroleum jelly.
The turbine housing o-ring (37) must not be lubricated. It is to be installed dry. For overhaul, the turbine ball bearings (33) should be replaced. For torque values, refer to Table 15-3.
All screw threads are treated at the factory with a fastener retention compound. Every screw, 1/4 inch diameter or larger, must have a drop of Loctite 290 applied to the threads before being reused; screws smaller than 1/4 inch diameter must have a drop of Loctite 222 applied to the threads. 1. Lube with Aeroshell #6 and install o-ring (8) onto the inlet housing (5).
TABLE 15-3 - TORQUE VALUES TORQUE PART DESCRIPTION
Lb-In (Lb-Ft)
Nm
Screw, inlet housing to valve seat (6)
64 (5)
7.2
Screw, inlet housing to containment ring (7)
150 (12)
16.9
Screw, inlet flange to inlet housing (1)
840 (70)
94.9
Screw, rotor retention (26)
100 (8)
11.3
15
1.69
64 (5)
7.2
Screw, mounting flange to pinion housing (87)
170 (14)
19.2
Screw, stage two retention plate (57)
45 (4)
5.1
Screw, gearbox housing to containment ring (67)
150 (12)
16.9
Screw, muffler retainer (23)
45 (4)
5.1
Screw, stage one retention plate to gear carrier (39)
45 (4)
5.1
Screw, solenoid valve to gearbox housing 62)
64 (5)
7.2
1590 (133)
179.6
150 (12)
16.9
Screw, control module to gearbox housing (61) Screw, bearing hub to gearbox housing (64)
Screw, pinion to pinion drive shaft (91) Screw, pinion housing to gearbox housing (102)
2. Lube with Aeroshell #6 and install the o-rings (13) and (14) onto the spool valve (12). 3. Lube with o-ring lube and install o-ring (15) onto the nozzle/valve seat (16).
M15-22
TDI Air Starter
M15001 6/97
7. Install the inlet housing (5) onto the nozzle/ valve seat (16). Push together to compress the spring (10). While holding these pieces together, line up the five screw holes and install the five screws (6). NOTE: It is recommended to alternately tighten two opposite screws to ensure a straight pull before tightening all five screws (6). 8. Tighten the five screws (6) to 64 Lb-in (7.2 Nm) torque. 9. Position the nozzle liner (17) in the containment ring (18) so that the holes through one wall align. NOTE: Visually align the control line access hole in the containment ring (18) with port in the nozzle/ valve seat (16). (Refer to Disassembly #1.) It is recommended to alternately tighten two opposite screws to ensure a straight pull before tightening all four screws (7). 10. Install the inlet housing (5) onto the containment ring (18). Install the four screws (7) and tighten to 12 Lb-Ft. (16.9 Nm) torque. Start the long male elbow (19) into the nozzle/valve seat (16) port to prevent the nozzle liner from rotating. 11. Lube with o-ring lube and install the o-ring (3) into the inlet (5). Install the inlet insert (2) onto the inlet housing (5). Install the four screws (1) and tighten to 70 Lb- Ft (94.9 Nm) torque.
FIGURE 15-27. BALL BEARING INSTALLATION 1. Ram 2. Bearing Pressing Tool
3. Table
17. Install the bearing spacer (36) onto the turbine shaft (38). 18. Place the turbine housing (32) onto the turbine shaft (38) and press into position until seated as shown in Figure 15-28.
NOTE: Apply pipe thread sealant to fittings before reassembly. 12. Install the long male elbow (19) into the port in the nozzle/valve seat (16) and install the male elbow (21) into the inlet housing (5). Be sure to put these into the correct ports. (Refer to Disassembly #1.) 13. Install the ball bearing (33) into the turbine housing (32) by hand. Install the retainer ring (34) into the turbine housing (32) to secure the bearing (33). FIGURE 15-28. TURBINE SHAFT INSTALLATION The turbine housing o-ring (37) must not be lubricated. It is to be installed dry. 14. Install the o-ring (37) into the turbine housing (32). 15. Install the compression spring (35) into the turbine housing (32). NOTE: The compression spring (35) must be shoved past the o-ring (37) as far as possible. 16. Press the ball bearing (33) onto the turbine shaft (38) as shown in Figure 15-27.
M15001 6/97
1. Ram 2. Bearing Pressing Tool
3. Table
19. Install the labyrinth spacer (30) over the turbine shaft (38). 20. Install the 1/8" key (29) into the turbine shaft keyway (38). 21. Press the turbine rotor (28) onto the turbine shaft (38) until seated.
TDI Air Starter
M15-23
30. Press the oil impregnated bronze bearing (58) into the bearing hub (69) until seated. 31. Press the lip seal (71) into the bearing hub (69) until seated as shown in Figure 15-29. Be sure to check the rotation of the starter motor and the correct installation of the turbine rotor (28). Turbine rotor buckets must flow in the same direction as the nozzles on the nozzle/valve seat (16). Be sure to check the alignment of the turbine rotor (28) and key (29).
Be sure that the lip on the seal (71) faces down into the hub (69).
22. Install the rotor washer (27) and rotor retention screw (26) into the turbine shaft (38). Tighten to 8 Lb-Ft (11.3 Nm) torque. NOTE: It is suggested that you hold the sun gear end of the turbine shaft (38) in a soft-jawed (aluminum) vise while torquing the rotor retention screw (26). 23. Slide the three needle bearings (45) into the three stage one planet gears (46). Use NYE 377AL to grease the bearings (45). 24. Install one gear spacer (44) on each side of the three gears (46). 25. Install three anti-rotation roll pins (41) into the three stage one planet gear shafts (42). Tap the pins (41) into position with a small hammer. 26. Insert the three gears (46) into the stage one gear carrier (47) and align the shaft bores. 27. Hand install the three gear shafts (42) into the gear carrier (47) and tap into position.
The gear shafts (42) must be inserted from the stage one sun gear (38) side of the gear carrier (47). Be sure to align the anti-rotation pins on the gear shafts (42) with the slots in the gear carrier (47). 28. Set the shaft retention plate (40) on the gear carrier (47). Be sure to properly align the screw holes.
FIGURE 15-29. HUB LIP SEAL INSTALLATION 1. Ram 2. Seal Pressing Tool
3. Table
32. Lube with o-ring lube and install the o-ring (68) into the recess on the internal face of the gearbox housing (66). 33. Lube with Aeroshell #6 and set the o-ring (70) onto the bearing hub (69). Roll the o-ring (70) into position on the bearing hub (69). 34. Set the bearing hub (69) into the gearbox housing. Take care to line up the four screw holes. 35. Install the four screws (64) to secure the bearing hub; tighten to 64 Lb-in (7.2 Nm) torque.
29. Install the three screws (39); tighten to 45 Lb-in (5.1 Nm) torque.
Check gear rotation. The gears (46) must rotate freely in the gear carrier (47).
M15-24
Be sure to hold the bearing hub (69) and the gearbox housing (66) firmly together while installing the screws (64) to prevent the o-ring (68) from shifting out of position.
TDI Air Starter
M15001 6/97
36. Lube with Aeroshell #6 and install the o-rings (74) and (76) onto the pre-engage piston (75).
NOTE: Coat the bronze bearing (58) with NYE 377AL Grease.
37. Use Aeroshell #6 to grease the inside of the gearbox housing (66) and the inside and outside of the pre-engage piston (75).
46. Insert the seal positioning tool through the lip of the seal (71).
38. Hand press the pre-engage piston (75) into the gearbox housing (66) and onto the bearing hub (69). Set the gearbox housing (66) aside.
The more deeply recessed end of the pre-engage piston (75) must be fitted onto the bearing hub (69). 39. Press the three needle bearings (52) flush into the three stage two planet gears (53).
The bearings (52) have a flat end and a radius end. Be certain to press against the flat end. Press each bearing (52) flush with the face of the gear (53). 40. Install three anti-rotation roll pins (41A) into three stage two planet gear shafts (54). Tap the pins (41A) into position with a small hammer. 41. Place one of the gear spacers (51) on each side of the stage two planet gears (53).
47. Install the gearbox housing (66) onto the output shaft of the gear carrier (55). 48. With the gearbox housing (66) in place, remove the seal positioning tool.
While handling the gearbox housing/gear carrier, do not let the gear carrier (55) fall out of the gearbox housing (66) or the lip seal procedure on seal (71) will have to be repeated. If the lip on the lip seal (71) becomes reversed during assembly of the gearbox housing (66) onto the output shaft (55), the lip seal (71) must be replaced. 49. Install the two thrust washers (72) onto the output shaft (55). 50. Install the retainer ring (73) onto the output shaft (55). 51. Set the inlet housing - containment ring (5, 18) assembly on the inlet housing (5). 52. Install the turbine assembly (32) into the containment ring (18).
42. Insert the three gears (53), with spacers (51), into the gear carrier (55) and align the shaft bores.
NOTE: Since the major components must attach to each other, be sure to align the components for both the proper general orientation and for screw holes.
43. Hand install the three gear shafts (54) into the gear carrier (55) and tap into position.
53. Lube with o-ring lube and install the o-rings (48, 50) onto the ring gear (49). Install the ring gear (49) onto the turbine housing (32).
The gear shafts (54) must be inserted from the output shaft side of the gear carrier (55). Be sure to align the anti-rotation pins on the gear shafts (54) with the slots in the gear carrier (55). Check gear rotation. The gears (53) must rotate freely in the gear carrier (55). 44. Set the shaft retention plate (56) onto the gear carrier (55). Be sure to properly align the screw holes. 45. Install the three screws (57) and tighten to 45 LB-in (5.1 Nm) torque.
M15001 6/97
54. Install the two shims (43) onto the sun gear pin of the stage one gear carrier (47). One shim (43) goes on each end. NOTE: NYE 377AL grease can be used to hold these shims (43) in position during assembly.
Use NYE 377AL grease to coat the interior of the ring gear (49), the stage one gear carrier/second stage sun gear (47) and the stage two gear carrier (55).
TDI Air Starter
M15-25
55. Install the stage one gear carrier (47) into the ring gear (49) and onto the turbine shaft sun gear (38). Rotate the carrier (47) until fully seated. 56. Check that the anti-rotation pin (93) is firmly secured in the gearbox housing (66). 57. Install the gearbox housing - gear carrier (66,55) onto the ring gear (49) and onto the sun gear of the carrier (47). Rotate fully to seat. NOTE: Recheck component orientation and screw hole alignment. 58. Install the seven screws (67) to secure the gearbox housing (66) through to the containment ring (18). NOTE: It is recommended to alternately tighten two opposite screws, to ensure a straight pull, before tightening all seven screws (67). 59. Carefully tighten the seven screws (67) to ensure that the o-rings (48, 50) on the ring gear (49) are not cut. Tighten the four screws (67) to 12 LB-Ft (16.9 Nm) torque. 60. Using Aeroshell #6, grease inner diameter of split rings (77) and inside diameter of starter drive spline (78). Install the two split rings (77) onto the starter drive (78). 61. Install the starter drive (78) onto the output shaft (55) and into the pre-engage piston (75).
67. Attach the pinion housing (84) to the gearbox housing (66). NOTE: It is recommended to alternately tighten two opposite screws, to ensure a straight pull, before tightening all twelve screws (102). 68. Hold the pinion housing (84) firmly against the gearbox housing (66) and install the twelve screws (102). 69. Carefully tighten the twelve screws (102) to ensure that the o-ring (83) is not cut. Tighten the twelve screws to 12 Lb-Ft (16.9 Nm) torque. NOTE: Align the mounting flange (86) with the pinion housing (84) so that component orientation is correct for final assembly and installation. (Refer to Disassembly #1) 70. Lube with Aeroshell #6 and install o-ring (85) onto the pinion housing (84). 71. Attach the mounting flange (86) to the pinion housing (84) using twelve screws (87). 72. Carefully tighten the twelve screws (87) to ensure that the o-ring (85) is not cut. Tighten the twelve screws (87) to 14 Lb-Ft (19.2 Nm) torque. 73. Place the pinion collar (88) and the pinion (89) onto the drive (78). Attach the pinion (89) to the drive (78) with the split washer (90) and screw (91). Hold the pinion (89) in a soft-jaw vise and tighten the screw (91) to 133 Lb-Ft (179.6 Nm) torque.
Ensure that the split rings (77) remain in position so that the starter drive (78) seats into the preengage piston (75). 62. Install the compression spring (79) onto the starter drive (78). 63. Press the lip seal (82) into the pinion housing (84). The lip must be face down, or toward the pinion (89). 64. Press the roller bearing (81) into the pinion housing (84) until seated. Use NYE 377AL to grease the roller bearing (81). 65. Install the retainer ring (80) in the pinion housing (84). 66. Lube with Aeroshell #6 and install the o-ring (83) onto the pinion housing (84).
M15-26
Check the rotation of the gear carrier/output shaft (55). The gear carrier (55) and gears (53) should all rotate freely. 74. Install three new muffler elements (22) into the containment ring (18). Position the muffler retainer (25) and install the three muffler retainer plates (24) with the six screws (23). Tighten the six screws (23) to 45 LB-In (5.1 Nm) torque. 75. Position the gasket (92) on the gearbox housing so that the four holes align with the four tapped holes. 76. Install the control module (60) onto the gearbox housing (66).
TDI Air Starter
M15001 6/97
79. Install the two male elbows (19 and 21). Item 19 goes into the gearbox housing (66) and Item 21 goes into the solenoid valve (63). Ensure that the speed sensor probe on the control module (60) seats into the counterbore in the gearbox housing (66). 77. Install the four screws (61) to secure the control module (60). Tighten to 15 Lb-In (1.69 Nm) torque. 78. Lube with o-ring lube and install o-ring (65) onto the gearbox housing (66). Set the solenoid valve (63) onto the gearbox housing (66) and secure with the three screws (62). Tighten to 64 Lb-In (7.2 Nm) torque.
M15001 6/97
NOTE: Apply pipe thread sealant to fittings before reassembly. 80. Install the inlet-to-solenoid hose (59) and the piston-to-valve hose (20). 81. Attach the solenoid leads to the control module (60) unmarked terminal strip screws or reattach the Hirschmann Connector (95) using the connector screw (97). Place the connector gasket (96) between the male and female Hirschmann connectors before securing the screw. There is no positive or negative for these leads.
TDI Air Starter
M15-27
TDI TWO-STAGE AIR STARTER TROUBLESHOOTING GUIDE TROUBLE
PROBABLE CAUSE
1. Air always flows through A. Spool Valve is not sealing corstarter. rectly.
2. Starter doesn’t run; no air flow from exhaust.
3. Starter doesn’t run; normal air flow from exhaust.
4. Starter runs; engine cranks slowly or not at all.
5. Engine cranks too quickly, causing premature starter cutout.
SOLUTION A. Check for damaged or contaminated valve seat, damaged O-ring, or damaged spring.
B. Solenoid is not sealing correctly.
B. Check solenoid potential at solenoid lead to ground; should be zero. If not, see 2.C below. Check hose connections; supply air connects to “NC”, “COM” connects to piston air port on gearbox housing. Check function of solenoid by disconnecting from control module and applying 12 VDC. Check for damaged or contaminated valve seat.
A. Low air pressure; pinion doesn’t engage.
A. Check air pressure at air tank. Air pressure must be in the 150-80 PSIG range.
B. No power to control module.
B. Check electrical system powering control module; battery, keyswitch, start switch, wire continuity, fuse.
C. Power to control module; solenoid doesn’t open.
C. Check voltage potential at solenoid lead to ground; should be 12 VDC after power is applied to control module. If not, disconnect solenoid from control module. Apply 12 VDC to solenoid; should click open. Verify by applying air to “NC”. If solenoid functions correctly, replace control module.
D. Air pressure correct; pinion doesn’t engage.
D. Replace damaged piston O-rings. Manually check for correct piston operation. Check for obstructions in air passages.
A. Broken turbine rotor.
A. Replace turbine rotor. If turbine hoop failed due to overspeed, reason for overspeed must be determined. Examine gear train and control module functions.
B. Obstruction or damage in gear train.
B. Repair or replace.
A. Low inlet pressure.
A. Inlet air pressure must be in 150-80 PSIG range.
B. Excessive back pressure.
B. Replace muffler elements.
C. Damaged turbine nozzles.
C. Replace nozzle/valve seat.
D. Broken pinion.
D. Replace starter drive.
A. Inlet pressure too high.
A. Inlet air pressure must be in 150-80 PSIG range.
6. Starter continues to operate A. Solenoid is stuck open. after starter button is released. B. Spool Valve is not sealing correctly.
A. See 1.B above.
7. Tank pressure decays after extended shutdown.
A. Air connections are not tight.
A. Disconnect fittings at tank, starter, and solenoid. Inspect for damage. Repair or replace. Reconnect; use pipe joint compound at all connections.
B. Air lines are damaged.
B. Replace damaged lines.
C. Spool Valve is not sealing correctly.
C. See 1.A above.
D. Solenoid is open.
D. See 1.B above.
B. See 1.A above.
Release all system air pressure before attempting to work on starter system components.
M15-28
TDI Air Starter
M15001 6/97
INGERSOLL-RAND TURBINE POWERED STARTER The Ingersoll-Rand Pre-engaged Turbine Powered Air Starter is supplied as a customer specified option. It requires a dry air supply providing 70 -150 PSI (483 - 1034 kPa) operating pressure.
The dry weight of the starter assembly is approximately 70 lbs. (32 kg). Be certain that adequate lifting devices are available when Removing or Installing starter.
MAINTENANCE Removal 1. Mark or tag all air supply lines. 2. Discharge system air pressure completely. 3. Remove all air lines connected to starter assembly. Cap all connectors to prevent entrance of dirt. 4. Mark the starter mounting flange and the engine mounting boss to ensure proper alignment when reinstalling. 5. Remove capscrews securing starter to engine flywheel housing. Remove starter from the truck and move to work area for repair.
Disassembly Tips The following are a few recommended procedures which will help avoid unnecessary delay in assembly of the air starter. 1. Always punch mark or scribe adjacent parts on the motor housing cover, motor housing, gear case and drive housing, so these members can be located in the same relative position when the starter is reassembled. NOTE: The relative assembled position of the motor housing cover (6, Figure 15-1), motor housing (13), gear case (29), and drive housing (58), may vary with different starter models. If for some reason (parts replaced), original orientation is lost, refer to Figure 15-22. This starter model orientation code is 1H. 2. Do not remove any part which is a press fit in or on a sub assembly, unless the removal of that part is necessary for replacement or repairs. 3. Never save old seals or O-rings for reuse. 4. When grasping a part in a vise, always use leather covered or copper covered vise jaws to protect the surface of the part and help prevent distortion. This is particularly true of threaded members. 5. Do not press any needle bearings from a part, unless new needle bearings are to be installed. Needle bearings are always damaged during the removal process.
Installation 1. Lower starter assembly into position and align the mounting flange holes using match marks made during removal, with the tapped holes in the engine. 2. Install the capscrews with lockwashers and torque to standard torque. 3. On all thread connections throughout the system, use non hardening No. 2 Permatex or Loctite Pipe Sealant. 4. Connect all previously removed air lines and tighten securely. 5. Charge air system and check for leaks.
M15002
Ingersoll-Rand Turbine Powered Starter
M15-1
FIGURE 15-1. STARTER ASSEMBLY 1. Deflector Retaining Screw 2. Deflector Return Spring 3. Splash Deflector 4. Starter Assembly Cap Screw 5. Cap Screw Washer 6. Housing Exhaust Cover 7. Housing Exhaust Cover Seal 8. Motor Assembly Cylinder O-ring Seal 9. Motor Assembly Housing O-ring Seal 10. Motor Assembly 11. Motor Housing Plug Inlet Boss 12. Motor Housing Plug 12A.Motor Housing Plug 13. Motor Housing 14. Rear Gear Frame Bearing 15. Gear Shaft Retaining Washer 16. Planet Gear Frame 17. Planet Gear Shaft 18. Bearing Spacer 19. Planet Gear 20. Planet Gear Needle Roller 21. Front Bearing Spacer 22. Planet Gear Frame Shaft Seal 23. Front Gear Frame Bearing 24. Rear Gear Case O-ring 25. Intermediate Gear Case 26. Front Gear Case O-ring 27. Intermediate Pinion 28. Intermediate Pinion Retaining Screw 29. Gear Case 30. Drive Gear Shaft Bearing Retainer 31. Rear Drive Gear Bearing 32. Drive Gear Bearing Retainer 33. Drive Gear
M15-2
34. Bulkhead Retainer 35. Outer Bulkhead O-ring 36. Bulkhead Kit 37. Inner Bulkhead O-ring 38. Piston O-ring 39. Spacer Ring 40. Piston 41. Clutch Spring Cup Retainer 42. Clutch Spring Cup 43. Clutch Spring 44. Clutch Jaws 45. Front Drive Gear Bearing 46. Drive Gear Screw O-ring 47. Drive Gear Cup 48. Drive Gear Lock Washer 49. Drive Gear Screw 50. Drive Shaft 51. Rear Drive Shaft Bearing 52. Large Drive Shaft Bearing Retainer 53. Piston Return Spring 54. Spring Seat 55. Front Drive Shaft Bearing 56. Drive Housing Seal 57. Drive Housing O-ring 58. Drive Housing 59. Drive Housing Cap Screw Lock Washer 60. Drive Housing Cap Screw 61. 61. Drive Housing Vent Plug 62. Pinion Spring 63. Pinion Spring Sleeve 64. Drive Pinion 65. Drive Pinion Washer 66. Drive Pinion Retaining Screw
Ingersoll-Rand Turbine Powered Starter
M15002
FIGURE 15-1. STARTER ASSEMBLY
M15002
Ingersoll-Rand Turbine Powered Starter
M15-3
Disassembly Housing Exhaust Cover, Motor Assembly, and Motor Housing
Punch or scribe marks on each housing section for proper alignment and orientation of components during re-assembly. 1. If replacing the motor assembly (10, Figure 151), remove both housing plugs (11) and (12) and drain the oil from the gearing before beginning disassembly of the starter. Inspect the magnetic housing plugs (11) and (12) for metal particles. Very fine metal particles are normal. Remove particles and reinstall plugs. Large particles or chips are an indication of a problem requiring disassembly and inspection of gear case (29). 2. Using a 8 mm hex head wrench, loosen and remove capscrews (4, Figure 15-2) and washers (5).
FIGURE 15-3. 5. Tap the motor housing (13, Figure 15 4) with a plastic hammer to dislodge it from the intermediate gear case (25).
3. Pull the housing exhaust cover (6) from the motor housing (13). To dislodge the housing exhaust cover, rotate it until the ears clear the motor housing. Using a plastic hammer, tap the ears alternately until the housing exhaust cover can be removed from the motor housing. 4. Remove the deflector retaining screw (1, Figure 15-3), deflector retaining spring (2) and the splash deflector (3) from the housing exhaust cover (6).
FIGURE 15-4.
FIGURE 15-2. STARTER DISASSEMBLY
M15-4
Ingersoll-Rand Turbine Powered Starter
FIGURE 15-5.
M15002
6. Grasp the rear of the motor assembly (10, Figure 15-5) and pull it from the rear of the motor housing. If the motor assembly is difficult to remove, lightly push the motor pinion which is on the front of the motor assembly toward the exhaust side of the motor housing in order to free motor assembly. 7. Tap the intermediate gear case (25, Figure 156) with a plastic hammer to dislodge it from the gear case (29). 8. Position the intermediate gear case on a bench in a copper faced vise so that the intermediate pinion (27, Figure 15-7) is secured in the jaws of the vise. Tighten the vise only enough to hold the intermediate pinion securely. 9. Loosen the intermediate pinion retaining screw (28) 1 1/2 turns only. Do not remove.
FIGURE 15-6.
If the intermediate gear case is not supported on a bench and if the intermediate pinion retaining screw is completely removed, the intermediate gear case and components could fall causing injury to personnel and/or damage to part.
Tap the intermediate pinion lightly to back the planet gear frame assembly (Figure 15-8) out of the intermediate gear case (25). 10. Remove the intermediate gear case assembly from the vise and remove the intermediate pinion (27). Remove the rear case O-ring (24, Figure 15-1) and front gear case O-ring (26) from the intermediate gear case.
FIGURE 15-7.
11. Remove the planet gear frame assembly (Figure 15-8) from the intermediate gear case (25). Using a sleeve that contacts the outer race of the front gear frame bearing (23), press the planet gear frame shaft seal (22) and the front gear frame bearing (23) from the front end and out of the rear of the intermediate gear case (25).
FIGURE 15-8.
M15002
Ingersoll-Rand Turbine Powered Starter
M15-5
12. Using a bearing puller, remove the rear gear frame bearing (14, Figure 15-9) from the planet gear frame (16) and remove the gear shaft retaining washer (15).
3. Remove the starter from the vise. 4. Remove the drive pinion washer (65) and the drive pinion (64). 5. Slide the pinion spring sleeve (63) and the pinion spring (62) off the drive shaft (50). 6. Using an impact wrench with a 5/16" x 8" long (8 mm x 203 mm) hex inserted into the end of the drive shaft screw (49), loosen and remove the drive housing cap screws (60) and lock washers (59). 7. Tap the drive housing (58) with a plastic hammer to help dislodge it from the gear case (29).
Failure to follow this procedure could result in injury to personnel because of unexpected separation of the components. FIGURE 15-9. 13. Remove the planet gear shafts (17), planet gears (19), planet gear bearings (20) and bearing spacers (18). 14. Using a bearing puller, remove the front bearing spacer (21) and the gear shaft retaining washer (15) from the front of the planet gear frame by pressing on the front of the planet gear shaft.
Remove the gear shaft retaining washer only if the washer or front bearing spacer is damaged.
8. Place the drive housing in an arbor press, pinion end up. Apply a load to the piston (40) using the arbor press to compress the piston return spring (53) before removing the bulkhead retainer (34). (Do not use compressed air to load the piston.) 9. Using a screwdriver, remove the bulkhead retainer while the component is still mounted on the arbor press.
Make sure the tension of the spring pushes the bulkhead out of the drive housing before removing the drive housing from the arbor press. 10. Remove the bulkhead (36) from the piston (40). 11. Remove the outer bulkhead ring (35) and the inner bulkhead ring (37).
Disassembly - Drive Housing
12. Slide the drive shaft (50) from the drive housing. 13. Pull the piston return spring (53) off the drive shaft. Punch or scribe marks on each housing section for proper alignment and orientation of components during re-assembly. 1. Grasp the drive pinion (64, Figure 15-1) in a copper faced vise with the starter supported on the workbench. 2. Remove the drive pinion retaining screw (66). NOTE: This model uses a left-hand thread.
M15-6
Do not remove the front drive shaft bearing (55) or the drive housing seal (56) unless replacement is necessary and new parts are available. The bearing and/or the seal will always be damaged when removed from the drive housing.
Ingersoll-Rand Turbine Powered Starter
M15002
14. Remove the piston ring (38, Figure 15-1) from the piston.
This operation will damage the piston seal. Therefore, a replacement piston seal must be on hand. 15. Press the clutch spring cup (42) down and remove the clutch spring cup retainer (41). 16. Remove the clutch spring cup and clutch spring (43). 17. Remove the two clutch jaws (43). 18. Remove the front drive gear bearing (45), drive gear cup (47), drive gear lock washer (48), drive gear screw ring (46) and drive gear screw (49).
23. Pull the drive gear (33, Figure 15-1) out of the gear case (29).
Do not disassemble the drive gear and clutch parts for this starter. If the drive shaft is defective, install a new or rebuilt unit. 24. Using retaining ring pliers, remove the drive gear shaft bearing retainer (30). 25. Remove the rear drive gear bearing (31) from the drive gear (33).
19. Using a screwdriver, remove the large drive shaft bearing retainer (52). 20. Press the rear drive shaft bearing (51) and drive shaft (50) out of the piston. If the rear drive shaft bearing needs to be replaced, proceed as follows: a. Using a small chisel, cut and remove the small drive shaft bearing retained in the drive shaft. b. Press the rear drive shaft bearing (51) off the drive shaft. 21. Place the gear case (29) on a workbench. 22. Using retaining ring pliers and working through the access holes in the gear web, remove the drive gear bearing retainer (32, Figure 15-10).
FIGURE 15-10.
M15002
Ingersoll-Rand Turbine Powered Starter
M15-7
Lubrication
Assembly Tips 1. Always press on the inner ring of a ball type bearing when installing the bearing on a shaft. 2. Always press on the outer ring of a ball type bearing when pressing the bearing into a bearing recess. 3. Whenever grasping a starter or part in a vise, always use leather covered or copper covered vise jaws. Take extra care with threaded parts or housings. 4. Except for bearings, always clean every part, and wipe every part, with a thin film of oil before installation. 5. Check every bearing for roughness. If an open bearing must be cleaned, wash it thoroughly in a suitable cleaning solution and dry with a clean cloth. Sealed or shielded bearings should never be cleaned. Work grease thoroughly into every open bearing before installation. 6. Apply a film of O-ring lubricant to all O-rings before final assembly.
1. Lubricate all O-rings with O-ring lubricant. 2. Coat the front bearing spacer (21, Figure 15-1) with gear lube before installing. 3. Add approximately 1/3 pint (175 ml) of Dextron II Automatic Transmission Fluid through the side plug hole in the motor housing (13). 4. Lubricate the front drive gear (33) with Mobil Oil Company - Mobilith SHC 007. 5. Lubricate the inside diameter of the drive shaft (50) with Mobil Oil Company - Mobilith SHC 007. 6. Lubricate the pinion end of the drive shaft with Tenneco Chemicals - Andersol 786. 7. Wipe a thin film of Mobil Oil Company - Mobilith SHC 007 in the drive housing (58). 8. Roll the pinion return spring (53) in Mobil Oil Company - Mobilith SHC 007. 9. Coat the outside of the piston (40) with Mobil Oil Company - Mobilith SHC 007.
7. Unless otherwise noted, always press on the stamped end of a needle bearing when installing the needle bearing in a recess. Use a bearing inserting tool similar to the one shown in Figure 15-11. 8. Always look for punch or scribe marks on the motor housing cover, motor housing, gear case and drive housing, so these members can be located in the same relative position when the starter is reassembled. NOTE: The relative assembled position of the motor housing cover (6, Figure 15-1), motor housing (13), gear case (29), and drive housing (58), may vary with different starter models. If for some reason (parts replaced), original orientation is lost, refer to Figure 15-22. This starter model orientation code is 1H.
FIGURE 15-11.
M15-8
Ingersoll-Rand Turbine Powered Starter
M15002
Assembly - Gear Case and Drive Housing 1. Place the drive gear bearing retainer over the rear end of the drive gear. 2. Using an arbor press, press the rear drive gear bearing (31, Figure 15-1) onto the rear end of the drive gear (33). 3. Using a plastic hammer, seat the rear drive gear bearing into the gear case (29) by tapping the opposite end of the drive gear. 4. Using retaining ring pliers install the drive gear shaft bearing retainer (30). 5. Using retaining ring pliers and working through the access holes in the gear web, install the drive gear bearing retainer (32, Figure 15-12).
11. Slide the front drive gear bearing (45) into the drive shaft (50). 12. Lubricate with Mobil Oil Company - Mobilith SHC 007 grease and install the driving clutch jaw teeth (44) facing up and driven clutch jaw teeth facing down into the drive shaft (50). 13. Insert the clutch spring (43) into the drive shaft (50). 14. Insert the clutch spring cup (42) into the drive shaft (50). 15. Press the inserted parts into the drive shaft (50), and install the clutch spring cup retainer (41).
If it is necessary to replace the drive housing (58) and drive components, make sure that the piston seal has been removed from the rear of the new piston (40). The piston seal must be removed to prevent pressure build up which will cause movement of the planet gear frame shaft seal (22). If this condition occurs, the piston cannot retract and the drive pinion (64) will remain in engagement with the flywheel, causing damage to the starter drive train and/or starter motor. To remove the piston seal, insert a screwdriver inside the lip of the seal and pry it loose from the piston. 16. Install the piston (40) onto the drive shaft (50) until the rear drive shaft bearing (51) seats into the piston.
FIGURE 15-12.
7. Press the rear drive shaft bearing (51, Figure 15-1) onto the drive shaft.
17. Using a thin flat blade screwdriver to assist in this operation, coil the large drive shaft bearing retainer (52) into the groove of the piston to retain the outer race of the drive shaft bearing (51).
8. Slide the small bearing retainer convex side first, onto the drive shaft. Press it into position.
18. Using O-ring lubricant, lubricate the piston Oring (38) and install it in the groove of the Piston.
9. Assemble the drive gear screw (49), drive gear lock washer (48), drive gear cup (47) and drive gear screw O-ring (46).
19. Position the drive housing (58) in an arbor press, pinion end down. Using a pressing sleeve of the proper size, press the seal (56) into the drive housing (58) so that the lip of the seal faces away from the drive pinion.
6. Lubricate the drive gear with Mobil Oil Company - Mobilith SHC 007.
10. Grasp the drive shaft (50) in a vise, external splined end down. Place assembled drive shaft screw unit into the drive shaft, screwhead down. Lubricate the inside diameter of the drive shaft with Mobil Oil Company - Mobilith SHC 007.
M15002
20. Using a sleeve that contacts the outer race of the front drive shaft bearing (55), press the bearing into the drive housing until it seats. Drop the piston return spring seat (54) on top of the front drive shaft bearing (55).
Ingersoll-Rand Turbine Powered Starter
M15-9
21. Slide the piston return spring (53) onto the drive shaft and snap it into the front of the piston so that it is against the large drive shaft bearing retainer (52).
33. Lubricate using Tenneco Chemicals - Andersol 786 grease, slide the pinion spring (62) and pinion spring sleeve (63) over pinion end of drive shaft.
22. Lubricate and insert the assembled drive shaft into the drive housing.
34. Lubricate the pinion end of the drive shaft with Tenneco Chemicals - Andersol 786 grease and install the drive pinion (64).
23. Using O-ring lubricant, lubricate and install the outer bulkhead O-ring (35) and the inner bulkhead O-ring (37) on the bulkhead (36). 24. Slide the bulkhead onto the piston. 25. With the drive housing in the arbor press, press down on the rear face of the piston.
Feel the underside of the drive housing to make sure the drive shaft passes through the bearing. 26. Using a screwdriver, install the bulkhead retainer (34).
Make sure the bulkhead retainer (34) is properly seated in the drive housing groove before easing off the arbor press. Improperly retained parts will allow parts to separate when removed from the arbor press causing possible injury to personnel.
35. Grasp the drive pinion in a leather covered or copper covered vise with the starter supported on a workbench. 36. Place the drive pinion washer (65) onto drive pinion retaining screw (66).
This starter model has a left hand thread. Install the drive pinion retaining screw (66) into the end of the drive shaft and tighten to 80 ft. lb. (108.5 N.m) torque. Assembly Intermediate Gear Case, Motor Housing, Motor Assembly, and Housing Exhaust Cover 1. Using a bearing pressing tool of the proper size, press the front gear frame bearing (23, Figure 15-13) into the rear of the intermediate gear case (25). Place spacer ring (39) on bearing. 2. Using sleeve which contacts the outer ring of the seal, press the planet gear frame seal (22) into the rear of the intermediate gear case over the front gear frame bearing.
27. Remove the drive housing (58) from the arbor press. 28. Using O-ring lubricant, lubricate and install the drive housing O-ring (57) in the groove of the drive housing.
Make sure that the flat side of the seal is installed against the bearing.
29. Position the assembled gear case (29) on a workbench. The assembled unit must be upright to accept the drive housing (58). 30. Carefully position the assembled drive housing (58) onto the gear case (29) so as not to damage the piston seal. Align the punch marks of the gear case and drive housing. 31. Install the drive housing capscrew lock washers (59) and the drive housing capscrews (60) and tighten to 28 ft. lb. (38 N.m) torque. 32. Using an impact wrench with a 5/16" x 8" (8 mm x 203 mm) long hex inserted into the end of drive shaft, tighten the drive gear screw (49) to 57 ft. lb. (77.3 N.m) torque.
M15-10
Ingersoll-Rand Turbine Powered Starter
FIGURE 15-13.
M15002
3. Install the rear gear case O-ring (24) in the groove at the rear of the Intermediate gear case and the front gear case O-ring (26) in the groove at the front of the intermediate gear case. Coat both O-rings with O-ring lubricant. 4. Install one gear shaft retaining washer (15, Figure 15-14) on the front of the planet gear frame (16). Press the front bearing spacer (21) on the front shaft of the planet gear frame to hold the gear shaft retaining washer firmly in position.
Coat the front bearing spacer with gear lube before installing it. Be careful not to gouge or scratch the front bearing spacer during installation as this could result in leakage between the planet gear frame and gear case 5. Place planet gear frame on a bench, shaft side down. Place the planet gear bearing (20) inside the planet gear (19). Place bearing spacer (18) on top and bottom of bearing and gear. Slide the components into the slots in the side of the planet gear frame. Align holes in spacers and bearings with holes in planet gear frame and insert planet gear shaft (17), integral keyed end down, through the spacers and bearing so that the larger portion of the keyed end of the shaft contacts the planet gear shaft retaining washer. Repeat the procedure for the two remaining planet gears and components.
Do not move or turn over the planet gear frame until steps 6 and 7 have been completed. Movement of the planet gear frame assembly could dislodge assembled components, making it necessary to repeat step 5. 6. Install the other planet gear shaft retaining washer over the shaft at the rear of the planet gear. 7. Using the proper size bearing inserting tool, press the rear gear frame bearing (14) on the shaft at the rear of the planet gear frame. 8. Slide the planet gear frame assembly, coupling end first, into the rear of the intermediate gear case (25, Figure 15-15), making sure that the planet gears mesh with the ring gear. Use care so as to not damage the seal.
FIGURE 15-15.
FIGURE 15-14.
M15002
FIGURE 15-16.
Ingersoll-Rand Turbine Powered Starter
M15-11
9. Install the intermediate pinion (27, Figure 1516) making sure that the notches at the rear of the pinion align with the notches and tangs in the shaft of the planet gear frame. 10. Clean the threads of the intermediate pinion retaining screw (28) and apply 2-3 drops of Permabond HM118 to the threads approximately 3 mm from the end of the screw and tighten enough to hold assembly together. 11. For final tightening, position the intermediate gear case so the intermediate pinion is secured in the jaws of a leather-covered or copper-faced vise. Tighten the intermediate pinion retaining screw to 90 ft. lb. (122 N.m) torque. 12. Remove the intermediate gear case from the vise and set it on a bench.
The intermediate gear case will work in only one orientation. Align the punch marks on the intermediate gear case (25, Figure 15-17) and the gear case (29) and using a plastic hammer, tap the intermediate gear case until it seats in the rear of the gear case. Make sure the intermediate pinion meshes with the drive gear. 13. Before installing the motor assembly, coat the O-rings on the motor assembly and the inside of the cylinder with O-ring lubricant. Install the motor assembly through the rear of the motor housing with the geared end of the rotor toward the front. Refer to Figure 15-18.
Turn the intermediate pinion so that the gear on the rotor meshes with the planet gears. Make sure that the rotor of the motor assembly is installed flush with the rear of the cylinder. 14. Align the punch marks on the motor housing (13, Figure 15-19) with the punch marks on the intermediate gear case (25) and using a plastic hammer, tap the motor housing until it seats on the rear of the intermediate gear case. FIGURE 15-17.
FIGURE 15-18. FIGURE 15-19.
M15-12
Ingersoll-Rand Turbine Powered Starter
M15002
15. Install the splash deflector (3, Figure 15-20), deflector retaining spring (2) and deflector retaining screw (1) in the rear of the housing exhaust cover (6).
Coat the threads of the deflector retaining screws with non hardening No. 2 Permatex or Locktite Pipe Sealant. 16. Coat the exhaust cover seal (7, Figure 15-1) with O-ring lubricant and install in the groove on the housing exhaust cover. 17. Align the punch marks on the housing exhaust cover (6, Figure 15-21) with the punch marks on the motor housing (13) and using a plastic hammer, tap the housing exhaust cover until it seats.
FIGURE 15-20.
18. Install the housing exhaust cover (6) on the rear of the motor housing (13) using the starter assembly cap screws (4) and cap screw washers (5). Use an 8 mm hex head wrench to tighten each gradually to a final torque of 45 to 50 ft. lb. (61 to 68 N.m).
Use non hardening No. 2 Permatex or Locktite Pipe Sealant. 19. Install the bottom housing plug (12A, Figure 151) and the housing plug inlet boss (11). Put the starter on its side with the side plug (12) hole upward. Be certain to keep starter level. Using Dextron II Automatic Transmission Fluid, add 1/3 pint (175 ml) [or until fluid just begins to come out of hole] through the side plug (12) hole in the motor housing (13).
FIGURE 15-21.
CAUTION - Do not overfill! Install the side housing plug (12) and tighten all plugs to 5 to 10 ft. lb. (6.8 to 13.6 N.m) torque.
M15002
Ingersoll-Rand Turbine Powered Starter
M15-13
FIGURE 15-22. STARTER CASE ORIENTATION CODES
M15-14
Ingersoll-Rand Turbine Powered Starter
M15002
TEST AND INSPECTION PROCEDURE
Inadvertent application of air pressure to the "OUT" port will result in drive malfunction (Pinion will fail to retract). If this condition occurs, loosen the drive housing cap screws (60, Figure 15-1) to vent the gear case (29). Also, loosen housing plugs (11) and (12) to vent the motor. 1. Clutch Ratcheting - Turn the drive shaft pinion (64, Figure 15-1) by hand in the direction of starter rotation. The clutch should ratchet smoothly with a slight clicking action. 2. Motor and Gearing Freeness - Turn the drive shaft pinion (64, Figure 15-1) opposite the direction of starter rotation. The drive shaft pinion should turn by hand. 3. Pinion Engagement - Plug the "OUT" port in the drive housing (58, Figure 15-1). Apply 70 psi (483 kPa) as needed. In its normal position, the distance from the mounting flange to the end of the drive shaft (50) should be 1-3/4". In its extended position, the distance from the mounting flange to the end of the drive shaft should be 2-7/8". While the drive shaft is extended, push the drive pinion (64) back on the helical splined shaft. The rear face of the drive pinion must move back 0.47" ±0.035". 4. Motor Action - Secure the starter in a vise and apply 90 psi (620 kPa) pressure using a 3/8" (9 mm) supply line to the inlet of the motor. Starter should run smoothly.
7. Confirm Motor Rotation - Remove housing plug (12, Figure 15-1). Use a 1/4" hex drive to rotate the motor to verify proper motor adjustment. Intermediate gearing output should rotate opposite the required starter rotation while observing from the pinion side. Replace the housing plug when finished. 8. Confirm Drive Rotation - Apply low pressure to the motor and observe rotation. The drive pinion (64, Figure 15-1) must rotate in the direction stamped on the nameplate. Chamfer on pinion teeth should be on the trailing edge of the gear tooth. 9. Drive Housing Function - Apply 150 psi (1034 kPa) to the "IN" port of the drive housing (58, Figure 15-1). Cycle five times. Air should exhaust through the "OUT" port during each cycle. 10. Exhaust Deflector Operation - Install starter on testing fixture. Apply low air pressure to the motor and observe. The deflector must return to its normal position after operation of the starter. 11. Drive Housing Leakage - Plug the drive housing (58, Figure 15-1) "OUT" port and apply 150 psi (1034 kPa) to the "IN" port to extend the drive shaft (50). There should be no leakage. 12. Drive Shaft Seal Leakage - Plug the "OUT" port on the drive housing (58, Figure 15-1). Apply 90 psi (620 kPa) to the "IN" port and 20 psi (138 kPa) to the vent hole. After five seconds, there should be no leakage.
5. Motor Seals - Plug the exhaust and slowly apply 20 psi (138 kPa) pressure to the inlet of the motor. Immerse the starter for 30 seconds in a nonflammable, bubble producing liquid. If the starter is properly sealed, no bubbles will appear. 6. Gear Case Seals - Plug the exhaust and slowly apply 20 psi (138 kPa) pressure to the inlet of the motor. Immerse the starter for 30 seconds in a nonflammable, bubble-producing liquid. There should be no leakage in the housing joints in the gear case area or in the shaft seal in the intermediate gear system. If the starter is properly sealed, no bubbles will appear.
M15002
Ingersoll-Rand Turbine Powered Starter
M15-15
TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Motor will not run. No air supply.
Check for blockage or damage to air supply lines or tank.
Damaged motor assembly.
Inspect motor assembly and power train and repair or replace if necessary.
Foreign material in motor and/or piping.
Remove motor assembly and/or piping and remove blockage.
Blocked exhaust system.
Remove housing exhaust cover and check for blockage.
Defective control valve or relay valve.
Replace control valve or relay valve.
TROUBLE: Loss of Power. Low air pressure to starter.
Check air supply.
Restricted air supply line.
Check for blockage or damage to air lines.
Relay valve malfunctioning.
Clean or replace lines or relay valve. Lube relay valve.
Exhaust flow restricted.
Check for blocked or damaged piping. Clean or replace piping. Check for dirt or foreign material and clean or remove. Check for ice build-up. Melt ice and reduce moisture build-up to starter.
Damaged motor assembly.
Replace motor assembly.
TROUBLE: Drive will not engage. No pressure to drive housing port.
Check air supply.
Internal drive housing ports blocked.
Remove blockage.
Fluid in drive unit components.
Remove fluid.
Damaged or worn piston assembly, O-rings, or seals.
Replace damaged or worn parts.
O-rings and seals dry.
Re-lube O-rings and seals.
Severe wear in steering control unit.
Repair steering control unit.
TROUBLE: Motor runs, pinion engages, but does not rotate flywheel. Damaged or broken drive train.
M15-16
Disassemble drive train and replace worn or damaged parts.
Ingersoll-Rand Turbine Powered Starter
M15002
TROUBLESHOOTING CHART (Continued) POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Excessive butt engagement. Damaged drive pinion or flywheel.
Inspect drive pinion and flywheel and replace if necessary.
Damaged starter drive or components.
Inspect drive components and replace worn or damaged parts.
Low air pressure.
Check air supply.
Wrong drive pinion.
Replace with proper drive pinion.
TROUBLE: Oil blowing out of exhaust. Oil in air supply line.
Inspect air line and remove source of oil.
Splash deflector retaining screw or pipe plug missing.
Install splash deflector retaining screw or pipe plug.
Worn or damaged rotor seals or static O rings.
Replace static seals on outside of motor.
TROUBLE: Oil leaking from gear case. Worn or damaged O rings.
Replace O-rings.
Loose joints.
Make sure that joints fit properly and that starter assembly cap screws are tightened to 60 ft lb. Make sure that all seals and O rings fit and seal properly at their perimeters. If they do not, replace with new seals and o rings.
Excessive high speed operation.
Operate according to recommendations.
High number of start cycles.
Replace worn components.
Loose or leaking pipe plugs.
Tighten or replace pipe plugs using proper pipe sealant.
Splash deflector retaining screw or pipe plug missing.
Tighten splash deflector retaining screw or replace pipe plugs.
M15002
Ingersoll-Rand Turbine Powered Starter
M15-17
TROUBLESHOOTING CHART (Continued) POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Air or gas leakage. Loose joints.
Insure that joints fit properly and that starter assembly capscrews are tightened to 60 ft lb. Make sure that all seals and O rings fit and seal properly at their perimeters. If not, replace with new seals and O rings.
Excessive high speed operation.
Operate according to recommendations.
High number of start cycles.
Replace worn components.
Loose or leaking pipe plugs.
Tighten or replace pipe plugs using proper pipe sealant.
Splash deflector retaining screw loose or pipe plug missing.
Tighten splash deflector retaining screw or replace pipe plug.
.
.
M15-18
Ingersoll-Rand Turbine Powered Starter
M15002
24 VDC ELECTRIC START SYSTEM The 140M, 210M, 325M, and 385M model trucks use a single cranking motor and magnetic switch. All other models use two cranking motors and two magnetic switches. Refer to pages M17-9 and M17-10 for the appropriate schematic.
OPERATION Heavy duty batteries supply 24VDC to each of the cranking motors through magnetic switches activated by the key switch on the instrument panel. 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 17-3) 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. 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.
CRANKING MOTOR Removal 1. Disconnect battery power using the appropriate procedure below: a. If truck is equipped with a battery equalizer, place the ATEC or DDEC power switch in the Off position. b. Open the battery disconnect switch to remove power from the system. c. If not equipped with a battery disconnect switch, remove battery cables using the following sequence if equipped with battery equalizer: 1.) Remove the battery positive (+) cables first. 2.) Remove the negative (-) cables last. 2. Mark wires and cables and remove from motor (1, Figure 17-1) and solenoid (3) terminals. 3. Remove motor mounting capscrews and lock washers (2). 4. Remove motor assembly from flywheel housing.
Installation 1. Align motor (1, Figure 17-1) housing with the flywheel housing adaptor mounting holes and slide into position. 2. Insert motor mounting capscrews and lock washers (2). 3. Connect marked wires and cables to motor and solenoid terminals. 4. If the truck is equipped with a battery equalizer, no battery disconnect and the battery cables were removed, reinstall in the following sequence: a. Install the negative (-) cables first. b. Install the positive (+) cables. c. Turn the ATEC or DDEC switch On.
FIGURE 17-1. TYPICAL STARTER INSTALLATION 1. Cranking Motor 2. Capscrews & Washers
M17001 8/91
5. On other models, close battery disconnect switch or connect battery cables to the battery if not equipped with a battery disconnect switch.
3. Solenoid
24 VDC Electric Start System
M17-1
No-Load Test Refer to Figure 17-2 for the following test setup.
Be certain switch is open before connections or disconnections are made during the following procedures. 1. Setup the motor for test as follows: a. Connect a voltmeter from the motor terminal to the motor frame. b. Use an RPM indicator to measure armature speed. FIGURE 17-2. NO-LOAD TEST CIRCUIT
CRANKING MOTOR TROUBLESHOOTING If the cranking system is not functioning properly, check the following to determine which part of the system is at fault: Batteries - Verify the condition of the batteries, cables, connections and charging circuit. Refer to Section “D” for additional information. 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. Preliminary Inspection 1. Check the starter to be certain the armature turns freely.
c. Connect a carbon pile across one battery to limit battery voltage to 20 VDC.
Do not apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings. d. Connect the motor and an ammeter in series with two fully charged 12 volt batteries. e. Connect a switch in the open position from the solenoid battery terminal to the solenoid switch terminal. 2. Close the switch and compare the RPM, current, and voltage reading to the following specifications: • RPM: 5500 Minimum to 7500 Maximum • AMPS: 95 Minimum to 120 Maximum • VOLTS: 20 VDC Interpreting Results of Tests 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. Insert a flat blade screwdriver through the opening in the nose housing.
a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole shoes allowing armature to drag.
b. Pry the pinion gear to be certain the armature can be rotated.
b. Shorted armature. This can be further checked on a growler after disassembly.
2. If the armature does not turn freely, the starter should be disassembled immediately.
c. Grounded armature or fields. Check Further after disassembly.
3. If the armature can be rotated, perform the NoLoad Test before disassembly.
M17-2
24 VDC Electric Start System
M17001 8/91
3. Failure to operate with high current draw indicates: a. A direct ground in the terminal or fields. b. “Frozen” bearings (this should have been determined by turning the armature by hand). 4. Failure to operate with no current draw indicates: a. Open field circuit. This can be checked after disassembly by inspecting internal connections and tracing circuit with a test lamp. b. Open armature coils. Inspect the commutator for badly burned bars after disassembly. c. Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator. 5. Low no-load speed and low current draw indicates: a. High internal resistance due to poor connections, defective leads, dirty commutator and causes listed under Number 4. 6. High free speed and high current draw indicates shorted fields. If shorted fields are suspected, replace the field coil assembly and check for improved performance. Disassembly Normally 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 17-3), 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.
M17001 8/91
Cleaning and Inspection 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 17-3) 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 to give proper performance. Check by hand to insure that the brush springs (16) are giving firm contact between the brushes (13) and commutator. d. If the springs (16) are distorted or discolored, they should be replaced. Armature Servicing If the armature commutator is worn, dirty, out of round, or has high insulation, the armature (45) should be put on a lathe and the commutator turned down. The insulation should then be undercut .031 in. (.79 mm) wide and .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.
24 VDC Electric Start System
M17-3
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 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.
Field Coil Checks The field coils (46, figure 17-3) 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.
M17-4
24 VDC Electric Start System
M17001 8/91
FIGURE 17-3. 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. Lockwasher 12. Screw 13. Brush (12 required) 14. Lockwasher 15. Screw
M17001 8/91
16. Brush Spring 17. Screw 18. Screw 19. Screw 20. Lockwasher 21. Plate 22. Brush Holder Insulator 23. Screw 24. Lockwasher 25. Washer 26. O-Ring 27. Bushing 28. Insulator 29. Washer 30. Lockwasher 31. Nut
32. Nut 33. Lockwasher 34. Screw 35. Field Frame 36. Stud Terminal 37. Bushing 38. Gasket 39. Washers 40. Washer 41. Nut 42. Connector 43. Lockwasher 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. Lockwasher 55. Screw 56. Plunger 57. Washer 58. Boot 59. Washer 60. Spring 61. Retainer 62. Snap Ring 63. Shift Lever
24 VDC Electric Start System
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. Lockwasher 78. Lever Housing 79. Washer 80. O-Ring
M17-5
Solenoid Checks A basic solenoid circuit is shown in Figure 17-4. 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 17-5). 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 17-6).
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 17-5. 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 17-5) and from “MTR” (Figure 17-6) to the solenoid case. Ammeter should read zero. If not, the winding is grounded.
FIGURE 17-6. SOLENOID PULL-IN WINDING TEST FIGURE 17-4. SIMPLIFIED SOLENOID CIRCUIT
M17-6
24 VDC Electric Start System
M17001 8/91
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 17-3) 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).
M17001 8/91
FIGURE 17-7. 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 17-7. 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 17-8. 5. Adjust clearance by turning shaft nut (64, Figure 17-3).
24 VDC Electric Start System
M17-7
3. Install the diode across the coil terminals if required. Be certain diode polarity is correct. (Refer to the wiring diagrams on the following pages.) Attach wires from the truck harness to the coil terminals (See Figure 17-9). 4. Connect battery power as described in Canking Motor “Installation”, page M17-1. Coil Test 1. Using an ohmmeter, measure the coil resistance across the coil terminals. a. The coil should read approximately 28W at 72°F (22.2°C). b. If the ohmeter reads …, the coil is open and the switch must be replaced. FIGURE 17-8. 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”, page M17-1. 2. Disconnect cables from the switch terminals and wires from coil terminals (Figure 17-9). NOTE: If the magnetic switch has a diode across the coil terminals, mark the leads prior to removal to ensure correct polarity during installation.
c. If the ohmmeter reads 0 W, the coil is shorted and the switch must be replaced. 2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be replaced. 3. The ohmmeter should display … 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.
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.
FIGURE 17-9. MAGNETIC SWITCH ASSEMBLY
M17-8
24 VDC Electric Start System
M17001 8/91
ELECTRIC START SYSTEM WIRING DIAGRAMS The following wiring diagrams represent the starter system hookup for various truck models. Refer to the schematics in Section “R” for additional components and wiring information.
M17001 8/91
24 VDC Electric Start System
M17-9
M17-10
24 VDC Electric Start System
M17001 8/91
ON-BOARD WEIGHING SYSTEM
ON-BOARD WEIGHING SYSTEM INDEX GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3 TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3 DECK MOUNTED LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 OPERATIONS AND FUNCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 DISPLAY LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 METRIC/SHORT TON SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 DATA STORAGE LOGIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4 DATA PRINT OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 CLEAR MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 SETTING THE TIME OF DAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 CALIBRATING THE PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 DIMMING THE PAYLOAD METER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 ERROR CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 SERVICING THE PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 REPLACING PRINTER PAPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 To Replace Paper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Troubleshooting Paper Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 REPLACEMENT OF PRINTER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Printer Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Printer Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
M20001TC 6/96
Index
M20-1
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 To Perform Sensor Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 RELAYS and Data Storage Trigger Module (DSTM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 PAYLOAD METER SELF TEST FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12 ON-BOARD WEIGHING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14 TROUBLESHOOTING THE HAULPAK® ON-BOARD WEIGHING SYSTEM . . . . . . . . . . . . . . M20-15 - 18 EXPANDED MEMORY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19 TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19 GETTING STARTED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20 INITIAL START UP OF THE EXPANDED MEMORY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20 COMMON PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-21 DOWNLOAD PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22 PAYLOAD BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22 Download from Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 Set Date and Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23 Clear Box Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24 SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Set Max Loads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Clear Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Box Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Set Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 View Data in Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Set Comm Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 HELP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 ANALYSIS PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Data Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Graphics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Print Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 Printer Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 HELP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 PAYLOAD DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 EXPANDED MEMORY BOX SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36 TROUBLESHOOTING EXPANDED MEMORY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
M20-2
Index
M20001TC 6/96
HAULPAK® ON-BOARD WEIGHING SYSTEM (OBWS) GENERAL INFORMATION
TIPS FOR OPERATION
The HAULPAK® On Board Weighing System displays and records the payload weight. The system consists of a payload meter, pressure sensors, deck mounted lights and an inclinometer.
To assure that the On Board Weighing System records the most accurate and consistent data, these important steps should be followed:
The payload meter calculates the payload weight by sensing the difference in pressure in each Hydrair suspension cylinder between an empty truck and a loaded truck. The payload weight can be displayed in short tons or metric tons. Up to two hundred haul cycles of payload data can be stored in the payload meter memory. The stored data is backed up by an internal battery and can be printed out on demand. A pressure sensor, mounted on each suspension cylinder, signals the payload meter of the pressure inside each suspension cylinder. There are three external deck-mounted lights on each side of the truck. The lights indicate payload weight as divided into three stages. A forecast feature will flash a deck mounted light predicting the payload weight after the next bucket of material is dropped into the body. The inclinometer measures the pitch of the truck to accurately determine the payload if it is loaded on a hill.
• Use only the Brake Lock switch at the loading and dumping area to hold the truck stationary. Any other method will not allow the system to properly store load data in the memory. • Do not activate "Lamp Test" switch during loading. Inaccurate and inconsistent data may be stored. • At the loading area, DO NOT RELEASE the Brake Lock switch UNTIL LOADING IS COMPLETE and the load shock of the last load pass has settled. • The loading area surface must be maintained as flat and level as possible. The On Board Weighing System can compensate for slight variances 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.
FIGURE 20-1. FRONT PANEL CONTROLS
CAL LIGHT ST
Calibration Switch - Carry out routine calibration of the Payload Meter. Light Switch - Adjust the brightness of load indicating display. Self Test Switch (not marked) - See Payload Meter Self Test Functions.
ADJ
Adjustment Switch - Select time setting mode.
SFT
Shift Switch - In time setting mode, selects the digit to be changed.
INC
Increment Switch - Advance the digit selected in time setting mode.
CLR
Clear Switch - Erase haul cycle data stored in the Payload Meter.
FEED
Feed Switch - Feed paper to the printer.
PRINT
Print Switch - Print payload data stored in the Payload Meter.
——
Printer paper cover.
M20001C1 12/94
Haulpak® Payload Meter On-Board Weighing System
M20-3
DECK MOUNTED LIGHTS
OPERATION AND FUNCTIONS
The Payload Meter controls three light relays. The relays operate six deck mounted lights. There is one green light, one amber light and one red light on each side of the truck (Figure 20-2). While hauling a load, the appropriate lights will remain on according to the following schedule: DECK MOUNTED LIGHTS PAYLOAD WEIGHT
When power is applied to the payload meter, a self test function illuminates all LED segments and the deck mounted lights. The LED segments will illuminate for 3 seconds. Then the time of day is displayed for 7 seconds. When the 10 second self test is complete, the deck mounted lights turn off and normal display logic begins.
OFF
OFF
GREEN
50% and Greater
OFF
AMBER
GREEN
50% and Greater
RED
AMBER
GREEN
50% and Greater
The shovel or loader operator can predict the payload weight by observing these lights. During the loading operation, a forecast feature flashes a deck mounted light predicting the payload weight after the next bucket of material is dropped 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 0.5 second, 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 rated load or greater than 10 tons, 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. The deck mounted light that will turn on if another "average" size bucket load is dropped in the body will blink at one second intervals. The light will stop blinking when the wheel brake lock switch is turned "off".
DISPLAY LOGIC The Payload Meter displays payload weight, the time of day, or 0 according to the following logic. 1. Time of day is displayed if the wheel brake lock is off. 2. Payload weight is displayed when the wheel brake lock is on and the payload is greater than 5% of rated payload. 3. 0 is displayed: a. For one second after the wheel brake lock is switched off. OR b. The wheel brake lock is on and the payload is less than 5% of rated payload. OR c. The body is up.
METRIC/SHORT TON SELECTION The payload meter can display either metric tons or short tons. The displayed payload weight can be changed to metric tons by installing an EB0865 jumper wire in the plug socket provided in the payload meter harness. The jumper wire connects pin number 1 on the payload meter to ground. To display and store short tons - no jumper. To display and store metric tons - install jumper.
DATA STORAGE LOGIC Load data is stored in the battery-backed memory after the truck is loaded, when the wheel brake lock switch is turned "off", if: 1. The previous payload has been reduced to a level lower than 20% of rated payload. AND 2. The current payload is greater than 50% of rated payload. FIGURE 20-2. DECK MOUNTED LIGHTS
M20-4
NOTE: This logic prevents the payload meter from recording the current payload weight more than once if the wheel brake lock is used while the truck is loaded.
Haulpak® Payload Meter On-Board Weighing System
M20001C1 12/94
The payload meter has the capacity to store data for two hundred haul cycles. A "FULL" error code will appear when two hundred haul cycles have been stored. Additional haul cycles will not be recorded until the memory is cleared. Print out data to avoid losing important information before clearing memory.
DATA PRINT OUT
CLEAR MEMORY NOTE: Print out all data stored in memory before clearing memory to avoid losing important data. 1. Push the "CLEAR" button for 1 second. Display will blink "CLEA". 2. Push the "CLEAR" button again. Display will show "CLEA" for 3 seconds then return to normal display logic.
The data stored in memory will be printed when the "PRINT" button is pushed for one second. If data has been cleared from memory with the clear function the message "NO DATA" will be printed.
NOTE: To cancel clear operation when display is blinking "CLEA", push "CAL".
NOTE: This is a sample print-out only. Actual data will vary according to truck model, payload capacity, location and operating conditions.
SETTING THE TIME OF DAY
DO NOT exceed the factory recommended MAXIMUM PAYLOAD RATING.
1. Press the "ADJ" button and hold until the digits begin blinking. 2. Press the "INC" button to change the blinking digits. The time is displayed as a 24 hour clock. 3. Press the "SFT" button to blink the hours digits, then month, day and year digits.
DATE OF PRINT OUT.
4. Press the "ADJ" button to end the time setting function. The clock accuracy is ± 3 minutes per month.
NUMBER OF LOADS DUMPED. TOTAL PAYLOAD HAULED SINCE LAST CLEAR.
LOAD NUMBER.
TIME WHEN WHEEL BRAKE LOCK SWITCH WAS TURNED OFF (TRUCK LOADED, LEAVING SHOVEL). PAYLOAD WEIGHT IN TONS.
FIGURE 20-3. PRINT OUT
M20001C1 12/94
Haulpak® Payload Meter On-Board Weighing System
M20-5
CALIBRATING THE PAYLOAD METER
SERVICING THE PAYLOAD METER
The calibration function measures and stores in memory the empty truck sprung weight. This data is subtracted from live load data to calculate payload weight. During calibration, suspension pressure sensors and inclinometer outputs are acquired and averaged over a 30 second interval while the empty truck is driven at a steady 6 MPH on a level smooth haul road. This data is not lost when power is removed from the payload meter. Carry out the calibration procedure:
Service to the payload meter is limited to the following items: replacement of the printer paper; replacement of the internal battery that backups the payload meter memory; replacement of the printer head module; and, replacement of the complete payload meter. Only the printer paper can be replaced without first removing the complete unit from its cab installation.
• After delivery of the machine. • After adjusting suspension oil/gas charge. • After modifying the machine. • After adjusting tire pressure. • After replacing a sensor or inclinometer. • After a sensor check indicates the no load weight has changed. To perform calibration: 1. Stop the truck and set the wheel brake lock. NOTE: If the "CAL" button is pressed while the wheel brake lock is off, the "CAL" button will be ignored. 2. Press the "CAL" button. The display will start blinking "CAL". NOTE: To cancel, press the "CAL" button again. The display will blink "SCH". Press the "CAL" button one more time and the display will return to normal display logic.
Payload Meter Removal 1. Remove 4 screws at the corners of the payload meter face and two screws that support the payload meter at the lower rear. 2. Pull the complete payload meter unit forward to gain access to wiring connectors. Remove the connectors. Payload Meter Installation 1. Install wiring connectors to rear of payload meter unit. 2. Insert the payload meter in its cab installation and secure with six screws (4 at the corners of the payload meter face and two at the lower rear).
REPLACING PRINTER PAPER A roll of printer paper is 26 ft. (7.9 m) long. This will print about 1900 lines of data. When there is 12 in. (30 cm) of paper from the end of the roll, a red line will appear to indicate replacement of the paper roll is necessary.
3. Release wheel brake lock and begin driving the empty truck at 6 MPH on a level smooth haul road. Press the "CAL" button again. "CAL" will be displayed continuously. Continue driving the truck. After 30 seconds, the display will return to the time of day and calibration will be complete.
DIMMING THE PAYLOAD METER DISPLAY Press the "LIGHT" button and hold. The LED display will dim in ten steps. Release the button at the desired level.
ERROR CODES The payload meter continually monitors the status of the sensor inputs and relay driver outputs. If an abnormality is found, an error code is displayed and all deck lights will illuminate. Refer to "TROUBLESHOOTING THE HAULPAK ON-BOARD WEIGHING SYSTEM" for complete error code information.
M20-6
FIGURE 20-4. PRINTER PAPER NOTE: The printer head is of a thermal type. Only original equipment, thermal sensitive paper (P/N VE5548), should be used.
Haulpak® Payload Meter On-Board Weighing System
M20001C1 12/94
REPLACEMENT OF PRINTER MODULE
Replacing Paper 1. Press the "FEED" button to roll out the remaining paper. Do not forcibly pull the paper out!
Printer Module Removal
2. Pull the cover open from the top. 3. Unroll about 3 in. (8 cm) from a new roll of paper. 4. Hold the new roll in front of the printer paper input with the 3 in. (8 cm) leader coming from the top of the roll. 5. Insert the leader into the printer paper input and press the "FEED" button. Hold the button until about 6 in. (15 cm) has fed through the printer. 6. Pass the paper through the cover slot and close. NOTE: Paper path must be properly aligned before going through printer; if not, paper path will become jammed. Improper cutting off and "yanking" on printed data report will contribute to this problem.
WHEN HANDLING PAYLOAD METER • Electronic parts are easily affected by static electricity. Anyone servicing payload meter should be certain that body is grounded. • Take special care not to leave anything, particularly metallic matter, in the payload meter. • Don't touch or remove the printer head (white). If removed, it will become impossible to repair. • Don't touch the electronic parts on the printed cards; these parts are easily broken. • Handle the harness and the printer cable with great care. Avoid kink, tight bends and contact with other parts. Don't put too much force on them.
Troubleshooting Paper Printer 1. If the printer's FEED and PRINT switches don't work, check the printer paper for clogging. Cut off the paper as indicated (Figure 20-5), then slowly pull out the upper side of the paper that remains inside of the printer. 2. After removing the paper, replace the printer paper roll as described above.
• If the battery in the payload meter is removed, it will cause loss of data. • Avoid heavy shock - Do not drop! 1. Remove 11 screws from the payload meter (Figure 20-6), and remove the top cover.
3. If the printer starts working normally after the paper replacement, the cause of the trouble was probably improper alignment of the paper. 4. If the printer still doesn't work properly, the printer module should be replaced.
FIGURE 20-6. COVER MATERIAL
FIGURE 20-5. CLEARING PAPER PATH
M20001C1 12/94
Haulpak® Payload Meter On-Board Weighing System
M20-7
2. Remove connector 1 and connector 2 carefully from the PRINTER CARD A. Pull connectors in the direction parallel to the card (Figure 20-7). Do not bend pins on CN1 and CN2 terminals!
6. If PRINTER CARD A was removed because of paper jam, check for paper debris under white printer head - DO NOT TOUCH! (Figure 20-10).
FIGURE 20-7. 3. Remove the printer cover by removing the 2 screws which hold the cover (Figure 20-8).
FIGURE 20-11. FIGURE 20-8. 4. Remove the 2 screws and holders (Figure 20-9) which hold the printer head to payload meter.
When using tweezers to remove paper caught between printer head and guide, use finger to push guide away from printer head to open gap for paper removal. Printer Module Installation 1. Attach PRINTED CARD A to the payload meter by 3 screws (Figure 20-12). The jumper wiring harness should be connected at one corner of the PRINTED CARD A as shown below. 2. Fasten the printer on the payload meter with the holders by using 2 screws (Figure 20-9). 3. Attach printer cover by 2 screws (Figure 20-8).
FIGURE 20-9. 5. Remove 3 screws (Figure 20-10) from PRINTED CARD A and carefully remove card.
4. Firmly insert connector 1 and connector 2 to CN1 and CN2 terminals on PRINTED CARD A (Figure 20-7). 5. Attach the top cover by 11 screws (Figure 20-6). (screw torque is 8 to 10 kgcm).
FIGURE 20-10.
M20-8
FIGURE 20-12.
Haulpak® Payload Meter On-Board Weighing System
M20001C1 12/94
BATTERY (P/N EC2453) Up to two hundred haul cycles of payload data can be stored in the payload meter memory. This data is backed up by an internal battery which maintains the memory when the 24V vehicle power is removed. If this internal battery fails, or is disconnected for any reason, the data stored in memory will be lost! Battery life is about 2 years. If battery voltage drops, the payload meter display will show "E-33" and battery should be replaced. Removal 1. Turn keyswitch ON; do not start engine. Push PRINT switch more than 2 seconds. Print all available data from memory. Turn keyswitch OFF. 2. Remove the payload meter from cab installation. Refer to "Payload Meter Removal". Refer to "Printer Module Removal", "CAUTIONS", and step 1 (Figure 20-6) to remove the top cover. 3. Remove nut and washer (2, Figure 20-13) retaining the clamp and battery (1). 4. Carefully disconnect the plug-in connector for battery lead and discard battery. Installation 1. Connect battery lead plug-in connector to socket on printed circuit board.
2. Install battery clamp on stud and secure with washer and nut. 3. Install payload meter cover with screws removed during "Removal". Connect wiring harness to rear of payload meter and install in truck with screws removed in "Removal", step 1. 4. Turn keyswitch ON. Push "CLR" switch 2 times to delete memory (1st time display will flash, 2nd time it will indicate Load). 5. Refer to "CALIBRATING THE PAYLOAD METER" and do calibration process. 6. After calibration, with engine running and body empty, move the hoist lever from FLOAT to LOWER to FLOAT (once only) to prepare memory to record haul cycle data.
PRESSURE SENSOR The pressure sensors are mounted on top of each suspension. The sensors produce a current signal from 4 to 20 milliamps. The output varies from 4 mA at 0 psi to 20 mA at 2845 psi (200 kg/cm²) in a straight line. NOTE: The payload meter displays sensor pressures in kg/cm² during the "Self Test Function". To change kg/cm² to psi, multiply kg/cm² by 14.22 .
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. To Perform A Sensor Check: A sensor check is performed to determine if the empty condition of the truck has changed or a sensor's sensitivity has changed. Pressure and inclinometer outputs are measured under the same conditions as the calibration procedure. An error code will be displayed if a sensor is out of order. See Error Code Table. If an error code is displayed, carry out the calibration procedure. 1. Stop the truck and set the wheel brake lock. NOTE: If the "CAL" button is pressed while the wheel brake lock is off, the "CAL" button will be ignored. 2. Press the "CAL" button. The display will blink "CAL".
FIGURE 2-13. BATTERY LOCATION 1. Battery 2. Nut and Washer
M20001C1 12/94
3. Connector
3. Press the "CAL" button again. The display will blink "SCH". To cancel, press the "CAL" button one more time and the display will return to normal.
Haulpak® Payload Meter On-Board Weighing System
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4. Begin driving the empty truck at 6 MPH on a level smooth haul road. Press the "CAL" button again. The display will stop blinking and "SCH" will be displayed. Continue to drive the truck. After 30 seconds the display will return to the time of day display or an error code will be displayed and the sensor check will be complete. Removal FIGURE 20-14. PRESSURE SENSOR
Make certain the adapter and sensor are removed together from the valve assembly. Removing the complete valve assembly or just the sensor may result in the component being forced out of the suspension by the gas pressure inside. 1. Disconnect sensor from truck wiring harness. NOTE: The schrader valve in the valve assembly will prevent gas from escaping when adapter and sensor are removed together. If entire valve assembly is turned allowing nitrogen gas to escape, recharging of the suspension will be required. 2. Hold valve (2, Figure 20-14) with wrench while removing the adapter/sensor assembly (3 and 4). 3. Remove sensor (4) from adapter (3). Installation
1. Schrader Valve 2. Valve Assembly
3. Adapter 4. Sensor
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 inclination of the truck. This data is then sent to the payload meter so it can calculate the correct payload weight. The inclinometer is located behind the passenger seat. Removal 4. Disconnect inclinometer wire lead from harness. 5. Remove the three capscrews, nuts and lockwashers (4, Figure 20-15) and inclinometer (3). Installation
1. Install new O-ring on sensor (4, Figure 20-14) and install sensor into adapter (3). Tighten sensor to 22-29 ft. lbs. (3039 N.m) torque. 2. Install new O-ring on adapter (3) and install complete adapter/sensor assembly into valve (2). Hold valve body and tighten adapter/sensor assembly to 103 ft. lbs. (176 N.m) torque.
1. Install inclinometer (3, Figure 20-15) with capscrews, nuts and lockwashers (4). 2. Connect inclinometer wire lead to truck harness. 3. Refer to "Check Out Procedure" to adjust inclinometer.
3. Connect sensor wiring to truck wiring harness.
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Haulpak® Payload Meter On-Board Weighing System
M20001C1 12/94
RELAYS AND DATA STORAGE TRIGGER MODULE (DSTM) There are three light relays and one data storage trigger module relay (TR-1) located inside the cabinet with the payload meter. To gain access to these relays, the top cover of the cabinet must be removed.
FIGURE 20-15. INCLINOMETER 1. Passenger Seat Frame 2. Bracket 3. Inclinometer
4. Capscrew, Nut, and Lockwasher
PAYLOAD METER SELF TEST FUNCTIONS Press and hold self test “ST” switch for two seconds. Display begins blinking “CHEC”. To leave check mode, press and hold self test switch again for two seconds. Test Desired
Keypad Strokes
Results
Program Push “CAL” Number Check
Display indicates a series of information. First four digits = Program number (i.e. 300A) Second four digits = Program number version (i.e. -04) Third four digits = date (i.e. 07-1) 07 is month, 1 is first digit of day of mo. Fourth four digits = date (i.e. 6-91) 6 is second digit of day, year is 1991 (Third & Fourth together) = 7-16-91 which is the date of programming.
Printer Check
Push “PRINT”
Test payload meter printer. Prints date followed by ASCII character set.
Push “ADJ”
Code = model select inputs. 1 = Ground
Digital Inputs Check
Analog Inputs Check
Push “CAL” to cycle through these checks.
Push “SFT” Push “CAL” to cycle through these checks
0 = Open
PA = neural signal. 0 = Wheel lock off, switch closed 1 = Wheel lock on, switch open bF = Body up signal. 0 = Body down, switch open 1 = Body up, switch closed SU-1 = right rear, kg/cm² SU-2 = left rear, kg/cm² SU-3 = right front, kg/cm² SU-4 = left front, kg/cm² SLOP = inclinometer angle in degrees, positive = nose up Adj = gain trimmer input CELL = battery voltage
Push “PRINT” for one second
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The date is printed, followed by all analog input data
Haulpak® Payload Meter On-Board Weighing System
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Print data Push “CLS” fol“CALP” is displayed. acquired at last lowed by “PRINT” The date is printed, followed by: calibration for one second CODE = model select inputs at cal CRR = right rear pressure, kg/cm² CRL = left rear, pressure, kg/cm² CFR = right front pressure, kg/cm² CFL = left front pressure, kg/cm² CINC = incline in degrees, + = nose up R.cal = total rear susp force, Mton F.cal = total front susp force, Mton EMP,W = R.cal + F.cal Print all current data
Push “INC” fol“ALLP” is displayed lowed by “PRINT” The date is printed, followed by: for one second CODE = model select inputs, d3d2d1 RR = right rear pressure, kg/cm² RL = left rear pressure, kg/cm² FR = right front pressure, kg/cm² FL = left front pressure, kg/cm² INC. = incline in degrees, + = nose up RW = total rear susp force, Mton FW = total front susp force, Mton EMP.W = R.cal + F.cal, see above NET.W = displayed payload, M or S ton
NOTE: Refer to Error Code Table for error codes.
CHECK OUT PROCEDURE
3. Reconnect the sensor. Clear the error by pushing the "CAL" button on the payload meter.
Deck Mounted Lights 1. Turn the key switch to the "on" position. The payload meter will automatically perform a 10 second self test. During the self test, the deck mounted lights will illuminate. If a light does not illuminate, check for defective wiring or bulbs. 2. After successful completion of the self test, the time of day or "0" will be displayed depending on whether the brake lock switch is in the "off" or "on" position respectively. Pressure Sensor Location Insure the proper pressure sensor is connected to the correct payload meter connector pin. 1. Turn the key switch to the "on" position. 2. After self test is complete, disconnect a pressure sensor at the suspension cylinder. Wait for 5 seconds after a pressure sensor is disconnected for error code to be displayed on the payload meter. Verify that displayed error code corresponds to pressure sensor that is disconnected.
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4. Perform steps 2 and 3 to the remaining three pressure sensors. If an error code does not match the disconnected sensor, refer to the payload meter wiring schematic to correct the sensor connections. Error Codes The payload meter continually monitors the status of the sensor inputs and relay driver outputs. If an abnormality is found, an error code is displayed and all deck lights will illuminate. Once an error code has appeared, it may be canceled by pressing the "CAL" button or cycling the power after the error is corrected. For complete diagnosis and error code corrections, refer to "TROUBLESHOOTING THE HAULPAK ON-BOARD WEIGHING SYSTEM".
Haulpak® Payload Meter On-Board Weighing System
M20001C1 12/94
ERROR CODE
ERROR CODE TABLE DESCRIPTION
DETECT TIME DELAY
E-31 E-32 E-33
18 Volt sensor power short circuit to ground. Relay short circuit. Backup battery voltage less than 2.6 volts.
5.0 sec. 0.1 sec. 5.0 sec.
E-01 E-02 E-03 E-04
Right rear sensor disconnected - circuit 39FA. Left rear sensor disconnected - circuit 39FB. Right front sensor disconnected - circuit 39FC. Left front sensor disconnected - circuit 39FD.
5.0 sec.
E-11 E-12 E-13 E-14
Right rear sensor short circuit. Left rear sensor short circuit. Right front sensor short circuit. Left front sensor short circuit.
5.0 min.
E-41 E-42
Inclinometer output > = + 10 degrees. Inclinometer output < = - 10 degrees.
5.0 min.
PAPE
Paper jammed.
10 sec.
FULL
Memory full (200 haul cycles).
E-21 E-22 E-23 E-24
Right rear sensor check error. Left rear sensor check error. Right front sensor check error. Left front sensor check error.
Once an error code has appeared, it may be cancelled by pushing the “CAL” button or cycling the power. Inclinometer
Data storage trigger module
2. When loaded, the payload meter should indicate the payload in tons.
1. Park the loaded truck on a 0% grade. Use the self test switch to put the payload meter into the CHECK mode and call up "SLOP" (slope) on the display.
3. Turn the brake lock switch to "off". The display should change to "0" for one second, then change to the time of day. Turn the brake lock switch "on". The display should change back to tons without indicating "0" for one second.
2. Loosen the three inclinometer mounting capscrews (4, Figure 20-15) and rotate the inclinometer until 0.0 is indicated on the display. Tighten the three mounting capscrews and verify that the inclinometer remained at 0.0.
1. Drive to a loading area, turn the brake lock switch to "on" and load the truck.
Body Up Switch To check body up switch connection to the payload meter system, drive the truck to the unloading area and dump the load. The payload meter display should indicate "0" when the body is raised off the frame.
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Haulpak® Payload Meter On-Board Weighing System
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FIGURE 20-16. ON-BOARD WEIGHING SYSTEM SCHEMATIC
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Haulpak® Payload Meter On-Board Weighing System
M20001C1 12/94
TROUBLESHOOTING THE HAULPAK® ON-BOARD WEIGHING SYSTEM (OBWS) ERROR CODES Most problems with the ON-BOARD WEIGHING SYSTEM (OBWS) will be represented by an error code that is displayed on the digital readout on the front of the OBWS Computer. If an error code is displayed on the digital display, all six loading lights will be illuminated to indicate to ground personnel a problem exists in the system. Once the error is corrected, the code can be cleared by cycling the key switch, or by pressing the "CAL" button. When the code is cleared, the lights are turned off and the digital display shows the time. The only tool required for troubleshooting the system is a digital or analog multimeter with ohms and voltage reading capability. The following are procedures for troubleshooting each code in the system. PROBLEM: CODE E-01, E-02, E-03, or E-04 IS DISPLAYED. Explanation: The OBWS computer is unable to receive a signal from one of the four suspension pressure transducers. Refer to Table A to determine the malfunctioning circuit. TABLE “A” CODE
SUSPENSION
CIRCUITS
E-01
RIGHT REAR
39F, 39FA
E-02
LEFT REAR
39F, 39FB
E-03
RIGHT FRONT
39F, 39FC
E-04
LEFT FRONT
39F, 39FD
POSSIBLE CAUSES
CORRECTION
Disconnected pressure transducer.
Examine transducer connector and wiring for looseness.
Open in harness in above circuits.
Trace harness for open.
Open in circuit 39F.
Trace circuit 39F for opens.
Faulty pressure transducer.
Replace transducer if no other problems can be found.
PROBLEM: CODE E-11, E-12, E-13, or E-14 IS DISPLAYED. Explanation: The OBWS computer has detected a short from one of the pressure sensor circuits to ground. Refer to Table B to determine the malfunctioning circuit. TABLE “B”
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CODE
SUSPENSION TRANSDUCER
CIRCUITS
E-11
RIGHT REAR
39FA
E-12
LEFT REAR
39FB
E-13
RIGHT FRONT
39FC
E-14
LEFT FRONT
39FD
Troubleshooting the On-Board Weighing System
M20-15
PROBLEM (Continued): CODE E-11, E-12, E-13, or E-14 IS DISPLAYED. POSSIBLE CAUSES
CORRECTION
Damaged wiring and/or connectors on pressure trans- Examine wiring and connectors. ducers. Damaged harnesses to pressure transducers.
Trace harnesses for shorts.
PROBLEM: CODE E-21 THROUGH E-24 IS DISPLAYED. Explanation: The truck empty weight has changed enough to require recalibration of the computer. These codes can show up during the sensor check procedure. If one of them is displayed, clear the code and calibrate the computer.
PROBLEM: CODE E-31 IS DISPLAYED. Explanation: The 18 volt power circuit, 39F, is shorted to ground. 39F provides power for the four pressure transducers, the inclinometer, and the Data Storage Trigger Module (DSTM). POSSIBLE CAUSES
CORRECTION
Damaged wiring and/or connectors on pressure trans- Examine wiring and connectors. ducers. Damaged wiring and/or connectors on inclinometer.
Examine wiring and connectors.
Shorted connections on DSTM.
Examine wiring for shorts.
Damaged harnesses to pressure transducers or inclinometer.
Trace harnesses for shorts.
Internal short.
Replace payload meter computer.
PROBLEM: CODE E-32 IS DISPLAYED. Explanation: One of the circuits from the computer to the three light relays, circuits 39A, 39B, or 39C is shorted to ground, or there is a short circuit between the +18 volt sensor supply (circuit 39F) and any of the four pressure sensor inputs to the computer (circuits 39FA, 39FB, 39FC, or 39FD). POSSIBLE CAUSES
CORRECTION
Damaged or loose connections inside payload meter Examine wiring inside payload meter housing for shorts. housing. External two wire cable to pressure sensor(s) is damaged and the two wires are shorted together.
Examine wiring harness to pressure sensor(s) for shorts, etc.
Damaged and/or shorted pressure sensor.
Disconnect a suspected sensor. Clear E-32 error code by pushing CAL button. If E-32 code is displayed again, the problem was not in that sensor. Reconnect sensor and repeat with a different sensor. If within 5 seconds, "E-01", "E-02", "E-03", or "E04" (corresponding to disconnected sensor), is displayed, this sensor is defective and should be replaced.
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Troubleshooting the On-Board Weighing System
M20001C2 6/96
PROBLEM: CODE E-33 IS DISPLAYED. Explanation: The back-up battery inside the payload meter controller is almost dead and needs replacement. Refer to the OBWS manual for instructions on replacement. After replacing the battery, recalibrate the payload meter computer and reset the time and date. PROBLEM: CODE E-41 or E-42 IS DISPLAYED. Explanation: The inclinometer output is greater than +10° for code 41, or less than -10° for code 42. POSSIBLE CAUSES
CORRECTION
Truck ascending or descending grades in excess of 10°. Normal. Open or short in circuit 39FE.
Examine wiring on inclinometer and housing for opens.
Open in circuit 39F at inclinometer.
Examine wiring for opens.
Faulty inclinometer.
Replace if no shorts or opens in wiring are found.
Broken inclinometer mounting.
Repair mount.
PROBLEM: CODE 'PAPE' IS DISPLAYED. Explanation: The printer paper is jammed in the printer. Open the printer paper door and gently clear the jam from the printer. Do not tug or pull hard on the paper as this will damage the printer.
PROBLEM: CODE 'FULL' IS DISPLAYED. Explanation: The 200 haul cycle memory is full of data. Additional loads will be ignored until the memory is cleared. Print out the data, if desired, and clear the memory. OTHER PROBLEMS: A problem may be suspected with the system that does not show an error code. Some of the common occurrences are outlined below. PROBLEM: Load data will not store in memory. POSSIBLE CAUSES
CORRECTION
Operators not using brake lock switch at loading area.
Remind operators to use brake lock switch at loading area and at dumping area.
Memory is full.
Clear memory if "FULL" error code is displayed.
Excess carryback in body.
Remove carryback to allow system to reset to record next load.
Fault in DSTM wiring or module.
Check for proper operation of DSTM, check wiring, and replace module if necessary.
Fault in TR1 wiring.
Troubleshoot wiring and replace relay if necessary.
Fault in body up circuit (63L) from AID module.
Troubleshoot wiring.
Material in body is less than 50% of rated payload.
Normal.
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Troubleshooting the On-Board Weighing System
M20-17
PROBLEM: Readings are suspected of being inaccurate. POSSIBLE CAUSES
CORRECTION
Computer in need of calibration.
Calibrate computer.
Loading area uneven or rutted.
Grade loading area to provide a smooth level surface.
Low charge in suspension, especially oil level in rears.
Recharge suspension and recalibrate computer.
Operators are backing truck up on rocks, berms, or bank at loading area.
Remind operators not to back up on such obstacles.
Operators releasing brake lock switch too soon after last pass is dropped in body.
Remind operators to wait several seconds after last pass before releasing brake lock to allow suspension pressures to stabilize.
Inclinometer out of adjustment.
Adjust inclinometer to read 0.0 ± 0.1° on level surface.
Operators are not using brake lock switch properly.
Remind operators of proper use of switch.
Unit is set for metric tons when short tons are desired.
Check to see if jumper wire structure is installed in harness inside payload meter housing.
Malfunction in brake lock hydraulics, allowing front and rear brakes to energize during brake lock (all trucks except 830E).
Troubleshoot system.
Pressure sensors wired in incorrect sequence.
Verify proper sequence as outlined in checkout procedure.
PROBLEM: Printing is faint or blotchy. POSSIBLE CAUSES
CORRECTION
Printer paper exposed to bright sunlight, heat, or cold Replace paper with fresh roll. and has become inactive. Printer is cold.
Warm up cab interior to warm up the printer.
Foreign material in printer.
Carefully clean printer assembly.
Printer paper inserted upside-down.
Remove and insert paper correctly.
Defective printer assembly.
Replace printer cartridge.
PROBLEM: Lights are not working. POSSIBLE CAUSES
CORRECTION
Burned out light bulbs.
Replace burned out bulbs.
15 amp circuit breaker in circuit 39A is tripped.
Look for shorts and reset circuit breaker.
PROBLEM: System is not working, display is blank. POSSIBLE CAUSES
CORRECTION
5 amp circuit breaker in circuit 39G is tripped.
Look for shorts and reset circuit breaker.
Open circuit to computer.
Verify +24V on 39G when key and control power are on, and verify ground (710) connections.
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Troubleshooting the On-Board Weighing System
M20001C2 6/96
ON-BOARD WEIGHING SYSTEM EXPANDED MEMORY BOX The On-Board Weighing System expanded memory box provides additional storage space for payload data recorded by the payload meter. As the payload meter records each load, the payload data is simultaneously transferred to the expanded memory box by means of a cable. Every payload is recorded in both places, but only the data in the expanded memory box is accessible by using a personal computer (PC). Load data for 3000 loads can be stored in the expanded memory box. To access the payload data, a personal computer (IBM compatible), a special serial cable, and a disc copy of the expanded memory box software programs is needed. The expanded memory box software programs can be operated from a floppy disc or from a hard drive. It is recommended that the programs are copied to and operated from a hard drive, as the storage space for the payload data is limited on a floppy disc. Before a truck is placed in service, the expanded memory box must be "set-up" in order to record the payload data correctly. The payload data contains a truck identification number, payload weight and the date and time of each payload. Refer to "INITIAL START UP OF THE EXPANDED MEMORY BOX" for start up instructions. The customer must choose a method to store and analyze all the data that is collected from the expanded memory box from the fleet of trucks. There are several options available depending on the use of the payload data. For more information on storing payload data, refer to "PAYLOAD DATA". The On-Board Weighing System expanded memory software has two programs that perform different functions. One is called DOWNLOAD and the other is ANALYSIS.
DOWNLOAD This program provides a means to view and/or download data that is stored in the expanded memory box. The payload data can be downloaded from the box and into a PC and stored into a new file, or added to an existing file.
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ANALYSIS The analysis program is used to view or print payload data that has already been downloaded and stored in a file on the PC. The payload data can be viewed as a data table or as a graph. The Data Table will display a complete payload history of a particular file. The Graph Data will display payload data in bar graphs. To print payload data, in either table or graph form, the correct printer must be selected in the "SETUP" option in the Analysis program. Refer to the "SETUP" option for more information on printers. Tips For Operation • To leave a screen and return to the previous screen without saving any changes, just press the "ESC" key. • Use the "TAB" and "ARROW" keys to highlight the desired command, then press "ENTER" to execute the command. • If directions say type "download", type on the key board only the letters between the " " and not the parenthesis. • To exit either program and return to the DOS prompt, hold down the "ALT" key and press the "X" key. • Press the F1 key at any time for help. Can be used before selecting a menu option for general information or, after selecting a menu option for more detailed information on that selection. • The expanded memory box program disc contains two sample payload data files called "ATEST" and "BTEST". These files were included so personnel can examine them and become familiar with payload data files ahead of time. • Before the expanded memory box system is placed into service for the first time, the box must be "set up" in order to record data correctly. Refer to "Initial Start Up Of The Expanded Memory Box". • A method of recording and storing payload data must be determined. Refer to "Payload Data" for more information. • Refer to the Analysis program for printing options.
Expanded Memory Box (Version 1.00) On-Board Weighing System
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GETTING STARTED Determine if the program has been loaded onto the PC hard drive or if the program is located on an auxiliary disc. Installing The Software 1. Power up (turn on) the personal computer. 2. Insert the floppy disc containing the expanded memory box program into the drive bay. 3. The screen prompt should be the "C:\". Change the C:\>> to A:\>> by typing "A:", then press "ENTER". The prompt should now be "A:\>>". 4. At the A:\>>, type "install", then press "ENTER". This will create a new subdirectory on the hard drive called "PAYLOAD". The entire program will be copied from the floppy disc to the payload subdirectory on the internal hard disc. When the transfer is complete, the prompt on the screen should be "C:\>>". 5. Using the special serial cable supplied with the unit, connect the personal computer to the expanded memory box. 6. With the ignition key switch and the PC turned on, the system is ready for use. 7. To start the program, type "DOWNLOAD" or "ANALYSIS". NOTE: To start the program on the floppy drive, omit step 4 completely.
INITIAL START UP OF THE EXPANDED MEMORY BOX When the expanded memory box is placed into service for the first time, the box must be "set up" in order to record data correctly. Obtain a PC with the expanded memory program on it and perform steps 5-7 in "Getting Started". Then perform steps 1-4 to "set up" the expanded memory box. 1. Communication Port Tells the PC which serial communication port to use to communicate to the expanded memory box. a. At the C:\>> prompt, type "download" and press "ENTER". b. Hold down the "Alt" key and press "S".
M20-20
c. Use the arrow keys to highlight "Set Comm Port" and press "ENTER". Use the tab and arrow keys to select the proper comm port that the cable (from the expanded memory box) is connected to and press "ENTER". NOTE: If incorrect comm port is selected, an error message will appear in the next step. Change the comm port selection, quit the program, open download program again and try again to access the box. 2. Set Truck Number This is the vehicle identification number that will appear in all payload data that is stored or printed out. a. Hold down the "Alt" key and press "S". b. Use the arrow keys to highlight "Set Truck Number" and press "ENTER". c. Press the tab key to highlight the truck number box. Type the appropriate truck number in the empty box and press "ENTER". 3. Set Maximum Loads This should be set at 199 loads. a. Hold down the "Alt" key and press "S". b. Use the arrow keys to highlight "Set Max Loads" and press "ENTER". c. Type "199" in the box and press "ENTER" to save the desired selection. 4. Set Date & Time This is for setting the date and time. This information is stored in the expanded memory box for documenting each payload. a. Hold down the "Alt" key and press "P". b. Use the arrow keys to highlight "Set Date & Time" and press "ENTER". c. Use the tab key to highlight the date and time boxes and type in the appropriate information. Press "ENTER" to save and store the information. NOTE: The day of the week is determined by Sunday being day 1, Monday is day 2, etc.
Expanded Memory Box (Version 1.00) On-Board Weighing System
M20001C3 4/92
COMMON PROCEDURES The following steps are the most common procedures that will be used. A short cut method for performing these procedures are given by using the function keys. It will be assumed that a PC with this program is already connected to the expanded memory box and both devices are turned on. For additional information covering these procedures, refer to the appropriate program description. To download data from the expanded memory box to a PC.
To view data in a file. (Not in expanded memory box.) 1. Type "analysis", press "ENTER" two times. 2. Press "F3". 3. Use "tab" key and "arrow" keys to select (highlight) desired file. Press "ENTER".
To view a file in graph form. (Not in expanded memory box.) 1. Type "analysis", press "ENTER" two times.
1. Type "download", press "ENTER" two times.
2. Press "F5".
2. Press "F3".
3. Use "tab" key and "arrow" keys to select (highlight) desired file. Press "ENTER".
3. Type in a new file name in the window or, use the "tab" and "arrow" keys to select a file to add data to. Press "ENTER". Press "ENTER" again to down-load data. Screen will display the downloaded data. NOTE: For more information on selecting a file name and file management, refer to "Payload Data".
To print data in a file. 1. Type "analysis", press "ENTER" two times. 2. Press "F7". 3. Use "tab" key and "arrow" keys to select (highlight) desired file. Press "ENTER".
To view current box set up information. 1. Type "download", press "ENTER" two times. 2. Press "F5".
To view payload data stored in expanded memory box. 1. Type "download", press "ENTER" two times. 2. Press "F7".
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Expanded Memory Box (Version 1.00) On-Board Weighing System
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DOWNLOAD PROGRAM This program provides a means to view and/or download data that is stored in the expanded memory box. The payload data can be downloaded from the box and into a PC and stored into a new file, or added to an existing file. 1. At the C:\>> prompt, type "download" and press the "ENTER" key two times. The download screen will appear as shown in Figure 20-17. Any of the functions across the top can be selected by holding down the "ALT" key and pressing the first letter that appears in the desired selection.
FIGURE 20-17. PAYLOAD SCREEN
Payload Box To select the payload box menu, hold down the "Alt" key and press "P". The payload menu screen will appear as shown in Figure 20-18. Use the arrow keys to select (highlight) the desired menu item and press "ENTER".
FIGURE 20-18. PAYLOAD MENU OPTIONS
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Expanded Memory Box (Version 1.00) On-Board Weighing System
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• Download from Box F3 - This selection will allow downloading of payload data from the expanded memory box to a PC. Two options are available to download payload data. One is to make a new file name to store the payload data into and the other is to add the payload data to an existing file. Can also press "F3". NOTE: When the expanded memory is downloaded into a file, all the data in the expanded memory box will be erased. The data in the payload meter memory will not be erased, but is no longer accessible electronically. A printout from the payload meter can provide data since the last CLEAR of the meter. 1. The computer screen will ask for a file name to save the data under. If the data is to be added into an existing file, go to Step 2. If the data is to be stored under a new name, go to Step 3. 2. If the data is to be added into an existing file, press the "TAB" key. Then use the arrow keys to highlight the file that the data is to be added to, then press "ENTER". Now go to Step 4. 3. The data can be given a file name using letters or numbers up to eight characters long. Do not add a period and any characters after the eight character file name. The program will automatically assign a .DB extension to the file name. After selecting a file name, press "ENTER". 4. The screen will provide the approximate time that will be required to download the data. 5. Press "ENTER" again to download the data. The screen will then display the data just retrieved from the memory box and is now stored in a file. 6. Push "Esc" key to return to main menu screen. • Set Date & Time This selection is for setting or changing the date and time. The Set Date & Time menu screen will appear as shown in Figure 20-19. This information is stored in the expanded memory box for documenting each payload.
FIGURE 20-19. PAYLOAD “SET DATE & TIME” INPUT SCREEN
1. Arrow down to highlight "Setting Date and Time". Press "ENTER". 2. Using the "TAB" key, highlight date or time to be changed. Type in new information if desired. 3. Press "ESC" to cancel the command and return to the previous screen, or press "ENTER" to execute the command and save any changes. NOTE: The day of the week is determined by Sunday being day 1, Monday is day 2, etc.
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• Clear Box Data Selecting this option from the download screen will clear all memory stored in the expanded memory box. It will not clear data stored in the payload meter. NOTE: Once this is selected, a confirmation screen will appear. Be sure this information has been downloaded into a file before clearing the memory. The data in the payload meter memory will not be erased, but is no longer accessible electronically. A printout from the payload meter can provide data since the last CLEAR of the payload meter. 1. Arrow down to highlight "Clear Box Data ". Press "ENTER". 2. Using the "tab" key, select "YES", "NO" or "CANCEL" and press "ENTER".
FIGURE 20-20. PAYLOAD “CLEAR DATA” MENU OPTIONS
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Expanded Memory Box (Version 1.00) On-Board Weighing System
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SPECIAL To select the special menu, hold down the "Alt" key and press "S". The Special menu screen will appear as shown in Figure 20-21. Use the arrow keys to select the desired menu items listed below and press "ENTER".
FIGURE 20-21. SPECIAL MENU OPTIONS • Set Max Loads - The payload meter will only store 200 haul cycles. If the payload meter is allowed to record 200 haul cycles, it will stop sending data to the expanded memory box. By setting maximum loads at 199, the payload meter will clear its memory and start counting at 0 again. All the loads recorded by the payload meter are sent to the expanded memory box when the payload is first recorded. No payload data already stored in the expanded memory box will be lost when the payload meter memory is cleared. 1. Highlight "Set Max Loads". Press "ENTER". The "Set Max Loads" screen will appear as shown in Figure 20-22. 2. Press "tab" key once to highlight the number box and set number of loads with number keys. 3. Press "ESC" to cancel the command or press "ENTER" to execute the command and save any changes.
FIGURE 20-22. SPECIAL “SET MAX LOADS” SCREEN
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• Clear Meter - This selection will clear all payload data stored in the Payload Meter memory. NOTE: The data in the expanded memory box will not be cleared. 1. Arrow down to highlight "Clear Meter". Press "ENTER".
• Box Info - This selection will allow you to view the stored information in the expanded memory box. This information can also be viewed at any time by pushing the "F5" key. 1. Arrow down to highlight "Box Info". Press "ENTER". The screen will appear as shown in Figure 20-23. NOTE: The battery voltage refers to the memory backup battery in the expanded memory box.
FIGURE 20-23. SPECIAL “BOX INFO” SCREEN
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Expanded Memory Box (Version 1.00) On-Board Weighing System
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• Set Truck Number - This selection allows you to enter the truck identification for storage into the expanded memory box. All future download information retrieved from this payload system will be identified by the number you enter here. 1. Arrow down to highlight "Set Truck Number". Press "ENTER". 2. Press tab key to select the change box and then enter the truck identification number. 3. Press "ESC" to cancel the command or press "ENTER" to execute the command and save any changes.
FIGURE 20-24. SPECIAL “SET TRUCK NUMBER” SCREEN
View Data in Box - This selection will allow you to view payload data stored in the expanded memory box without erasing the information. 1. Arrow down to highlight "View Data in Box". Press "ENTER". 2. The screen will display a message indicating the amount of time to download the information for viewing. 3. Press "ENTER" to view the data. Use the arrow keys to scroll up or down through the data. 4. Press "ESC" to return to the main menu screen.
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• Set Comm Port - This option tells the PC which serial communication port to use to communicate to the expanded memory box. 1. Arrow down to highlight "Set Comm Port". Press "ENTER". The screen will appear as shown in Figure 20-25. 2. Press tab key. 3. Use the arrow keys to select the comm port desired. Press "ENTER" to select the comm port. NOTE: If the incorrect communication port is selected, an error message will appear the next time the PC tries to access the expanded memory box. Change communication port selection, close out of the PAYLOAD PROGRAM, open the PAYLOAD program and try again.
FIGURE 20-25. SPECIAL “COMM PORT” SCREEN Help This selection will provide help information or general information about the download program. Use the arrow keys to move the text. 1. Arrow down to highlight "About". Press "ENTER". 2. Press "ESC" key to return to the main menu screen.
FIGURE 20-26. SPECIAL “HELP” SCREEN
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Expanded Memory Box (Version 1.00) On-Board Weighing System
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ANALYSIS PROGRAM The analysis program is used to view or print payload data that has already been downloaded and stored in a file on the PC. The payload data can be viewed or printed as a data table or as a graph. The Data Table will display a complete payload history of a particular file. The Graph will display payload data in bar graphs. To print payload data, in either table or graph form, the correct printer must be selected in the "SETUP" option in the Analysis program. Refer to the "SETUP" option for more information on printers. To start the Analysis program: 1. At the C:\>> disc drive prompt, type "analysis" and press the "ENTER" key The analysis screen will appear as shown in Figure 20-27.
FIGURE 20-27. ANALYSIS SCREEN Analysis Menu To select the "Analysis" menu, hold down the "Alt" key and press "A". See Figure 20-28. Use the arrow keys to highlight one of the desired menu items and press "ENTER".
FIGURE 20-28. ANALYSIS MENU SCREEN
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• Data Tables - This selection will allow you to view any stored data file for analysis. This function is also directly accessible from the main menu screen by pressing "F3". 1. Arrow down to highlight "Data Tables". Press "ENTER". The screen will appear as shown in Figure 20-29. 2. Press the "TAB" key and then use the "ARROW" keys to highlight the desired file. 3. After selecting a file, press "ENTER" to display the stored information in the file. Use the arrow (or pg down or pg up) keys to move through and view the file. For more information on data files, refer to "PAYLOAD DATA" in this section. 4. Press "ESC" key to return to the main menu screen. • Graphics - This selection will provide a bar graph view of any selected data file. 1. Arrow down to highlight "Graphics". Press "ENTER". The screen will appear as shown in Figure 20-29. 2. Press the "TAB" key and then use the "ARROW" keys to highlight the desired file. 3. After highlighting a file, press "ENTER" to display the stored information in graph form. All of the data stored in the file will be displayed in graph form. The vertical column (Number of Loads) indicates the number of loads hauled for each payload range. The horizontal column (Payload, Tons) indicates the payload ranges in tons. The bar graph scales will automatically adjust based on the amount of data stored in the file. For more information on data files, refer to "PAYLOAD DATA" in this section. 4. (OPTIONAL) To print the graph, connect a compatible printer to the PC and press "P" while the graph is displayed on the screen. NOTE: Refer to the "Setup" menu to select the correct printer before printing. If an attempt to print is made without a printer connected, the program will "lock up" and a warm boot (press "ctrl", "alt" and "del" at the same time) will be required to reset the PC. 5. Press "ESC" key to return to the main menu screen.
FIGURE 20-29. ANALYSIS “DATA TABLE” MENU SCREEN
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• Print Report - This selection will allow you to print a report identical to the screen display seen in "Data Tables" in this section for the selected file. Refer to the "Setup" menu to select the correct printer before printing. For more information on printed reports, refer to "Load Data ". NOTE: Refer to the "Setup" menu to select the correct printer before printing. If an attempt to print is made without a printer connected, the program will "lock up" and a warm boot (press "ctrl", "alt" and "del" at the same time) will be required to reset the PC.
1. Arrow down to highlight "Print Report". Press "ENTER". 2. Use "tab" key to highlight the file selection box and use "arrow" keys to highlight the desired file to print. Press "ENTER" to send file data to the printer.
Setup Menu • Setup Printer - To print payload data, in either table or graph form, the correct printer must be selected. Only those printers listed or 100% compatible printers to those listed will be able to print payload data. Use the PRINTER CHART to select the appropriate printer. 1. Hold down the "Alt" key and press "S". A screen will appear as shown in Figure 20-30. 2. Press "ENTER". A screen will appear as shown in Figure 20-31. 3. Press the "tab" key once and the selected printer option will become highlighted. The selection that becomes highlighted is the one with the period inside the (). 4. Use the "arrow" keys to select the appropriate printer and press "ENTER" to save the change. NOTE: The printer option can also be selected by holding down the "alt" key and pressing the same letter key that is highlighted in the desired printer description.
FIGURE 20-30. ANALYSIS “SETUP” SCREEN
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Refer to the Printer Chart below for additional printers that do not appear on the menu screen in Figure 20-31.
PRINTER CHART Selection
Printers
Epson MX
All Epson MX; Okidata; IBM proprinter; IBM Graphics printer; Star Gemini;
Epson FX
Epson FX
Epson LQ
Epson 24 pin; Star Gemini 24 pin; Panasonic 24 pin printers
HP Laser Jet/ HP Desk Jet
All HP Laser Jets and Emulators HP Desk Jet
Toshiba 24 pin
Toshiba 24 pin printers
FIGURE 20-31. SPECIAL “PRINTER” MENU SCREEN
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HELP MENU This selection provides information about the analysis program. • Help - Access information about the program. 1. Hold down the "Alt" key and press "H". 2. Select Help and press "ENTER". 3. Press "ESC" key to return to the main menu screen.
• About - Access information about the program. 1. Arrow down to highlight "About". Press "ENTER". Version and date of software is displayed. 2. Press "ESC" key to return to the main menu screen.
FIGURE 20-32. ANALYSIS “SETUP” SCREEN
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PAYLOAD DATA The customer must choose a method to store and analyze all the data that is collected from the expanded memory box from the fleet of trucks. There are several options available depending on the use of the payload data. Each truck that is equipped with an expanded memory box must be given a truck identification number containing 10 characters or less (done during initial setup). The truck I.D. number is stored in the expanded memory box and is part of the payload data information. When the payload data is downloaded into a PC, a computer file name must be chosen containing 8 characters or less. Payload data records can be maintained separately for each truck in one particular computer file, and can be added to at any time by downloading more data from the same truck into the same computer file. In this case, a computer file name that reflects that particular truck may work best for record keeping. OR, over a given time span, (one week for example) the payload data from all trucks can be added together into one file. In this case, a file name that reflects that particular week may work the best. Several truck I.D. numbers will show up in the payload data file. (See Figure 20-17, sample print out of ATEST.DB data file.) If this method is used, it is recommended that only the same size of trucks have their data added together into one file. Otherwise, the payload data in a particular file will not accurately reflect the possibility of the trucks being underloaded or overloaded because different truck payload capacities are represented. The payload data stored in a file is not sorted by payload size or date. It will appear in the order that the data was transferred into the file. If the payload data needs to be sorted by date, payload size, etc, the "PARADOX Data Base Program" is compatible with the payload data files created by the expanded memory box program. The PARADOX Data Base Program is available at most computer retail outlets or mail order companies. When the data file is viewed, a summary of the file is shown in the upper left corner. The data file name is also shown.
FIGURE 20-33. LOAD DATA IN TABLE FORM (File ATEST.DB)
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When a payload data file is viewed in the graph form, it will appear as shown in Figure 20-18. All payloads are sorted by payload tons across the bottom and the number of loads carried along the side. The scales for tons and the number of loads carried automatically adjust to best suit the size and volume of data in the file.
FIGURE 20-34. LOAD DATA IN GRAPH FORM (File ATEST.DB)
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SERVICE NOTE: Download all payload data from the expanded memory box to a PC before making any repairs to avoid loosing payload data. If the battery goes dead or is unplugged from the payload memory card, all payload data, truck I.D. number and date will be erased. Refer to "Initial Start Up Of The Expanded Memory Box" to reset the truck I.D. number and date. Removal 1. Turn key switch off. Disconnect all wire harnesses from expanded memory box. 2. Remove mounting screws and expanded memory box. Installation 1. Be certain that mounting surface on the expanded memory box and on the truck is clean and free of foreign material. NOTE: Foreign material between the box and mounting surface can distort the box as the mounting hardware is tightened, and can cause damage to the payload memory card. 2. Install box and tighten mounting hardware. 3. Connect wire harnesses to appropriate connectors. Disassembly 1. Loosen the four corner screws on end cover (1, Figure 20-19). Do not remove screws from end cover as they are held in place by the gasket. 2. Remove end cover (1) and carefully unplug wire connector from the payload memory card (6). 3. Unlock lever (5) and carefully pull payload memory card from the box using handle (1, Figure 20-20). 4. Loosen the four corner screws retaining end cover (4, Figure 20-19). Do not remove screws from end cover as they are held in place by the gasket. Remove end cover.
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FIGURE 20-35. EXPANDED MEMORY BOX 1. End Cover 2. Connector (To PC) 3. Box
Expanded Memory Box (Version 1.00) On-Board Weighing System
4. End Cover 5. Lever 6. Payload Memory
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Assembly
Battery Replacement NOTE: If the battery goes dead or is unplugged from the payload memory card, all payload data, truck I.D. number and date will be erased. Refer to "Initial Start Up Of The Expanded Memory Box" to reset the truck I.D. number and date. 1. Carefully unplug battery connector (5, Figure 20-20) from payload memory card (3). 2. Remove nut, screw and washer and remove battery (2) from clamp. 3. Install new battery in clamp and attach to payload memory card with screw, washer and nut. 4. Carefully plug battery connector (5) into payload memory card (3).
1. Install end cover (4, Figure 20-19) with gasket and four screws. 2. With lever (5, Figure 20-19) in the unlocked position, carefully install payload memory card (6) into box using slots highlighted with white paint. Wiggle the card slightly to engage the card pins into the receptacle. Be certain that the card is fully seated and the pins are fully engaged. Press lever (5) over to lock card into place. 3. Connect wire lead from end cover (1) to card (6). 4. Install end cover (1) with gasket and four screws.
Wire Connections Refer to Figure 20-21 for wire connections made on the expanded memory box.
FIGURE 20-36. PAYLOAD MEMORY CARD 1. Handle 2. Battery 3. Payload Memory Card
4. Pin Connector 5. Battery Connector
FIGURE 20-37. END PLATE 1. End Plate 2. Power Connector 3. Dust Cap
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4. Connector (To Modular Mining or Truck Harness 5. Connector (To Payload Meter)
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TROUBLESHOOTING EXPANDED MEMORY BOX PC Will Not Communicate To Expanded Memory Box The expanded memory box must have 24 volt power to function and be connected to a PC. 1. Check truck key switch. Should be in the "on" position. 2. Check the special serial cable and the connections that link the PC to the expanded memory box. 3. Check the communication port on the PC to which the special serial cable is connected to. The software program DOWNLOAD must have the same communication port selected as the one the special serial cable is connected to. Refer to the Special menu selection and select "Set Comm Port" to determine which port the Download program is using for communications. 4. Check truck harness terminal for proper voltage (24-28 Volts) at the expanded memory box. 5. Check circuit breaker.
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
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DDEC II ELECTRONIC ENGINE CONTROL GENERAL DESCRIPTION The Electronic Engine Control system provides an electronic method for determining engine fuel requirements and controlling engine speed. Engine performance is continuously monitored by various sensor inputs to microprocessors and compared to operating parameters stored in memory to provide engine operation controls. Operator demand for power is provided by an electronic foot pedal while engine mounted sensors provide information on engine crankshaft position and RPM. Extensive operation and diagnostic information is stored and made available for troubleshooting engine problems and monitoring engine performance. Electronic engine control eliminates the need for air operated throttle pedals, cylinders, and mechanical or hydraulic governors.
The following major components are required for the system: • Electronic Control Module • Electronic Unit Injectors • Engine and cooling system sensors • Operator input controls • Engine protection indicator lights • Wire harness/connector assemblies • Diagnostic Data Reader
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FIGURE 21-1. ELECTRONIC CONTROL MODULE (ECM) 1. Fuel (Cooler) Ports 2. Injector Harness Connectors
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3. Power Harness Connector 4. Truck Harness Connector
Electronic Engine Control
5. Engine Harness Connector
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COMPONENT DESCRIPTION Electronic Control Module The ECM contains the microprocessor which receives information from the various system sensors and operator input. All sensor circuits are constantly monitored during operation for correct voltage levels, sensor failure, and open or shorted electrical circuits. The incoming information is compared to stored information which determines acceptable operating parameters for oil pressure, coolant level, etc. for current operating conditions. If all conditions are acceptable, calculated information is then sent to driver circuits to control the fuel injectors for controlling engine performance. If conditions are not within the programmed operation limits, a warning system alerts the driver of possible problems and, depending on the malfunction and vehicle application, may initiate an engine protection sequence. Various forms of information storage memory are used to store engine operation parameters and diagnostic data. Performance information for a particular application is programmed into the system memory by the manufacturer prior to final testing. Information regarding accumulated engine operation hours, fuel consumption, and engine idle hours is stored for retrieval by service personnel. Various functions can be re-programmed by the user through the use of a portable diagnostic data readout device. Unauthorized re-programming is prevented by use of a security password prior to re-programming.
The ECM electronics are cooled by passing engine fuel through a plate mounted on the ECM. Internal electronic components are attached to this plate which acts as a heat sink to remove excessive heat.
Electronic Unit Injectors Fuel is delivered to the cylinders by the electronic unit injectors (EUI). Fuel is pressurized by a mechanical cam and controlled electronically by the ECM through a solenoid operated valve on each injector. The ECM computes fuel timing and quantity and actuates the solenoids through high current, pulse width modulated drivers located inside the ECM. When the ECM begins sending a pulsed signal to the injector, the solenoid valve closes, pressurization of the fuel occurs and the injection cycle begins. The pulse width (length of time energized) delivered to the solenoid determines the quantity of fuel injected. When the pulse is removed and the solenoid valve opens, fuel pressure decays and the injection cycle ends.
If a malfunction occurs in the main fuel control circuits or power supply, a backup fuel control system will maintain engine operation at a reduced performance level. If the system is operating in the backup mode, the amber Check Engine Light (CEL) on the instrument panel will illuminate. Two ECM’s are required for the 12V149 and 16V149 engines, a master and a secondary unit. The master (front) ECM controls fuelling in the front 6-8 cylinders and the secondary (rear) ECM controls fuelling in the rear 6-8 cylinders. Fuel control information is sent across an electrical harness (data link) from the main to the secondary unit. Since the ECM is designed to operate from a 12 volt DC supply, a battery equalizer system is required to provide the proper voltage and extend the life of the batteries. The battery equalizer is mounted on the right hand deck next to the battery box. The equalizer system also incorporates a device to warn the operator of a failure of the equalizer system by illuminating a warning light on the instrument panel.
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FIGURE 21-2. ELECTRONIC UNIT INJECTOR (EUI) 1. Connector Terminal 2. Solenoid
Electronic Engine Control
3. Fuel Return 4. Fuel Inlet
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System Sensors and Operator inputs SRS The synchronous reference sensor (SRS) monitors camshaft revolutions and is used for cylinder sequencing by determining when cylinder # 1 is about to fire. TRS The timing reference sensor (TRS) monitors crankshaft rotation and determines when any cylinder is about to fire. OTS The oil temperature sensor (OTS) monitors oil temperature in the turbocharger supply line. CLS The coolant level system (CLS) monitors coolant level through a level sensor (Figure 21-3) mounted in the cooling system top tank. This sensor provides a signal to an interface module, located in the electrical cabinet junction box, which conditions the signal for use by the ECM. EFPA The electronic foot pedal assembly (EFPA) (Figure 21-4) is the accelerator pedal controlled by the operator to vary the power demand.
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FIGURE 21-4. ELECTRONIC FOOT PEDAL ASSEMBLY (EFPA)
TBS The turbo boost pressure sensor (TBS) (Figure 21-5) monitors turbocharger boost pressure and sends a voltage signal porportional to pressure to the ECM. OPS The oil pressure sensor (OPS) monitors engine oil pressure.
TPS (PTO Counts) NOTE: The TPS signal enters the ECM on the PTO (Power Take-Off) pin. To check TPS counts using the DDR, select PTO Counts. The throttle position sensor (TPS) (Figure 21-4) is contained in the electronic foot pedal. When the operator depresses the accelerator pedal, a variable voltage signal is sent to the ACC/RET interface ACC card located in the control cabinet and then to the ECM. The ACC card also provides the ECM with a fixed voltage signal for increased engine RPM during dynamic retarding and when truck speed is over 3 MPH (4.83 km/h) if the engine idle switch is placed in the high idle position.
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FIGURE 21-3. COOLANT LEVEL SENSOR (CLS)
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FIGURE 21-5. TURBOCHARGER BOOST PRESSURE SENSOR (TBS)
Electronic Engine Control
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ENGINE PROTECTION SYSTEM
DIAGNOSTICS
Engine Check Main Engine Check Second The amber "Engine Check Main" or "Engine Check Second" indicator light will illuminate if a malfunction is detected in the electronic engine control system. If this indicator illuminates, alert maintenance personnel as soon as possible. If this light illuminates, a code is stored in the ECM memory describing the fault. This light will remain on for approximately five seconds after the key switch is turned on. If the light remains on, a problem exists within the system. If a problem occurs but clears itself (for example, a loose connection), an error code will be stored in the ECM memory which can be recalled by using the diagnostic data reader.
The ECM continuously monitors itself and other system components including sensors, injectors and associated wiring and connectors. If a fault is detected, the ECM illuminates the Check Engine light and stores a malfunction code. These codes can be read out by using a Diagnostic Data Reader (DDR) as shown in Figure 21-6. Whenever a fault is detected, the ECM will substitute a default value for the component or circuit that has failed. If the fault clears up, the actual sensor value is again used. If the ECM detects a potential engine damaging condition (low oil pressure, low coolant, high crankcase pressure, or high oil temperature), both the Check Engine and Stop Engine lights are illuminated. In addition, an associated malfunction code is logged. When using the DDR, codes are broken down into two types:
Engine Monitor Main Engine Monitor Second The red "Engine Monitor Main" or "Engine Monitor Second" indicator light will illuminate and an alarm horn will sound if a serious engine malfunction is detected by the electronic engine control system. Electric propulsion to the wheelmotors will be discontinued. Dynamic Retarding will still be available to slow or stop the truck. The maximum engine speed will be reduced to 1675 RPM. Stop the truck as quickly and safely as possible. Apply parking brake. SHUT DOWN THE ENGINE IMMEDIATELY. Additional engine damage is likely to occur if operation is continued.
• Active Codes — These codes are currently causing the Check Engine light to illuminate. • Historical Codes — These codes can be either currently active or active in the past. Certain codes on the DDR will also display an audit trail of their occurrence(s).
Low coolant level, low engine oil pressure, high crankcase pressure, and/or high oil temperature can cause this to occur. If one of these conditions is detected, both lights are illuminated, the error code is logged, and the ECM begins a programmed engine protection sequence. High idle speed is reduced to 1675 RPM and the "AS" signal is interupted to stop propulsion. The red "Engine Monitor Main" or "Engine Monitor Second" light will illuminate for approximately five seconds after the key switch is turned on. NOTE: The amber and red "Main" lights receive input from the master ECM while the amber and red "Second" lights receive input from the receiver ECM.
FIGURE 21-6. DIAGNOSTIC DATA READER (DDR)
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Electronic Engine Control
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In addition to displaying codes, the DDR is capable of: • Displaying sensor values and switch positions • Simultaneous display of current operating parameters such as engine RPM, injector timing, fuel rate and turbocharger boost pressure. • Cutting out cylinders to detect “weak” cylinders • Erasing codes • Limited data logging as an aid to intermittent fault diagnosis • Programming the EEPROM (Electrically Erasable Programmable Read Only Memory) in the ECM for specific operation requirements.
BATTERY EQUALIZER The majority of the accessory and control circuits operate at 24VDC. The Electronic Engine Controls however, require 12VDC. A battery equalizer system is utilized to obtain the required 12VDC and insure that the two 12 volt, series wired batteries are charged and discharged equally. A monitoring device warns the operator of a malfunction in the battery equalizer system or the battery charging alternator by illuminating an amber light on the instrument panel. The battery equalizer is mounted in a box on the right hand deck. This box also contains the battery equalizer monitor, circuit breakers, and the main battery disconnect switch. (See Figure 21-7.)
The DDR includes a customer replaceable PROM (Programmable Read Only Memory). As new diagnostic techniques are developed which make use of the DDR, they can be programmed on a PROM by the manufacturer and installed in the field by DDR users. The DDR is attached to the diagnostic connector located below the instrument panel. Refer to the DDEC II Diagnostic Troubleshooting Guide for complete information on its use and procedures to follow for systematic ally troubleshooting engine problems, retrieving stored data, etc.
FIGURE 21-7. BATTERY EQUALIZER BOX 1. Battery Equalizer Box Assembly 2. Battery Equalizer 3. Battery Equalizer Monitor
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Electronic Engine Control
4. Circuit Breakers 5. Battery Disconnect Switch 6. Disconnect Switch Handles
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4. With the engine running, verify voltages at the battery equalizer terminals. a. Measure the voltage between the 24 volt and 12 volt terminals. b. Measure the voltage between the 12 volt terminal and ground.
Troubleshooting Normal battery maintenance procedures should be followed according to the intervals specified in the “Lubrication and Service” section of this manual. Refer to the “Battery” information in this section for detailed instructions regarding proper battery maintenance and service procedures. Prior to troubleshooting the battery equalizer system, inspect all battery circuit connections for excessive corrosion, loose cables, ground connections etc. Use the following procedure to check the system if the warning light on the instrument panel illuminates during truck operation:
5. If the difference between the voltage measurements above exceeds 0.75 volts, the battery equalizer is defective and should be replaced. 6. If the alternator voltage regulator is operating within limits and the voltage measured in step 2. is within limits, the Battery Equalizer monitor is defective and should be replaced.
1. Check the circuit breakers. a. If a circuit breaker has opened, check circuits and repair cause. b. Reset circuit breaker. 2. Check battery voltage with the battery equalizer connected and the engine running. a. Verify battery charging alternator output is 27.8 to 28.2 volts. 3. If alternator voltage is outside above limits, adjust voltage regulator as described in “Battery Charging System”.
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Always open main battery disconnect switch prior to removing or connecting any wires or cables in the Battery Equalizer box. Always open main battery disconnect switch prior to welding on the truck. .
Electronic Engine Control
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DDEC III ELECTRONIC ENGINE CONTROL GENERAL DESCRIPTION The Detroit Diesel Electronic Control (DDEC III) system provides an electronic method for determining engine fuel requirements and controlling engine speed. Engine performance is continuously monitored by various sensor inputs to microprocessors and compared to operating parameters stored in memory to provide engine operation controls. Operator demand for power is provided by an electronic foot pedal and/or the Statex III engine control system while engine mounted sensors provide information on engine crankshaft position and RPM. Extensive operation and diagnostic information is stored and made available for troubleshooting engine problems and monitoring engine performance.
The following major components are required for the system: • Electronic Control Module • Electronic Unit Injectors • Engine and cooling system sensors • Operator input controls • Engine protection indicator lights/circuits • Wire harness/connector assemblies • Diagnostic Data Reader
Electronic engine control eliminates the need for air operated throttle pedals, cylinders, and mechanical or hydraulic governors.
FIGURE 21-1. ELECTRONIC CONTROL MODULE (ECM) 1. Electronic Control Module 2. Vehicle Interface Harness Connector 3. Optional Communication Harness Connector
M21002
4. Power Harness Connector 5. Sensor Harness Connector 6. Injector Harness Connector (2)
DDEC III Electronic Engine Control
M21-1
Electronic Unit Injectors
COMPONENT DESCRIPTION Electronic Control Module The ECM contains the microprocessor which receives information from the various system sensors and operator input. All sensor circuits are constantly monitored during operation for correct voltage levels, sensor failure, and open or shorted electrical circuits. The incoming information is compared to stored information which determines acceptable operating parameters for oil pressure, coolant level, etc. for current operating conditions. If all conditions are acceptable, calculated information is then sent to driver circuits to control the fuel injectors for controlling engine performance. If conditions are not within the programmed operation limits, a warning system alerts the driver of possible problems and, depending on the malfunction and vehicle application, may initiate an engine protection sequence. Various forms of information storage memory are used to store engine operation parameters and diagnostic data. Performance information for a particular application is programmed into the system memory by the manufacturer prior to final testing. Information regarding accumulated engine operation hours, fuel consumption, and engine idle hours is stored for retrieval by service personnel. Various functions can be re-programmed by the user through the use of a portable diagnostic data readout device. Unauthorized re-programming is prevented by use of a security password prior to re-programming.
Fuel is delivered to the cylinders by the electronic unit injectors (EUI). Fuel is pressurized by a mechanical cam and controlled electronically by the ECM through a solenoid operated valve on each injector. The ECM computes fuel timing and quantity and actuates the solenoids through high current, pulse width modulated drivers located inside the ECM. When the ECM begins sending a pulsed signal to the injector, the solenoid valve closes, pressurization of the fuel occurs and the injection cycle begins. The pulse width (length of time energized) delivered to the solenoid determines the quantity of fuel injected. When the pulse is removed and the solenoid valve opens, fuel pressure decays and the injection cycle ends. System Sensors and Operator inputs SRS The Synchronous Reference Sensor (SRS) monitors camshaft revolutions and is used for cylinder sequencing by determining when cylinder # 1 is about to fire.
If a malfunction occurs in the main fuel control circuits or power supply, a backup fuel control system will maintain engine operation at a reduced performance level. If the system is operating in the backup mode, the amber Check Engine Light (CEL) on the instrument panel will illuminate or a Check Engine message will be displayed on the HMS overhead display panel. The two digit Statex III display will display code 78. Two ECM’s are required for the 16V149 engine, a main and a secondary unit. The front (main) ECM controls fueling in the front 8 cylinders and the rear ECM controls fueling in the rear 8 cylinders. Fuel control information is sent across an electrical harness (data link) from the main to the secondary unit. The 20V149 engine has three ECM’s. The ECM electronics are cooled by passing engine fuel through a plate mounted on the ECM. Internal electronic components are attached to this side of the ECM which acts as a heat sink to remove excessive heat.
M21-2
91468
FIGURE 21-2. ELECTRONIC UNIT INJECTOR (EUI) 1. Connector Terminal 2. Solenoid
DDEC III Electronic Engine Control
3. Fuel Return 4. Fuel Inlet
M21002
TRS The Timing Reference Sensor (TRS) monitors crankshaft rotation and determines when any cylinder is about to fire.
OTS The Oil Temperature Sensor (OTS) monitors oil temperature in the turbocharger supply line.
91470
FIGURE 21-3. COOLANT LEVEL SENSOR (CLS) CLS
PTO Counts WITH OUT FUEL - SAVER: NOTE: The throttle signal enters the ECM on the PTO (Power Take-Off) pin. To check throttle input counts using the DDR, select PTO Counts. The Throttle Position Sensor (Figure 21-4) is contained in the electronic foot pedal. When the operator depresses the accelerator pedal, a variable voltage signal is sent to the ACC/RET interface ACC card located in the control cabinet and then to the ECM. The ACC card also provides the ECM with a fixed voltage signal for increased engine RPM during dynamic retarding and when truck speed is over 3 MPH (4.83 km/h) if the engine idle switch is placed in the high idle position.
The Coolant Level System (CLS) monitors coolant level through a level sensor (Figure 21-3) mounted in the cooling system top tank. This sensor provides a signal to an interface module, located in the electrical cabinet junction box, which conditions the signal for use by the ECM.
EFPA The Electronic Foot Pedal Assembly (EFPA) (Figure 21-4) is the accelerator pedal controlled by the operator to vary the power demand.
WITH FUEL SAVER The Throttle Position Sensor (Figure 21-4) is contained in the electronic foot pedal control. When the operator depresses the accelerator pedal, a variable voltage signal is sent to the Statex III Card Panel (FL 275) and based on other truck operating conditions inputs to the panel (temperature, truck speed, idle switch position) the panel will provide a frequency signal to the DDEC ECM’s to control engine speed. The Statex III system will control the engine RPM for all operating conditions.
FIGURE 21-4. ELECTRONIC FOOT PEDAL ASSEMBLY (EFPA)
M21002
DDEC III Electronic Engine Control
M21-3
TBS
SEL
The Turbo Boost Pressure Sensor (TBS) (Figure 21-5) monitors turbocharger boost pressure and sends a voltage signal proportional to pressure to the ECM. OPS The Oil Pressure Sensor (OPS) monitors engine oil pressure.
ENGINE PROTECTION SYSTEM CEL The amber Check Engine Light (or Check Engine message on HMS equipped trucks) is used to inform the operator that a problem has occurred in the DDEC system and the problem should be investigated. If this light illuminates (or message occurs), a code is stored in the ECM and Statex III memory describing the fault. If this indicator illuminates (or message occurs), alert maintenance personnel as soon as possible. On standard truck control systems (with out HMS), this light on the instrument panel will remain on for approximately five seconds after the key switch is turned on. If the light remains on, a problem exists within the system. If a problem occurs but clears itself (for example, a loose connection), an error code will be stored in the ECM memory which can be recalled by using the diagnostic data reader.
On standard truck control systems (with out HMS), the red Stop Engine Light will illuminate for approximately five seconds after the key switch is turned on. If the Stop Engine light and Check Engine light turn on during operation, a potentially damaging condition has been detected. Stop the truck as quickly as possible in a safe area. Apply parking brake. SHUT DOWN THE ENGINE IMMEDIATELY. On HMS equipped trucks, if the Stop Engine message occurs during operation, a potentially damaging condition has been detected. Stop the truck as quickly as possible in a safe area. Apply parking brake. SHUT DOWN THE ENGINE IMMEDIATELY. Low coolant level, low engine oil pressure, high crankcase pressure, high oil temperature, high coolant temperature, high intercooler temperature, low coolant pressure can cause this to occur. If one of the above conditions is detected, both lights are illuminated and an alarm horn will sound (or on HMS equipped trucks, the check engine and stop engine message will be displayed), the error code is logged and the ECM begins a programmed engine protection sequence. Maximum engine speed is reduced to 1675 RPM and the "AS" signal is interrupted to stop propulsion. Retarding is available if it is needed to slow or stop the truck. The DDR should be used to determine which system caused fault. The problem should then be corrected.
91467
FIGURE 21-5. TURBOCHARGER BOOST PRESSURE SENSOR (TBS)
M21-4
FIGURE 21-6. DIAGNOSTIC DATA READER (DDR)
DDEC III Electronic Engine Control
M21002
In addition to displaying codes, the DDR is capable of:
DIAGNOSTICS The ECM continuously monitors itself and other system components including sensors, injectors and associated wiring and connectors. If a fault is detected, the ECM illuminates the Check Engine light (or a check engine message on the HMS overhead display) and stores a malfunction code. These codes can be read out by using a Diagnostic Data Reader (DDR) as shown in Figure 21-6. Whenever a fault is detected, the ECM will substitute a default value for the component or circuit that has failed. If the fault clears up, the actual sensor value is again used. When using the DDR, codes are broken down into two types: • Active Codes — These codes are currently causing the Check Engine or Stop Engine lights to illuminate (or Check Engine or Stop Engine message on the HMS overhead display). • Historical Codes — These codes can be either currently active or active in the past. Certain codes on the DDR will also display an audit trail of their occurrence(s).
M21002
• Displaying sensor values and switch positions • Simultaneous display of current operating parameters such as engine RPM, injector timing, fuel rate and turbocharger boost pressure. • Cutting out cylinders to detect “weak” cylinders • Erasing codes • Limited data logging as an aid to intermittent fault diagnosis • Programming the EEPROM (Electrically Erasable Programmable Read Only Memory) in the ECM for specific operation requirements. The DDR includes a customer replaceable PROM (Programmable Read Only Memory). As new diagnostic techniques are developed which make use of the DDR, they can be programmed on a PROM by the manufacturer and installed in the field by DDR users. The DDR is attached to the diagnostic connector located on the panel behind the passenger seat and in the electrical cabinet. Refer to the DDEC III Diagnostic Troubleshooting Guide, 6SE492, for complete information on its use and procedures to follow for systematically troubleshooting engine problems, retrieving stored data etc.
DDEC III Electronic Engine Control
M21-5
NOTES
M21-6
DDEC III Electronic Engine Control
M21002
SECTION N OPERATOR’S CAB INDEX TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1 DOOR WINDOW SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2 CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Door Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 WINDSHIELD AND REAR WINDOW SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5 CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-3 WINDSHIELD WIPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1 WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-2 WIPER CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4 OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1 Adjustment Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1 SEAT MAINTENANCE AND REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 HEATER COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6 FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6 OPERATING CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5 STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 SELECTOR SWITCH CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 DYNAMIC RETARDING PEDAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 HOIST CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 THROTTLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
N01007
Index
N1-1
NOTES:
N1-2
Index
N01007
TRUCK CAB TRUCK CAB
4. Position a wide, (6 in. [150 mm] minimum) nylon lifting strap through both door openings and attach to an overhead crane, have the doors open, do not lift on top edges of the doors. Making sure all necessary disconnects have been made, lift cab shell carefully straight up until clear of the instrument panel and seats. Move cab shell clear of truck and move to work area for necessary service.
Removal The operators cab shell is removable as an assembly to provide clearance for all interior cab components if this is desirable. 1. To remove the cab shell, disconnect electrical wiring to dome lights and/or fans if these are installed. Disconnect windshield wiper and remove windshield washer bottle. 2. Remove the threshold plate (2, Figure 2-1) from both door openings. Remove capscrews, flat washers and lockwashers securing the cab shell perimeter to the truck deck. 3. Loosen the lower heater mounting hardware and bracket to break the seal between the heater and filter plenum.
1. Door Assembly 2. Threshold Plate 3. Side Glass
N02005
Installation 1. When service procedures are complete, lift cab back into position on the truck deck, making sure the rubber sealing strips are in good condition and properly located. 2. Position the two threshold plates in the door openings. Secure the cab to the truck deck with capscrews. Tighten capscrews to 25 ft. lbs. (34 N.m) torque. 3. Reconnect all wiring and air lines disconnected at removal. Install windshield washer bottle.
FIGURE 2-1. CAB ASSEMBLY 4. Cover 5. Air Filter Element 6. Windshield Wiper
Truck Cab
7. Sliding Window
N2-1
DOOR WINDOW SERVICE
OPTIONAL R-8 INSULATION EQUIPPED CABS
The repair procedures for the right and left sliding glass windows are identical. (See the special note which follows concerning the optional R-8 insulation cab.)
If cab is equipped with the optional R-8 insulation package, the glass assemblies for the windshield, back window, and right side window must be replaced as a complete unit.
The sliding glass window assembly in the door should be removed from the door assembly if either of the glass panels are to be replaced. NOTE: The door sliding glass window is available as an assembly or individual parts can be replaced.
When servicing this cab, damaged glass and frames are removed and replaced by removing the mounting capscrews and acorn nuts. Replacement assemblies are then bolted into the original opening Left door glass replacement procedures are identical to the standard cab instructions.
FIGURE 2-2. DOOR WINDOW ASSEMBLY 1. Handle 2. Catch 3. Weather Strip
N2-2
4. Glass & Channel 5. Glass & Channel 6. Window Locking Knob
Truck Cab
7. Rivet 8. Machine Screw 9. Machine Screw
N02005
Removal
Removal
1. Remove the screw and spring retainer clip from the travel limiting rod at the top of the door and unhook the limiting rod.
1. Remove capscrews, washers and acorn nuts securing the window assembly in the door. Remove window assembly (7, Figure 2-1).
2. Remove acorn nut from the center hinge pin on the door.
Installation 1. Install window assembly (7, Figure 2-1) into door opening, secure with capscrews, flat washers and acorn nuts. Tighten nuts to 7 ft. lbs. (9.5 N.m) torque.
3. Attach sling and hoist to door assembly, lift door vertically until clear of the hinge pins and lower to floor for service. Place door on blocks or on a work bench to protect the window glass and/or foam insulating material in the lower section.
Disassembly 1. The inside rear surface of the window assembly is riveted together. These rivets (7, Figure 2-2) must be removed to remove the window panes. At the forward edge of the stationary glass pane there is a screw, top and bottom. Remove these two screws to free the stationary pane.
Installation 1. Attach sling and hoist to door assembly, lift door up to the deck and position door hinges to cab hinges. 2. Align door on hinges and install hinge pins, install acorn nut on the center hinge.
2. The outer window frame may now be spread sufficiently at the rear to allow removal of both the sliding and stationary window panes. 3. On one edge of each window pane assembly are two screws (8) which secure the inner frame of the assembly. Remove these screws. The broken or defective glass may now be removed from the inner frame along with the rubber seal. Insure that the frame channel is completely clear and clean before attempting to install new glass and/or rubber seal. NOTE: Windows are available with or without the outside channel. Assembly 1. After the glass panes have been replaced and the two window assemblies are complete, install the stationary window into the frame in the outer channel. 2. Install sliding pane into inner channel. 3. Install the two square recess drive screws at top and bottom of stationary window and install stiffening block and two square recess drive screws to secure open end of frame assembly together.
CAB DOOR
3. Attach the travel limiting rod at the top of the door and fix in place with the screw and spring retainer clip. Door Adjustment If adjustment is necessary to insure tight closure of door, loosen mounting capscrews and reposition striker as necessary. 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 Latch The cab doors are equipped with recessed, lockable latches for cab security both during operation and while the truck is parked unattended. The latch handle assemblies (inner and outer) and the latch assembly are not serviceable. If they become inoperative, they should be replaced by a new part. The outer latch handle assembly on each door is furnished with a key operated lock to enable the operator to lock the truck. Removal
The cab door assemblies are similar except for the hinge side, each is hinged on the rear edge with three heavy duty hinges. For repairs on the door latches or sliding windows it is usually best to remove the door from the cab and lower it to the floor for service (the cab does not need to be removed to remove either door assembly).
N02005
Truck Cab
1. Removing the access panel in the door allows removal of latch handle assembly.
N2-3
3. If outer locking latch assembly is defective, remove by removing retaining nut and sliding latch assembly from door. Do not attempt to disassemble latch assembly. Replace if defective.
Installation 1. The latch handle assembly components may be installed exactly as removed. For ease of installation, leave mounting screws and nuts slightly loose until all actuating rods are installed into their lever assembly. Tighten all fasteners securely. Check for operation of both the inner and outer handles and locks to insure that operation is proper and the door is secure when closed. Install access panel using machine screws.
4. If door latch assembly is broken or inoperative, remove capscrews and lockwashers and lift latch from the door (the actuator rod must be disconnected). Assembly
Disassembly 1. Unclip locking clips from lock and actuator rods (3, 5, & 6, Figure 2-3). These rods need only to be disconnected at one end. Pull rod ends from their respective levers. 2. Remove machine screws to remove inner latch handle assembly and armrest which is attached to the same panel. The armrest need not be removed from the panel unless it must be repaired. Note the nut retaining the inner latch handle assembly in the panel like the one that secures the outer latch assembly. Remove this nut to free the inner latch handle assembly from the panel. Do not attempt to disassemble latch handle assembly. If defective or inoperative after checking and lubricating the pivot points, it should be replaced with a new assembly.
1. If door latch assembly is replaced, attach with capscrews and lockwashers. Reconnect the actuator rod. 2. If outer locking latch assembly is replaced, attach with retaining nut. 3. If the inner latch handle assembly has been replaced, lubricate and attach to panel with retaining nut. 4. Attach panel to door with machine screws. 5. Assemble rod ends into the proper levers (3, 5, & 6) and attach with locking clips.
FIGURE 2-3. DOOR LATCH LINKAGE 1. Latch 2. Clip/Rod Retainer 3. Rod
N2-4
4. Handle 5. Rod 6. Rod
7. Lever 8. Housing 9. Handle 10.Retaining Ring
Truck Cab
N02005
WINDSHIELD AND REAR WINDOW SERVICE NOTE: Rear window glass replacement procedures are the same as windshield replacement. See special note on page N2-2 regarding optional cabs equipped with the R-8 insulation package. Removal 1. Remove windshield wiper arm (6, Figure 2-1). 2. Remove the insert from the channel around the glass. 3. Remove glass from channel. 4. Inspect channel and replace if damaged or cracked. Installation 1. Install new window channel if required. 2. Install glass into channel and press insert into place. 3. Install wiper arm and blade.
N02005
Truck Cab
N2-5
NOTES:
N2-6
Truck Cab
N02005
CAB COMPONENTS WINDSHIELD WIPER - AIR OPERATED
Removal
Early model HAULPAK® Trucks are equipped with an air operated windshield wiper. Air for the wiper motor is controlled by an air valve located on the lower left side of the instrument panel.
1. Relieve all system air pressure prior to disconnecting any air lines.
Compressed air from the wiper valve enters the motor and forces the paddle assembly to the opposite end of the motor housing. When the paddle nears the end of its travel, a valve stop in the motor assembly operates a valve within the motor housing. The valve then ports the compressed air to the other side of the paddle assembly to reverse its direction.
3. Remove the capscrews securing the motor to its mounting bracket, and disconnect air line connections at the wiper motor.
The back and forth motion of the paddle is transmitted to the wiper blade by the paddle shaft.
2. Remove wiper blade and arm(1, Figure 3-1). Disconnect windshield washer tubing (2).
Installation 1. Install wiper motor to mounting bracket and connect air lines at air connections and secure wiper motor to mounting bracket. 2. Connect wiper blade arm and windshield washer tubing. 3. Recharge system air pressure and check for proper operation of wiper motor and wiper blade position. Disassembly 1. Remove the capscrews (16, Figure 3-2) securing cover (12) and gasket (11) to motor housing (10). Remove keeper ring (7) and flat washer (8) if paddle and shaft must be removed. 2. Remove machine screws (1) from end cover (2) and take off end cover and O- ring (3). 3. Internal batter (4), valve and shuttle (5) should be inspected for wear or damage. Replace components as necessary. Cleaning and Inspection 1. Wash all metal parts in approved cleaning solvent. 2. Discard O-rings and replace with new. 3. Inspect all internal components and replace as necessary. Assembly 1. Slide the paddle and shaft assembly (9, Figure 3-2) into the shaft opening in motor housing (10). Replace flat washer (8) and keeper ring (7).
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Wiper Arm and Blade 2. Washer Hose 3. Wiper Motor Assembly 4. Air Supply Manifold
N03004
5. Wiper Control Switch 6. “Run” Port 7. “Park” Port 8. System Air “Inlet” Port
2. Replace O-ring (11) and secure cover (12), using capscrews (16). 3. If valve and shuttle (5), exchange valve (15) or batter (4) were removed, replace at this time. 4. Replace O-ring (3) and end cover (2) using machine screws (1).
Cab Components
N3-1
FIGURE 3-2. WINDSHIELD WIPER MOTOR ASSEMBLY 1. Machine Screw 2. End Cover 3. O-Ring 4. Batter
5. Valve & Shuttle 6. Plug 7. Keeper Ring 8. Flatwasher
9. Shaft & Paddle 10. Motor Housing 11. O-Ring 12. Motor Cover
13. Flatwasher 14. Keeper Ring 15. Exchange Valve 16. Capscrew
Installation
WIPER CONTROL VALVE The windshield wiper control valve contains a filter which should be replaced if restriction occurs. A parts kit is available to replace leaking valve sealing components.
1. Insert valve through mounting hole in instrument panel. 2. Align valve in mounting hole and attach washer and mounting nut. 3. Attach tubing to “inlet”, “park”, and “run” ports. (Refer to Figure 3-1.)
Removal 1. Relieve all system air pressure prior to disconnecting the air lines.
4. Charge truck air system and verify operation of windshield wipers.
2. Remove tubing from valve ports and mark location for re-installation. 3. Remove knob, shaft mounting nut, washer and remove valve from instrument panel.
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Cab Components
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ELECTRIC WINDSHIELD WIPER
Installation
Later model HAULPAK® Trucks are equipped with an electric windshield wiper. The windshield wiper is 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. Removal 1. Remove the access panel (1, Figure 3-3) above the windshield (3). 2. Disconnect motor wiring at the connector. Disconnect radio if equipped. 3. Remove the windshield washer hose.
1. Insert wiper motor assembly pivot (5, Figure 34) through hole in windshield frame and install mounting capscrews and washers. 2. Install pivot washer (7), nut (6) and cap (4). 3. Install wiper arm (1) in location noted during removal and install spring washer (3) and retaining nut (2). 4. Connect windshield washer hose and motor wire connector. 5. Install access panel and machine screws. 6. Verify proper operation and arc of wiper arm. Reposition arm on pivot splines if blade contacts windshield weather-strip.
4. Lift wiper arm cover (1, Figure 3-4) and remove arm retaining nut (2) and spring washer (3). 5. Note position of arm and remove arm. 6. Remove cap (4), nut (6) and washer (7) from pivot. 7. Remove capscrews and remove wiper motor assembly.
FIGURE 3-4. WIPER ARM DETAIL 1. Wiper Arm 2. Nut 3. Spring Washer 4. Cap
5. Pivot 6. Nut 7. Washer
FIGURE 3-3. WINDSHIELD WIPER INSTALLATION 1. Access Panel 2. Wiper Motor Assembly
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3. Windshield
Cab Components
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WINDSHIELD WASHER
AIR HORN
Operation
The air horn is actuated by depressing the horn button in the center of the steering wheel. When the button is depressed, the air horn solenoid is activated allowing system air pressure to pass through the horn mechanism.
The windshield washer assembly (Figure 3-5) is a 1 gal. (3.8 lt) plastic container with a 24 volt electric pump mounted as an integral part of the cover. The washer is controlled by a single-pole toggle switch that is mounted on the instrument panel (see NOTE below). The toggle switch returns automatically to the “Off” position when it is released. When the switch is activated, washing solution is fed to a jet located in the windshield wiper arm.
If the horn doesn't work, check the horn button, the solenoid, and horn diaphragm. Replace defective parts.
NOTE: On HAULPAK® Trucks equipped with electric wipers, the washer system is activated by momentarily pushing in on the wiper control knob. 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 doesn't work, replace it with a new cap and pump assembly. The pump is available only as an assembly.
FIGURE 3-5. WINDSHIELD WASHER ASSEMBLY 1. Cap & Pump 2. Outlet Hose 3. Suction Hose
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4. Strainer 5. Jar 6. Bracket
Cab Components
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OPERATOR COMFORT OPERATOR SEAT The operator's seat provides a fully adjustable cushioned ride for the driver's comfort and ease of operation. The seat is independently mounted from the cab for easy maintenance and repair. Adjustment The following adjustments must be made while sitting in the seat. 1. To adjust fore/aft location of seat: a. Raise slide adjustment lever (2, Figure 4-1). b. Move seat backward or forward as desired. 2. To adjust seat height: a. Depress the “Height Adjust” lever (1). b. Adjust seat assembly to desired height. 3. To adjust weight:
FIGURE 4-2. STOP CABLE & TILT LATCH
a. Turn knob “Weight Adjust” (3). b. Moving knob clockwise decreases cushioning effect of seat and turning counterclockwise increases cushioning effect.
1. Capscrew, Washer & Nut 2. Stop Cable
3. Tilt Latch 4. Capscrew
c. Proper adjustment results in Weight Indicator (4) being flush with seat base while operator is seated. 4. To adjust seat cushion: a. Raise “Cushion Tilt Latch” lever (3, Figure 42) on left side of seat. b. When lever is unlatched, choose between two different positions. Removal 1. Remove capscrews, lockwashers and nuts (7, Figure 4-1) that secure seat base to seat riser. 2. Remove seat assembly from cab to clean work area for disassembly. Seat Weight: 102 lbs. (46.3 kg). FIGURE 4-1. SEAT ADJUSTMENT CONTROLS 1. Height Adjustment 2. Slide Adjustment 3. Weight Adjustment 4. Weight Indicator
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5. Lower Housing 6. Boot 7. Capscrews, Lockwashers & Nuts
Installation 1. Mount seat assembly to seat riser. Install capscrews, lockwashers and nuts. Tighten capscrews to 35 ft. lbs. (47.5 N.m) torque. 2. Install stop cable ends (2, Figure 4-2) if they were removed.
Operator Comfort
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Disassembly 1. Remove springs (3, Figure 4-3) from spacer bar (39) and link (2). 2. Remove bolts and washers (9) and nuts (4) securing back cushion (5) to side brackets (1 & 7) and remove cushion. 3. Remove link (2) from back of cushion only if replacement is necessary. 4. Before starting any further disassembly, adjust the seat height to highest position and turn the weight adjustment lever clockwise to release tension from spring (18).
17. Remove slide stop (26) and lower housing (27) from slide track (28). 18. Remove rollers (25) from lower housing if replacement is necessary.
Inspection 1. Check the shock absorber (30) for oil leakage around shock absorber shaft. The unit should have a stiff action in one direction, if not, replace with a new unit.
5. Remove suspension boot (33).
2. Check and clean nylon tube bearings (20) and nylon slider block bearings (17).
6. Remove spring (8) from side brackets and cushions (6).
3. Check rollers (25) for wear. Bearings are sealed units and cannot be greased.
7. Remove capscrews, nylon washers and nuts (10) securing seat cushion to side brackets. Remove seat cushion.
4. Clean and inspect slide track (28) and slide latch assembly (22) on lower housing (27).
8. Remove bolts, washers and nuts (41) securing cables (40) and spacer bar (39) to side brackets. 9. Remove locknuts and washers (37) securing side brackets to cross link assembly (36). Remove side brackets. 10. Remove locknuts (32) and nylon bearings (20) from bearing shafts (19).
5. Inspect teeth on gear and shaft assemblies (14 & 15). 6. Inspect spring (12) and teeth on latch (13). 7. Check spring (18) and spring pad (23) for damage. 8. Check rubber bumpers (11) for wear. 9. Add grease where necessary. Clean all parts before assembling seat.
Assembly 1. Mount rollers (25) onto lower housing (27) if removed or replaced. Seat spring (18) is under pressure. Use care when removing bearing shafts from seat suspension.
2. Mount lower housing (27) into slide track (28) and install slide stop (26).
11. Remove bearing shafts (19) from seat suspensions (16).
4. Mount spring (18) and spring pad (23) on lower housing.
12. Remove upper housing (34) and cross link assembly (36) as an assembly. 13. Remove capscrews (38) and springs (35) from cross links only if replacement is necessary. 14. Remove nylon bearing and locknut (29) from shoulder bolts (24) securing shock absorber to lower housing (27). Remove shock absorber. 15. Remove spring (18) and spring pad (23). 16. Remove nylon slider blocks (17) from seat suspension (16).
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3. Install nylon tube bearings (20) onto bearing shafts (19).
5. Install nylon slider blocks (17) onto seat suspension (19). 6. Mount seat suspension (16) between lower housing (27) and upper housing (34). 7. Slide lower bearing shaft (19) through lower housing (27) and seat suspension (16). Slide upper bearing shaft through upper housing (34), shock absorber (30) and nylon bearing (31). 8. Install lower part of shock absorber (30) and nylon bearings (29) onto lower housing (27) with shoulder bolts (24) and locknuts.
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FIGURE 4-3. OPERATOR SEAT 1. Left Side Bracket 2. Tilt Back Link 3. Spring 4. Nut 5. Back Rest Cushion 6. Seat Cushion 7. Right Side Bracket 8. Spring 9. Bolt & Washer 10. Capscrew, Nylon Washers, & Nut 11. Bumper
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12. Spring 13. Latch 14. Gear & Shaft Assembly 15. Gear & Shaft Assembly 16. Seat Suspension 17. Nylon Slider Block 18. Spring 19. Bearing Shaft 20. Nylon Tube Bearing 21. Spring
22. Slide Latch Assembly 23. Spring Pad 24. Shoulder Bolt 25. Roller 26. Slide Stop Spacer & Capscrew 27. Lower Housing 28. Slide Track 29. Nylon Bearing & Locknut 30. Shock Absorber 31. Nylon Bearing
Operator Comfort
32. Locknut 33. Suspension Boot 34. Upper Housing 35. Spring 36. Cross Link Assembly 37. Locknut & Washer 38. Capscrews 39. Spacer Bar 40. Cable 41. Bolt, Washer, & Nut
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9. Mount cross link assembly (36) and springs (35) onto lower housing with capscrews (38) if removed or replaced. 10. Install side brackets (1 & 7) onto cross link assembly (36) with nuts and washers (37). 11. Install seat cushion (6) onto side brackets and secure with capscrews, nylon washers and nuts (10). 12. Mount spacer bar (39) and cables (40) to side brackets with capscrews, washers and nuts (41).
A leaky control valve will allow heated water to pass through the hose between the valve and the heater core. If the hose is warm and the “TEMP” lever is in the “OFF” position, check cable adjustment to be certain that the control valve is being completely closed. If the hose is still warm after these checks the control valve is leaking and should be replaced. The control valve has a directional arrow stamped on the body, this arrow must point in the direction of flow for valve to operate properly.
BLOWER AND HEATER CORE
13. Install springs (8) to side brackets and bottom of seat cushion. 14. Mount link (2) onto cushion, if removed or replaced. 15. Mount back cushion (5) to side brackets with capscrews and washers (9). 16. Install springs (3) to spacer bar (39) and link (2). 17. Mount suspension boot (33) onto upper and lower housings.
Removal Coolant system is pressurized by regulated air pressure and thermal expansion of water. DO NOT remove radiator cap while engine is hot. Severe burns may result. 1. Relieve radiator pressure by slowly loosening radiator cap.
HEATER Heat for the cab is provided by passing coolant from the engine cooling system through a heater core. Blowers move air across the heating core which warms the air for heating or defrosting. For heater operation, start the engine and allow it to warm up. Move the control lever to the heat position and turn the blower to 1, 2, or 3 for desired air flow. To increase the temperature, move the “TEMP” lever to “ON”. The nearer the “TEMP” lever gets to “ON”, the higher the output of the heater. Move the control lever between “ON” and “OFF” to select a comfortable temperature. NOTE: Figure 4-4 illustrates the parts contained in the heater assembly. Refer to Section “M” for detailed information regarding air conditioning system maintenance and repair if equipped.
WATER CONTROL VALVE The water control valve is controlled by a cable leading to the ”TEMP” control lever. The lever opens or closes the valve in varying degrees according to the position of the “TEMP” lever.
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2. To minimize coolant inside operator's cab, place temperature control in “Off” position. Close shut-off valve on engine block attached to heater inlet hose. Remove hose from valve. 3. Remove access cover on outside right front surface of operator's cab. 4. Loosen clamp securing heater return line (line without valve) to heater core. Loosen line until it starts to leak, then move temperature control to “On” position. Heater core will drain through hose removed from shut-off valve on engine block. NOTE: Make sure return line loosened in Step 4 is sucking air to prevent siphoning of radiator and engine block coolant. 5. Remove cover (1, Figure 4-4) from heater assembly by removing screws on each side and screws at lower front of cover. 6. Remove both hoses and clamps from heater core fittings. 7. Slide heater core (7) out of heater. 8. Unplug electrical wires from blower motor. Wires are color coded for easy identification, note hook-up locations.
Operator Comfort
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FIGURE 4-4. HEATER ASSEMBLY 1. Cover Assembly 2. Inlet Ring 3. Wheel 4. Housing (Right Side) 5. Blower Mounting Bracket
6. Heater Core Support 7. Core 8. Casing Assembly 9. Damper Assembly 10. Evaporator Closeout
9. Remove blower motor assembly mounting screws from each side of casing assembly. Inside housing, raise end of blower assembly on right side and lower other end to remove blower assembly from casing assembly.
11. Housing (Left Side) 12. Gasket 13. Motor Assembly
Installation 1. Install motor blower assembly into casing assembly. Secure blower assembly with screws removed previously. 2. Using identification markings made during removal, reconnect all electrical wiring. 3. Slide heater core into heater assembly. 4. Attach fittings to heater core.
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Operator Comfort
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NOTE: Use G. E. Silicone Rubber Sealant (Part Number VJ6937) on the fittings. Do not use excessive torque when tightening fittings. Excess tightening can distort the end shell of the core. 5. Connect both hoses to heater core fittings. 6. Install cover assembly (1, Figure 4-4).
NOTE: Mark position of blower housing and fan with respect to motor to insure proper fan rotation. 3. With blower motor held securely, bring blower housing evenly in contact with rear of fan (3) and apply pressure on blower housing forcing fan off motor shaft.
7. Replace access cover on outside right front of operator's cab.
NOTE: It is not necessary to remove snap ring from fan hub for assembly or disassembly.
8. Connect hose to shut-off valve on engine block. Open shut-off valve.
4. Unplug motor wire and repeat fan removal procedure at other end of motor.
9. Check coolant level in radiator and service if necessary. 10. Start engine and place temperature control to “On” position. Allow a few minutes to circulate coolant through heater core and recheck coolant level in radiator. Service, if necessary. Disassembly 1. Remove screws holding fan housings to blower mounting plate (5, Figure 4-4). 2. Remove two nuts securing each end of motor (21) to blower housings.
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Assembly 1. Install gasket (20) and blower housing on blower motor. NOTE: To insure proper fan rotation, align match marks made during disassembly. 2. Press fan onto motor shaft. Install two nuts securing blower housing to end of motor. 3. Repeat Steps 1 & 2 for other fan and housing assembly. 4. Install both fan housings to blower mounting plate (5) using screws previously removed.
Operator Comfort
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HEATER COVER
FILTER
Installation
Service
When performing maintenance, it is NOT necessary to fit the heater cover (1, Figure 4-4) lower edge into the heater casing structure groove if it was removed for service. The sheet metal cover can be fastened along the sides and along the bottom with evenly spaced sheet metal screws. (Refer to Figure 4-5). This will also facilitate subsequent service.
1. Inlet filters in the heater cover and the cab access panel need periodic cleaning to prevent restrictions in air circulation. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours or sooner if inspection indicates a clogged or damaged filter.
FIGURE 4-5. HEATER COVER MODIFICATION
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Operator Comfort
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NOTES:
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Operator Comfort
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OPERATOR CONTROLS STEERING COLUMN
Removal
The steering column and steering wheel in the HAULPAK® truck will adjust through a tilt angle to provide the most comfortable wheel position for all operators. Adjusting the tilt of the steering wheel is done by pulling the tilt adjustment lever (1, Figure 51) toward the steering wheel and moving the wheel to the desired angle, releasing the lever will lock the wheel in the desired location. NOTE: Several special tools are available to aid in disassembly and re-assembly of the steering column. These tools are referred to by part number in the following repair procedures and are available from the HAULPAK® Distributor. (Refer to Section “M” for tool illustrations.)
1. Shut down engine and relieve hydraulic pressure from steering accumulators. Chock wheels and disconnect positive battery cable at the batteries. NOTE: Lower steering shaft sections need not be removed from the truck for steering column service unless parts are damaged or worn to the point of replacement. 2. Remove electrical wiring that would prevent steering column from being removed. Remove capscrew, lockwasher and nut to disconnect steering column assembly from the steering shaft assembly at the upper end of the universal joint. The universal joint may be removed by removing the lower fasteners. 3. Support the steering wheel and column assembly and remove mounting bolts from the upper and lower column mount. 4. Move the steering column assembly to work area for service. Installation 1. Align universal joint splines with steering column shaft and slide together. Raise steering column into position. 2. Secure the steering column to mounting brackets with capscrews. Tighten lower bracket to 13 ft. lbs. (18 N.m) torque and to instrument panel mount with 25 ft. lbs. (34 N.m) torque. 3. Tighten universal joint capscrews to 58 ft. lbs. (79 N.m) torque. 4. Hook-up electrical wiring previously disconnected. Disassembly 1. Remove horn button (1, Figure 5-2) and detach horn wire. 2. Remove retainer (3) and nut (2). 3. Remove steering wheel using puller VS5386.
FIGURE 5-1. STEERING COLUMN INSTALLATION 1. Tilt Control Lever 2. Steering Column 3. Upper Mount 4. Lower Mount
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5. Universal Joint 6. Lower Steering Shaft 7. Steering Control Unit
4. Remove lower contact assembly (4). 5. Mount steering column assembly in vise using holding bracket VS5387. 6. Remove steering shaft bumper (2, Figure 5-5). 7. Push hazard warning plunger in and remove knob.
Operator Controls
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FIGURE 5-2. STEERING WHEEL INSTALLATION 1. Horn Button 2. Nut
3. Retainer 4. Lower Contact Assembly
FIGURE 5-3. LOCK RETAINER REMOVAL 1. VS5388 Tool 2. Turn Signal Lever
The carrier assembly below the shaft lock is spring loaded. Use care when removing the shaft lock. 8. Remove carrier retainer (3, Figure 5-5). 9. Using spring removal tool VS5388 (1, Figure 53), pull lock retainer (3) from slot in steering shaft. 10. Remove steering shaft lock (5, Figure 5-5), carrier assembly (6) and upper bearing spring (7) from steering shaft.
3. Lock Retainer 4. Steering Shaft Lock
17. Remove bearing inner race (13, Figure 5-5) and race seat (12). 18. Install tilt release lever and place column in full “Up” position. Remove tilt spring retainer (1, Figure 5-7) using screwdriver blade that just fits into opening. Insert screwdriver and press in approximately 0.19 in. (5 mm), turn approximately 1/8 turn counterclockwise until ears align with grooves in housing, remove spring and guide.
11. Remove tilt control lever. 12. Remove upper steering shaft (1, Figure 5-4). 13. Remove turn signal switch actuator arm screw (2, Figure 5-6).Remove actuator arm (1). NOTE: Units not equipped with turn signals will still contain the turn signal switch and wiring. Wire leads from the turn signal actuation unit will be capped and taped to the steering column. 14. Remove machine screws (8, Figure 5-5) securing turn signal switch assembly (3, Figure 5-6) to housing column. 15. Carefully remove turn signal switch assembly. Switch assembly wiring must be disconnected at bottom of steering column before pulling through cover and cap assembly. 16. Remove housing cover machine screws (14, Figure 5-5) and cover assembly (15).
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FIGURE 5-4. UPPER SHAFT REMOVAL 1. Upper Steering Shaft
Operator Controls
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FIGURE 5-5. STEERING COLUMN ASSEMBLY 1. Jam Nut 2. Steering Shaft Bumper 3. Carrier Retainer 4. Lock Retainer 5. Steering Shaft Lock 6. Carrier Assembly 7. Upper Bearing Spring 8. Machine Screw 9. Turn Signal Switch Assembly 10. Turn Signal Assembly 11. Machine Screw 12. Race Seat
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13. Inner Race 14. Machine Screw 15. Cover Assembly 16. Actuator Pivot 17. Preload Spring 18. Pivot Pin 19. Cover End Cap 20. Tilt Lever Shield 21. Connector 22. Bearing Assembly 23. Spring Retainer 24. Tilt Wheel Spring 25. Spring Guide
26. Column Housing 27. Pivot Pin 28. Wheel Lock Shoe 29. Wheel Lock Shoe 30. Shoe Spring 31. Release Spring 32. Release Pin 33. Telescope Locking Rod 34. Upper Steering Shaft 35. Locking Wedge 36. Yoke Assembly 37. Centering Sphere
Operator Controls
38. Preload Spring 39. Lower Steering Shaft 40. Lower Steering Shaft 41. Housing Support 42. Dowel Pin 43. Lock Plate 44. Housing Shroud 45. Turn Signal Rod 46. Turn Signal Spring 47. Jacket Assembly 48. Bearing Adapter 49. Bearing Assembly 50. Steering Shaft Spacer
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FIGURE 5-6. TURN SIGNAL SWITCH REMOVAL 1. Actuator Arm 2. Arm Retaining Screw
3. Turn Signal Switch Assembly
19. Remove two pivot pins using special tool VS5389 as shown in Figure 5-8. 20. Remove column housing (26, Figure 5-5) by pulling on tilt lever and disengaging lock shoes. Remove housing assembly by pulling upward to extend rack full down and moving housing assembly to the left to disengage rack from actuator. Remove actuator rod assembly. 21. Remove lower steering shaft assembly (39, Figure 5-5.)
FIGURE 5-7. TILT SPRING REMOVAL 1. Spring Retainer
2. Tilt Wheel Spring
2. Assemble lock plate (43) and housing shroud (44) to housing support (41) and jacket assembly (47). Secure with machine screws (40). Tighten screws to 5.7 ft. lbs. (7.8 N.m) torque. 3. Assemble lower steering shaft (39) to yoke assembly (36) using centering sphere (37) and preload spring (38). 4. Install bearing adapter (48), bearing assembly (49) and steering shaft spacer (50) in bottom of jacket (47).
22. Disassemble steering shaft assembly by removing centering spheres (37, Figure 5-5) and preload spring (38). 23. Remove machine screws (40) and support housing (41). 24. Turn signal rod (45) will be removed with support housing assembly. Cleaning and Inspection 1. Clean all parts with a lint free cloth lightly saturated with a cleaning solvent. 2. Check all parts for excessive wear and/or damage, replace any parts which are damaged. Assembly 1. Reassemble turn signal rod (45, Figure 5-5) in support housing (41). FIGURE 5-8. PIVOT PIN REMOVAL 1. Pivot Pin
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Operator Controls
2. VS5389 Tool
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5. Install wheel lock shoes (28 & 29), springs (30 & 31) and shoe release lever if removed. 6. Install lower steering shaft assembly. Install tilt lever in column housing (26). 7. While holding up on tilt lever to disengage lock shoes, install column housing over steering shaft. Push housing down until pivot pin holes are in alignment.
13. Install turn signal switch actuator arm (1, Figure 5-6) and actuator arm screw (2). Tighten screw to 1.7 ft. lbs. (2.3 N.m) torque. 14. Install upper steering shaft (34, Figure 5-5) with telescope locking rod (33). Hold locking wedge (35) in place during assembly. Refer to Figure 5-4 for assistance.
8. Install pivot pins as shown in Figure 5-8.
15. Install upper bearing spring (7, Figure 5-5), carrier assembly (6) and steering shaft lock (5).
9. Tilt column housing in full “Up” position. Install tilt wheel spring (24, Figure 5-5), spring retainer (23) and spring guide (25).
16. Using special tool VS5388, compress upper bearing spring and steering shaft lock. Install lock retainer (3, Figure 5-3).
10. Install bearing (22), inner race (13) and race seat (12). 11. Install cover (15) and machine screws (14). Tighten machine screws to 7.4 ft. lbs. (10 N.m) torque. 12. Wiring harness must be carefully threaded between column housing and cover assembly. Secure turn signal switch assembly (9) using machine screws (8). Tighten machine screws to 2.5 ft. lbs. (3.4 N.m) torque. NOTE: Units not equipped with turn signals still contain the turn signal switch and wiring. Wire leads from the turn signal actuation unit should be capped and taped to the steering column.
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17. Install carrier retainer (3, Figure 5-5). 18. Install hazard warning plunger knob. 19. Install steering shaft bumper (2, Figure 5-5) lower contact assembly (4, Figure 5-2), and steering wheel. 20. Install jam nut (1, Figure 5-5). Tighten jam nut to 30 ft. lbs. (41 N.m) torque. 21. Install retainer (3, Figure 5-2). 22. Connect horn button wire. 23. Snap horn button (1) into top casting.
Operator Controls
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FIGURE 5-9. OPERATOR CONTROLS 1. Throttle Pedal 2. Retard Pedal 3. Dimmer Switch
4. Brake Pedal 5. Hoist Control Valve 6. Selector Switch
7. Engine Shutdown Switch 8. Engine Idle Switch
9. 12VDC Power Supply 10. Computer Diagnostic Port 11. Data Store Switch
THROTTLE PEDAL (1, Figure 5-9)
DIMMER SWITCH (3, Figure 5-9)
The Throttle Pedal is a foot operated pedal which allows the operator to control engine RPM.
The dimmer switch is a foot actuated electric switch. If headlights are on low beam, depression of the switch will change headlights to high beam. Depressing switch again changes headlights back to low beam.
The throttle will control engine RPM between low idle and high idle. When truck is operating and the Engine Idle Switch is in the “Low Idle” position, the operator can control engine RPM between low idle and full load RPM at any speed up to the truck MPH overspeed setting. When the truck is operating and switch is in “High Idle”, the operator can control engine RPM between low idle and full load RPM when truck speed is under 3 MPH. When truck speed is over 3 MPH operator can control engine RPM, between retard engine speed and full load RPM, for speeds up to overspeed (MPH) setting. If the throttle pedal is depressed in either “Low Idle” or “High Idle” and the retard pedal is depressed,
BRAKE PEDAL (2, Figure 5-9)
DYNAMIC RETARDING PEDAL (4, Figure 5-9) The Dynamic Retarding Pedal is a foot operated pedal which allows the operator to slow the truck without the use of the service brakes to maintain a safe productive speed. The Dynamic Retarding should be used to control the speed of the truck except to bring the truck to a complete stop. Service brakes are required to bring the truck to a complete stop. The Dynamic Retarding System will also be automatically applied if operator allows speed of truck to reach the predetermined overspeed retard setting or if the Retard Speed Control is activated.
The Brake Pedal is a foot operated pedal controlling a hydraulic valve, which applies the service brakes.
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Operator Controls
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HOIST CONTROL VALVE (5, Figure 5-9) The hoist control valve is a three position hand operated device located to the left of the operator seat. Pulling the lever to the rear actuates the hoist circuit causing the body to raise. Hold lever in hoist position until load is dumped. Releasing the lever from the “hoist” position will place the body in a “hold” position. To lower body, move hoist lever forward to the “down” position and release. Releasing the lever places the hoist control valve in the “float” position, allowing the body to return to the frame. Refer to "Operating Instructions" - Dumping, in the OPERATOR HANDBOOK, for more specific details.
OPERATOR CAB CENTER CONSOLE (6-11, Figure 5-9) The Operator Cab Center Console is located to the right of the operator's seat and includes the F-R Selector Switch handle (6, Figure 5-9), an Engine Shutdown Switch (7), an Engine Idle Switch (8), the 12VDC Power Supply (9), the Computer Diagnostic Port (10), and the Data Store Switch (11). Selector Switch (6) The Selector Switch is a three position switch ("FOR"-"N"-"REV") which controls the directional motion of the truck. When the Selector Switch handle is straight forward, it is in the center "N" position and is in "Neutral". Handle must be in neutral to start the truck. The operator can select FORWARD drive by moving the handle left to "FOR" or REVERSE drive by moving handle right to "REV". Engine Shutdown Switch (7) This Engine Shutdown Switch is a spring-loaded push button connected to a fuel solenoid on the engine, and must be held down to de-energize fuel pump solenoid until engine stops. In certain "fault" conditions, the engine may not shut down with the keyswitch as it normally should. This switch must then be used to shut down the engine. NOTE: This switch is Engine Shutdown ONLY. The keyswitch must still be turned "off" to turn off 24VDC accessories and activate the hydraulic bleeddown sequence.
Engine Idle Switch (8) (Not Functional W/Statex III & Fuel Enhancement) The Engine Idle Switch controls the engine idle RPM. When switch lever is moved forward toward the "engine running" symbol, the operator can control engine speed anywhere between low idle and high idle settings. This is the "low" engine idle position. This position should be used when maneuvering in confined areas. When the switch lever is moved rearward toward the "engine running & rabbit" symbol and truck speed is above 3 mph (4.8 kph), the operator may control engine speed only between dynamic retard engine speed (1675 RPM) and high idle. This is the "hauling" position. During hauling operations, Engine Idle Switch should be in this position. When truck speed is below 3 mph (4.8 kph), truck operates the same as "low" idle position.
12vdc Power Supply (9) This connection is located on the lower right side of the center console and provides a power source for a computer with a 12 Volt power supply adapter.
Computer Diagnostic Port (10) This connection provides a port to plug in a computer for Statex III diagnostics.
Data Store Switch (11) The DATA STORE should be used ONLY when the engine is running. When the DATA STORE switch is pressed, the Statex III computer controlling the electric drive system is caused to "take a snap shot" of all systems being monitored at that time. This information is then available later for qualified maintenance personnel to access and analyze. This function should be used anytime the operator might suspect a system malfunction.
A similar switch is located in a box on left front corner of frame, behind front bumper. This allows engine to be shut down from the ground.
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Operator Controls
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INSTRUMENT PANEL
FIGURE 5-10. INSTRUMENT PANEL (LEFT SIDE)
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Operator Controls
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INSTRUMENT PANEL
FIGURE 5-11. INSTRUMENT PANEL (RIGHT SIDE)
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Operator Controls
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INSTRUMENT PANEL INSTRUMENT PANEL
(1) KEY SWITCH
Because of the wiring and plumbing associated with the instrument panel, extra caution should be used when removing gauges or components from the instrument panel.
The key switch is a three position (Off, Run, Start) switch. When switch is rotated one position clockwise, it is in the "Run" position and all electrical circuits (except "Start") are activated. To start engine, move Selector Switch to "Neutral", then rotate keyswitch fully clockwise to the "Start" position and hold this position until engine starts. "Start" position is spring-loaded to return to "Run" when key is released. NOTE: If truck 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.
Shut down engine, relieve system air pressure, and disconnect truck batteries prior to removing instrument panel lights, gauges, or switches. The instrument panel consists of five basic units attached to the instrument panel shell by machine screws accessible from the front side. Light sockets are push-in type sockets, utilizing push and twist type bulbs. Toggle switches are secured with a locknut on the front side of the instrument panel. Gauges and instruments are mounted through the front side of the instrument panel and secured to brackets with locknuts on the back side of the panel. The operator must understand the function and operation of each instrument and control. Many control functions are now identified with “International” symbols that the operator should learn to recognize immediately. This knowledge is essential for proper and safe operation of the machine.
With truck stopped, turn keyswitch counterclockwise to "Off" for normal shutdown of engines equipped with Detroit Diesel electronic engine controls ("DDEC"), or Cummins Centry™ Fuel Control. If engine does not shutdown with keyswitch, use center consolemounted engine shutdown (see 7, Figure 5-9). NOTE: A switch is located at lower left front of truck for ground level engine shutdown.
(2) ENGINE SHUTDOWN (OPTIONAL)
Refer to the OPERATOR HANDBOOK located in the truck cab for detailed information and descriptions of the symbols.
If installed, this OPTIONAL Emergency Engine Shutdown button must be depressed and held until engine stops. NOTE: This switch is Engine Shutdown ONLY. The keyswitch must still be turned "off" to turn off 24VDC accessories and activate the hydraulic bleeddown sequence.
INSTRUMENTS AND INDICATORS
(3) WINDSHIELD WIPER/WASHER SWITCH
The operator must understand the function and operation of each instrument and control. Many control functions are now identified with “International” symbols that the operator should learn to recognize immediately. This knowledge is essential for proper and safe operation of the truck. NOTE: Items that are marked “OPTIONAL” do not apply to every truck. Refer to Figures 5-10 and 5-11 for the location of the following items:
The windshield wiper control switch is a four position rotary switch with intermittent wiper delay and wash feature. "Off" position is the detented position when the knob is rotated fully counterclockwise against the stop. The intermittent wiper position is located between off and the first detent position when rotating the knob clockwise. Rotating the knob closer to the first detent position decreases the time interval between wiper strokes. Rotate the knob clockwise to the first detent position for slow speed. Rotate the knob to the second detent position for fast speed. Push the knob in to activate the windshield washer system.
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(4) LIGHT SWITCH
(10) PANEL LIGHT DIMMER
The instrument panel lights, clearance lights, and the headlights are controlled by this three position rotary type switch. "Off" is the full counterclockwise position of the switch. Turning the switch clockwise from the "Off" position to the second position completes the circuit from the battery to the instrument panel lights, clearance lights, and taillights. Turning the switch clockwise to the third position completes the circuit to the headlights, in addition to the panel lights, clearance lights, and taillights.
The panel light dimmer control is a rheostat which allows the operator to vary the brightness of the instruments and panel lights. Rotating knob to the full counterclockwise position turns panel lights “On” to brightest condition. Rotating knob clockwise continually dims lights until “Off” position is reached at full clockwise rotation.
(5) ENGINE STARTING AID (OPTIONAL) The OPTIONAL Engine Starting Aid switch is springloaded to the "Off" position. Use only when ambient temperature is below 50°F (10°C). When switch is held in the "On" position, ether is injected into the engine intake manifold to aid engine starting in cold weather. Move the Engine Starting Aid switch to the "On" position while cranking engine, for three (3) seconds maximum, and then release Engine Starting Aid. If engine does not start, wait at least fifteen (15) seconds before repeating the procedure. Refer to "Operating Instructions" in the OPERATOR HANDBOOK, for more specific operating details.
The water temperature gauge indicates the temperature of the coolant in the engine cooling system. The temperature range after engine warm-up and truck operating under normal conditions should be: • 165°-195°F (74°-91°C)
(12) ENGINE OIL PRESSURE GAUGE The engine oil pressure gauge indicates pressure in the engine lubrication system in pounds per square inch (psi). Normal operating pressure after engine warm up should be: • Idle: 20 psi (138 kPa) • Rated Speed: 45 to 70 psi (310 to 483 kPa)
(6) LADDER LIGHT SWITCH The switch turns ladder light “On” or “Off” after or before using ladder. A similar switch is mounted at front left of truck near the base of ladder.
(7) MANUAL BACKUP LIGHT SWITCH The Manual Backup Light Switch allows backup lights to be turned “On” providing added visibility and safety when the F-R Selector Switch is not in “REV” position. When the lever is moved upward to the “on” position, the MANUAL BACK UP LIGHT indicator (27) will be illuminated.
(8) FOG LIGHTS (OPTIONAL) Fog Lights are optional equipment that are useful in foggy conditions and heavy rain. Moving the lever upward turns lights “On”. Downward is “Off”.
(9) HIGH-MOUNTED HEADLIGHTS (OPTIONAL) When optional headlights are mounted at top of grille structure, this switch controls these lights. Moving the lever upward turns lights “On”. Downward is “Off”.
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(11) WATER TEMPERATURE GAUGE
(13) AIR PRESSURE GAUGE The air pressure gauge indicates the pressure in the air tank. A pressure reading of 115-135 psi (790-930 kPa) should be indicated on the gauge before operating the truck. Until air pressure reaches or drops below 90 psi (621 kPa), a warning buzzer will sound, indicating low air pressure.
(14) SPEEDOMETER The speedometer indicates the truck speed in miles per hour (MPH). A speedometer that displays kilometers per hour (KM/H) is available.
(15) LEFT TURN SIGNAL INDICATOR This indicator illuminates to indicate the left turn signals are operating when the turn signal lever on the steering column is moved downward. Moving the lever to its center position will turn indicator "Off".
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(16) HIGH BEAM INDICATOR
CAUTION INDICATOR LIGHTS
The high beam indicator when lit, indicates that the truck headlights are on “High” beam. To switch headlights to “High” or “Low” beam, depress dimmer switch located on the floor between service brake and retard pedals.
Indicator lights (22) through (33) are amber in color and alert the operator of the status of truck functions and that some precaution may be required when lighted.
(17) RIGHT TURN SIGNAL INDICATOR This indicator illuminates to indicate the right turn signals are operating when the turn signal lever on the steering column is moved upward. Moving the lever to its center position will turn indicator "Off".
(18) VOLTMETER The voltmeter indicates the voltage of the 24V battery system. Normal indicated voltage at high RPM is 27 to 28 volts with batteries in fully charged condition. When key switch (1) is "On" and engine NOT running, the voltmeter indicates battery charge condition.
(22) DYNAMIC RETARDING The dynamic retarding indicator light glows when the retarder pedal is operated, RSC (Retarder Speed Control) is activated or the automatic overspeed retarding circuit is energized, indicating the dynamic retarding function of the truck is operating.
(23) BODY UP The Body Up indicator, when lit, shows that the body is not completely down on the frame. Truck should not be driven until body is down and light is off.
(19) WARNING DECAL A warning is mounted on top of the instrument panel above the voltmeter and ammeter. This decal warns operator that operating truck with less than 26 volts may result in a loss of dynamic retarding.
(24) SERVICE BRAKE The service brake indicator light will glow when the service brake pedal is applied or when wheel brake lock (or emergency brake, if equipped) is applied. Do not attempt to drive truck from stopped position with service brakes applied.
(25) PARKING BRAKE The parking brake indicator will glow when the parking brake is applied. Do not attempt to drive truck with parking brake applied.
(20) BLANK This space not currently used. Reserved for future use.
(26) ACCUMULATOR BOOSTER (OPTIONAL)
(21) TACHOMETER
Indicates the accumulator booster system is functioning.
The tachometer registers engine crankshaft speed in revolutions per minute (RPM). Governed RPM: • Low Idle: 750 RPM (650 RPM with DDEC Fuel Saver) • Detroit Diesel: High Idle, No load - 2040 ±20 RPM (1920 RPM with DDEC option) • Cummins: High Idle, No load - 2150 RPM Maximum
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(27) MANUAL BACK UP LIGHT Indicates backup lights are “On”. Works with Manual Backup Light switch.
(28) LOW FUEL (OPTIONAL) Indicates low fuel in fuel tank. Light will come on and buzzer will sound. Approximately 25 gal. (95 l) of usable fuel is left when light comes on.
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(29) HIGH PRESSURE FILTER (Optional) This light indicates a restriction in the high pressure filter assembly for either the steering or hoist circuit. This light will come on before filters start to bypass. Notify maintenance personnel at earliest opportunity after light comes on.
(30) ENGINE CHECK MAIN ("DDEC" Electronic Engine Controls or Cummins Engines Equipped With Centry™ Fuel Control) When the keyswitch is turned "On" (before starting engine), this amber "Engine Check Main" indicator light will illuminate for about 2 seconds and then turn off, if no "faults" are detected in the system. If this indicator remains "On" (or flashes with Cummins Centry™ Fuel Control system), alert maintenance personnel as soon as possible. Detroit Diesel Engines w/DDEC II or III The amber "Engine Check Main" indicator will illuminate if a malfunction is detected in the "DDEC" electronic engine control system. If this indicator illuminates, alert maintenance personnel as soon as possible.
Cummins Engines w/Centry™ Fuel Control If truck is equipped with a Cummins engine and Centry™ Fuel Control system, this indicator monitors the Centry™ fuel system. 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.
(31) Engine Check Second (Used Only with "DDEC II" - Controlled Engine) The amber "Engine Check Second" indicator will illuminate if a malfunction is detected in the electronic engine control system. If this indicator illuminates, alert maintenance personnel as soon as possible.
(32) Battery Check ("DDEC" - Controlled Engines Only) The battery check indicator light will illuminate if a malfunction is detected in the battery equalizer system. The system should be inspected and repaired as soon as possible.
(33) CIRCUIT BREAKER TRIPPED This light will illuminate if any of the circuit breakers in the relay circuit control boards are tripped. The relay circuit boards are located in the electrical control cabinet.
(34) PARKING BRAKE CONTROL The Parking Brake is for parking only. Truck must be completely stopped before applying parking brake or damage may occur to parking brake components. Parking brake is not designed to stop a moving truck. Stop truck, then move switch to "ON" to apply parking brake. When the parking brake is applied, Parking Brake indicator (26) will be illuminated on the instrument panel. To release, move switch to "OFF". Parking brake is spring applied and hydraulically released; hydraulic pressure must be available to release.
• "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 significantly affected, resulting in a backup mode of operation. Active fault conditions MUST be corrected as soon as possible. Refer to "(59), Lamp Test/Diagnostic Test Switch" for additional description of this light’s function.
(35) SECONDARY BRAKE CONTROL The Secondary Brake switch (when switched "ON") applies full brake pressure at all four wheels. It should be used ONLY if the service brake treadle is inoperative.
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(36) DRY ROAD/SLIPPERY ROAD SWITCH
RETARD SPEED CONTROLS (RSC) (38, 39, & 40, FIGURE 5-11)
The Dry/Slippery road control switch permits the operator to select either full braking capability at all wheels for "dry" road or reduced braking at the front wheels for "slippery" road.
Indicator (38) and controls (39, 40) are used to monitor and control the Retard Speed Control (RSC). Slippery road position reduces front wheel braking effort while maintaining full braking of the rear wheels. Reduced braking of the front wheels assists in steering control on slippery roads, but increases stopping distance.
(38) RETARD SPEED CONTROL INDICATOR The amber light is illuminated when the RSC switch (39) is pulled out to the "On" position.
(39) RETARD SPEED CONTROL (RSC) SWITCH The retard speed control switch turns system "on" or "off". Pull out to turn "on", push in to turn "off". See Operator Handbook for explanation of symbols.
(40) RSC ADJUST DIAL The RSC Adjust Dial allows operator to adjust safe productive downhill retarding speed of truck.
(37) WHEEL BRAKE LOCK
When Dial is rotated counterclockwise toward this symbol, RSC is set for slower speeds.
The Wheel Brake Lock should be used (with engine running) ONLY at the dump and loading operations. When pulling into shovel or dump area, stop the truck using the service brake pedal. When truck is completely stopped and in position, apply brake lock by moving switch lever to "ON". This control applies brake pressure to the REAR WHEEL BRAKES ONLY. Front wheel brakes are NOT applied. DO NOT use for stopping or for parking truck with engine shut down.
DO NOT USE BRAKE LOCK FOR PARKING! Use of the brake lock with the engine shut down will allow the brakes to release.
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When Dial is rotated clockwise toward this symbol, RSC is set for faster speeds.
Throttle pedal position will override RSC setting. If operator depresses throttle pedal to increase truck speed, Dynamic Retarding will not come on unless truck overspeed setting is reached or foot operated retard pedal is used. When throttle pedal is released and RSC switch is "On", Dynamic Retarding will come on at the RSC pre-selected speed and will maintain that maximum speed.
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To adjust RSC control, pull switch (39) "On" and start with dial rotated toward fastest speed while driving truck at desired maximum speed. Relax throttle pedal to let truck coast and turn RSC Adjusting Dial (40) slowly counterclockwise until Dynamic Retarding (22) is activated. Dynamic Retarding will now be activated automatically anytime the "set" speed is reached, the RSC switch is "On", and throttle pedal is released. With RSC switch "On" and dial adjusted, the system will function as follows: As truck speed increases to the "set" speed and throttle pedal released, Dynamic Retarding will come on. As truck speed tries to increase, the amount of retarding effort will automatically adjust to keep the selected speed. When truck speed decreases, the retarding effort is reduced to maintain the selected speed. If truck speed continues to decrease to approximately 3 mph (4.8 kph) below "set" speed, Dynamic Retarding will turn off automatically. If truck speed must be reduced further, the operator can turn Adjust Dial to a new setting or depress the foot operated retard pedal. If the operator depresses the foot operated retard pedal and the retard effort called for is greater than that from the automatic system, the foot pedal retard will override RSC. For normal truck operation, only dynamic retarding should be used to slow and control the speed of the truck. The Grade/Speed Chart (refer to decal in operator's cab or WARNINGS AND CAUTIONS section) should be followed to determine MAXIMUM safe truck speeds for descending various grades with a loaded truck. Service brakes should be applied only when dynamic retarding requires additional force to slow the truck speed quickly and to bring the truck to a complete stop.
2. If the operator stops the truck on an uphill incline, the override switch can be used to set up forward propulsion while the brakes are applied. As soon as forward propulsion is felt, completely release the brakes and a few seconds later, release the override switch. 3. The push button deactivates the retard pedal function when speed of truck is below 3 mph (4.8 kph). 4. The override switch is also used to reset the Electric System Fault (55) when indicated by the red warning light. NOTE: STATEX III records the number of "faults/ events". When a predetermined number of "faults/events" are recorded within a given time frame, the operator will not be able to reset the fault/event by using the override switch. If this occurs, notify maintenance personnel immediately.
(42) WARNING DECAL A warning is mounted at the bottom of the instrument panel to the right of operator and beneath the warning indicator light panel. Truck should not be operated with any red warning lights on. If any of the red warning lights, (43) through (58), are illuminated, the truck should be safely stopped, engine shut down. Truck should not be operated with any red warning lights on.
(41) OVERRIDE PUSHBUTTON This push-button switch is spring-loaded to the "OFF" position. When pushed in and held, this switch may be used for several functions. 1. The override switch permits the operator to move the truck forward when the dump body is raised and the brakes are released.
Use of the override switch for this purpose is intended for emergency situations only.
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(43) LOW STEERING PRESSURE If the steering system pressure drops to 1850 psi (12.7 MPa) the steering pressure warning light will come on and a buzzer will sound.
If the low steering warning light continues to glow and the alarm continues to sound, low steering pressure is indicated. The remaining pressure in the accumulators allows the operator to control the truck to a stop. Do not attempt further operation until the malfunction is located and corrected.
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(44) LOW ACCUMULATOR PRECHARGE The low accumulator precharge warning light, if illuminated, indicates low steering accumulator nitrogen precharge. To check for proper accumulator nitrogen precharge, engine must be stopped and hydraulic system completely bled down; then turn keyswitch to “Run” position. Warning light will NOT illuminate if system is properly charged. The warning light will flash if the nitrogen precharge within the accumulator(s) is below 975 psi (6.7 MPa).
If low accumulator precharge warning light flashes, notify maintenance personnel. Do not attempt further operation until the accumulators have been recharged with nitrogen to 1050 psi (7.24 MPa). Sufficient energy for emergency steering may not be available, if system is not properly charged. NOTE: After turning keyswitch “Off”, engine must be allowed to completely stop, and hydraulic system must have time to bleed down completely (approximately 90 seconds) before turning keyswitch “On” and checking for Steering Accumulator Nitrogen Precharge. A false indication of Low Steering Accumulator Nitrogen Precharge may result if these instructions are not followed.
(45) HIGH HYDRAULIC OIL TEMPERATURE (OPTIONAL) This warning light indicates high oil temperature in the hydraulic tank. Truck should not be operated because hydraulic components may be damaged. Light turns on at 225°F (107°C); notify maintenance personnel immediately.
(46) LOW HYDRAULIC TANK LEVEL (OPTIONAL) This warning light indicates the oil level in the hydraulic tank is below recommended level. Damage to hydraulic pumps may occur if operation continues. Shut truck down and notify maintenance personnel immediately.
(47) HIGH COOLANT TEMPERATURE (Not Used With “Flight/Engine Saver” or “DDEC”- Controlled Engine) This warning light will flash on and off when the engine cooling system temperature is higher than recommended. The alarm horn will also sound. Continued operation could cause engine damage.
If the high coolant temperature warning light glows, bring truck to a safe stop out of the way of traffic as soon as possible. Move Selector Switch to “Neutral” and run engine at 1500 RPM until light goes out or for about three minutes. If light does not go out, shut engine down and call maintenance personnel to correct problem. NOTE: Warning indicator lights 47, 48, and 49 will illuminate with the “Lamp Test Switch”, but are NOT used with the DDEC engine option. Warning indicator lights 47 and 49 are NOT used with the “Engine Saver” engine option. These functions are monitored by the electronic control systems, but OTHER Red indicator lights will be illuminated if a malfunction is detected by the systems.
(48) LOW COOLANT LEVEL (Not Used With “DDEC” - Engine) The low coolant level warning light will flash on and off indicating insufficient engine coolant level. The warning horn will also sound. Stop the truck immediately as serious damage could result to engine and cooling system components. Notify maintenance personnel.
(49) LOW OIL PRESSURE (Not Used With “Engine Saver” or “DDEC” - Engine) The engine oil pressure warning light, when flashing, indicates the engine oil pressure is below normal operating range. The alarm horn will also sound when the light flashes. Shut down engine and notify maintenance personnel.
Shut down engine immediately if the low oil pressure warning light comes on. Serious damage may result to engine and engine lubricating system components.
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(50) LOW OIL LEVEL (OPTIONAL) This light indicates engine oil level is below recommended safe level. Shut down engine if this light comes on. Serious damage to engine may result. Shut down engine and notify maintenance personnel.
(51) Used ONLY With Electronic-Controlled Engine Options ENGINE MONITOR (Used for “Flight/Engine Saver” Option)
The RED engine monitor warning light will illuminate and an alarm horn will sound if a serious engine malfunction is detected by DDEC II the electronic engine control system. Electric propulsion to the wheelmotors will be discontinued. Dynamic Retarding will still be available to slow or stop the truck. For DDEC II ONLY, the maximum engine speed will be reduced to 1675 RPM. Stop the truck as quickly and safely as possible. Apply parking brake. SHUT DOWN THE ENGINE IMMEDIATELY. Additional engine damage is likely to occur if operation is continued.
(55) ELECTRIC SYSTEM FAULT
ENGINE MONITOR MAIN - (“DDEC”) The RED engine monitor warning light will illuminate and an alarm horn will sound if a serious engine malfunction is detected by the electronic engine control system. Electric propulsion to the wheelmotors will be discontinued. Dynamic Retarding will still be available to slow or stop the truck. For DDEC ONLY, the maximum engine speed will be reduced to 1675 RPM. Stop the truck as quickly and safely as possible. Apply parking brake. SHUT DOWN THE ENGINE IMMEDIATELY. Additional engine damage is likely to occur if operation is continued.
(52) CRANKCASE PRESSURE WARNING LIGHT (Used Only for Detroit Diesel Engine Without DDEC Controls)
The Electric System fault warning light will flash on and off when a malfunction occurs in the electrical system. The warning horn will also signal intermittently. When light comes “On”, propulsion will be dropped automatically. Reset by pushing override button. If fault repeats, stop truck and reset by turning key switch “Off”, then “On”. If fault repeats again, stop truck and report problem to maintenance personnel. NOTE: STATEX III records the number of "faults/ events". When a predetermined number of "faults/events" are recorded within a given time frame, the operator will not be able to reset the fault/event by using the override switch. If this occurs, notify maintenance personnel immediately.
(56) MOTOR BLOWER OFF
The engine crankcase pressure warning light indicates high engine crankcase pressure when flashing. The flashing warning light will be accompanied by the alarm horn. If this light flashes during engine operation, stop the truck. Shut down engine and alert maintenance.
(53) LOW BRAKE PRESSURE This light indicates a malfunction within the hydraulic brake circuit. If this light comes on and buzzer sounds, stop the truck as quickly as possible in a safe area and immediately notify maintenance personnel.
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(54) ENGINE MONITOR SECOND (Used Only With “DDEC II” ElectronicControlled Engine Option)
The motor blower warning light will flash on and off and an alarm will sound if a malfunction occurs in the cooling air circuit for the alternator and motorized wheels. Stop the truck immediately and notify maintenance personnel if warning light glows. Damage to electrical components may result without proper ventilation of rotating equipment.
(57) HIGH MOTOR TEMPERATURE (OPTIONAL) When this light is lit and alarm sounds, high wheel motor temperature is indicated. Stop truck, place Selector Switch in “Neutral” and raise engine RPM to high idle for several minutes to cool wheel motors. If indicator does not turn off, notify maintenance.
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(58) BLANK
(61) DEFROSTER/HEAT CONTROL LEVER
Not currently used. Reserved for future use.
The defroster/heater control lever permits the operator to select either defroster or heater.
(59) LAMP TEST and Cummins Centry™ Diagnostic Test Switch (if equipped) This switch may be used for Lamp Test, or for diagnostic tests of a Cummins Centry™ Fuel Control system (if equipped).
The Lamp Test Switch is provided for the operator to test the warning and indicator lights before engine startup. To test lamps, turn key switch to "run" position and move switch lever to the right for the "On" position. This action will complete a circuit to the warning and indicator lights. The warning horn will also sound. All red warning lights and amber indicator lights should light up except those that are "BLANK" and not currently used (see description of indicators and warning lights in this section also see "NOTE:" following Indicator #47). Releasing the spring-loaded switch will allow the lever to return left to the "Off" position. For diagnostic tests of a Cummins engine equipped with Centry Fuel Control, refer to "Centry™ Diagnostics" at the end of this section.
Moving the control lever to the far left position directs heated air to the cab floor for most efficient heating of cab air. Moving the lever to the far right selects the defroster function. This directs heated air to the windshield. Selecting a center position for the control lever divides the air to both floor heat and defroster.
(62) OUTSIDE/INSIDE AIR CONTROL LEVER The outside/inside air control lever is connected to a vent which allows either outside or inside air to be circulated through the cab heater assembly. Moving the lever to the left directs outside air to be circulated through the heater assembly. Moving the lever to the right directs inside air to be recirculated through the heater assembly.
(63) AIR CONDITIONER CONTROL (OPTIONAL) The Air Conditioner control lever is moved from left (off) to right to cool the cab air.
(60) HEATER TEMPERATURE CONTROL LEVER The heater temperature control lever is provided for the operator to select a comfortable temperature. The far left position turns heat off for warm weather operation (or air conditioning if so equipped). Milder temperatures can be regulated by moving the control lever to the right. Moving the control lever to the far right selects the warmest temperature for cold weather operation.
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Full right position is coldest setting.
(64) FAN CONTROL KNOB The fan control knob is provided to control the cab air fan motor. The fan motor is a 3-speed motor (low, medium and high) which are selected by rotating the control knob clockwise to the desired position. “Off” position is marked by symbol on panel.
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(65) AIR CLEANER SERVICE VACUUM GAUGE The air cleaner service gauge provides 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: • 20 inches H2O vacuum for Detroit Diesel engine. • 25 inches H2O vacuum for Cummins engine. After service, push the reset pin on face of gauge to allow the gauge to reset to zero. When truck is equipped with a Cummins engine of LESS THAN 2000 HP (1491 kW), the instrument panel will contain only two (2) Air Cleaner Service gauges.
(66) FUEL LEVEL GAUGE (OPTIONAL)
(67) HOURMETER The hourmeter registers the total number of hours the engine has been in operation.
(68) OVERSPEED ALARM HORN (OPTIONAL) This alarm will sound when truck speed reaches overspeed setting. Dynamic Retarding and Dynamic Retard Indicator light will also come on. Refer to speed grade decal in operator's cab for downhill hauling speeds.
(69) CIRCUIT BREAKERS The circuit breakers are provided to protect various circuits from an excess current condition. If a malfunction in the circuitry occurs, the appropriate circuit breaker will open the circuit. After the circuit breaker cools, it can be reset by pushing the button.
Allows operator to be aware of fuel status without viewing fuel tank at ground level. Report any faulty circuit that is protected by a circuit breaker, as serious damage may result from overcurrent conditions.
1. Hoist Limit (15 amp.) 2. Volt Meter/Turn Signal/Relay Coils/Status Lights (15 amp.) 3. Heater Blower (15 amp.) 4. Dry/Slippery Road (5 amp.) 5. Rad. Pre-Charge Solenoid (5 amp.)
FIGURE 5-12. CIRCUIT BREAKER PANEL 10. Keyswitch to Starter Solenoid 6. Eng. Temp. & Fuel Gauges (10 amp.) (5 amp.) 11. Windshield Washer (10 amp.) 7. Heater Drain Valve and Air Dryer 12. Alarm (see NOTE) (5 amp.) 13. Engine Service, Ladder Lights, & 8. Lincoln Lube Timer (10 amp.) Opt. Fog Lights (15 amp.) 9. 12VDC Power Supply (Lower 14. Cigar Lighter (20 amp. Fuse) Right Side Center of Console) (10 amp.)
NOTE: Alarm Horn (12) alerts the operator of a malfunction within a system. When the alarm horn sounds during operation, a warning light will flash to provide a visual aid for determining which system is malfunctioning.
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Operator Controls
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CENTRY™ FUEL SYSTEM DIAGNOSTICS - CUMMINS ENGINE ONLY If the truck is equipped with a Cummins engine and Centry™ Fuel Control system, the ENGINE CHECK MAIN Indicator Light (30, FIGURE 5-10) monitors the Centry™ fuel 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. 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.
The Lamp Test/Diagnostic Test Switch (59, FIGURE 5-11) may be used to activate the Centry™ Fuel System diagnostic codes. When the Centry™ fuel system detects a "fault" and the ENGINE CHECK MAIN indicator light (30, FIGURE 5-10) illuminates as described above, this switch will permit determination of the kind of "fault(s)" detected.
DETERMINING "FAULT" CODES Centry™ fault codes consist of three numerical digits. Each digit is indicated with up to five light flashes (ENGINE CHECK MAIN indicator 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.
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.
2. Turn keyswitch to ON position (engine not running) and move Lamp Test switch lever to the right (ON) for 1-2 seconds, then release switch (switch is spring-loaded to the left, "OFF" position). NOTE: Since this is the Lamp Test switch, all red warning lights and amber indicator lights should light up except those that are "BLANK". The warning horn will also sound.
• "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 significantly affected, resulting in a backup mode of operation. Active fault conditions MUST be corrected as soon as possible.
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3. If there is an active fault after releasing the switch, there will be a short pause, followed by the first fault code.
4. Moving the Lamp Test switch lever to the right will advance to the next fault code. Once all active fault codes have been displayed, the fault code display sequence will be repeated, starting from the first fault code.
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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:
N5-22
Operator Controls
N05019 7/95
SECTION P LUBRICATION AND SERVICE INDEX LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1 Anti-Freeze Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1 Hydraulic Tank Service (Filling Instructions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1 LUBRICATION CHART (Oil & Grease Specifications) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2 10 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 50 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 100 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6 250 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7 500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8 1000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9 5000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10 10000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
MOTORIZED WHEEL MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P4-1
P01012
Index
P1-1
NOTES:
P1-2
Index
P01012
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 the recommended intervals is most important. Lubrication requirements are referenced to the lube key found in the Truck Lubrication Specifications Chart. For detailed service requirements for specific components, refer to the service manual section for that component (i.e. Section “H” for Suspensions, Section “L” for Hydraulic System, etc.). Refer to manufacturer's service manual when servicing any components of the General Electric System. Refer to engine manufacturer's service manual when servicing the engine or any of its components. 630E/685E SERVICE CAPACITIES U.S. Liters Gallons Engine Crankcase: (including lube oil filters). Detroit Diesel Cummins Cooling System:
630E 685E
Hydraulic System: Refer to “Hydraulic Tank Service” Wheel Motor Gear Box (each side)
776 788
Fuel Tank (Diesel Fuel Only)
189 214
50.0 56.6
314 409
83 108
507
134
17.0
4.5
4542
1200
COOLING SYTEM ANTI-FREEZE RECOMENDATIONS (Ethlyene glycol permanent Type Anti-Freeze Percentage of Anti-Freeze
Protection To:
10
+23°F
-5°C
20
+16°F
-9°C
25
+11°F
-11°C
30
+4°F
-16°C
35
-3°F
-19°C
40
-12°F
-24°C
45
-23°F
-30°C
50
-34°F
-36°C
55
-48°F
-44°C
60
-62°F
-52°C
Use only anti-freeze that is compatible with engine as specified by engine manufacturer.
P02017 1/95
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. Many Haulpak Trucks are equipped with an optional Automatic Lubrication System. The initial setup for this system provides for nominal amounts of lubricant to be delivered to each serviced point. The lubrication injectors can be adjusted to vary the amount of lubricant delivered. In addition, the timer for lubrication intervals is normally adjustable. Consult the “Options and Accessories” section of the truck service manual for adjustments to these devices.
HYDRAULIC TANK SERVICE There are two sight gauges on the side of the hydraulic tank. With engine stopped, keyswitch OFF, hydraulic system bled down and body down, oil should be visible in either top or lower sight gauge. If hydraulic oil is not visible in the lower sight gauge, follow “Adding Oil” instructions below. Adding Oil Remove any dirt build-up around fill cap and breathers and clean fill area thoroughly before removing fill cap. To reduce chances of system contamination, DO NOT allow the system to be open to atmosphere any longer than absolutely necessary. Service the tank with clean Type C-4 hydraulic oil only. All oil being put into the hydraulic tank should be filtered through 3 micron filters. 1. With engine stopped, keyswitch OFF, hydraulic system bled down and body down, check to see that hydraulic oil is visible in the top or lower sight gauge. 2. If hydraulic oil is not visible in the lower sight gauge, remove the tank fill cap and add clean, filtered C-4 hydraulic oil (Lubrication Chart, Lube Key “D”) until oil is visible in the top sight gauge. Replace fill cap. 3. Start the engine, then raise and lower the dump body three times. Shutdown engine. Check for hydraulic oil level at the top sight glass. 4. If oil is not visible in top sight glass, repeat Steps 1 through 3, until oil is maintained in the top sight glass with engine stopped.
Lubrication and Service
P2-1
P2-2
Lubrication and Service
P02017 1/95
10 HOUR (SHIFT) LUBRICATION AND MAINTENANCE CHECKS 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 _________________ Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. FAN DRIVE AND TURBOCHARGERS Check for leaks, vibration or unusual noise. Check alternator and fan belts for condition, proper tension, and for alignment. 2. RADIATOR - Check coolant level and fill with proper mixture as shown in Cooling System Recommendation Chart. Refer to Engine Manual for proper DCA levels. 3. ENGINE - Check oil level. Refer to engine manufacturer’s service manual for oil recommendations. (Lube Key “A”). 4. FUEL FILTERS - Drain water from bottom of filter housing. 5. FUEL STRAINER - Drain water and sediment at drain cock. 6. MOTORIZED WHEEL GEARCASE AND SPEED SENSOR - Refer to G.E. Planned Maintenance Manual. (Lube Key “C” & “E”). 7. HYDRAULIC TANK - Check oil level in tank. Oil should be visible in sight glass, add oil if necessary. Refer to “Hydraulic Tank Service”. DO NOT OVERFILL. (Lube Key “D”). 8. AIR TANK (NOT SHOWN) - Drain water from tank. 9. BATTERIES (NOT SHOWN) - Check electrolyte level and add water if necessary. 10. AIR CLEANERS (NOT SHOWN) - Check air cleaner vacuum gauges in operator cab. The air cleaner(s) should be serviced, if the gauge(s) shows the following maximum restriction: 20 in. of H2O vacuum for Detroit Diesel engine. 25 in. of H2O vacuum for Cummins engine. NOTE: “Lube Key” references are to the Lubrication Specification Chart.
P02017 1/95
Lubrication and Service
P2-3
10 HOUR (SHIFT) LUBRICATION AND MAINTENANCE CHECKS (continued) COMMENTS
CHECKED
INITIALS
10. AIR CLEANERS (continued)See Section “C” of the service manual for servicing air cleaner elements. Empty air cleaner dust caps. After service, push the reset button on face of gauge (if equipped) to allow the needle to return to zero. 11. WHEELS AND TIRES a. Inspect tires for proper inflation and wear. b. Inspect for debris embedded in tread or cuts.
After each wheel mounting operation, recheck wheel mounting capscrew tightness after approximately five hours of operation, again at the end of the shift, and then periodically until all capscrews hold at the prescribed 450 ft. lbs.(610N.m) torque. This requirement is prescribed for both front and rear wheels. 12. BODY-UP SWITCH (NOT SHOWN) - Clean sensing area of any dirt accumulation. 13. FUEL TANK - Fill as required. 14. HOIST LIMIT SWITCH (NOT SHOWN) Clean sensing area of any dirt accumulation. 15. CAB AIR FILTER (NOT SHOWN) - Under normal operating conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean filter element with mild soap and water, rinse completely clean and air dry with maximum of 40 psi (275 kPa). Reinstall filter.
P2-4
Lubrication and Service
P02017 1/95
50 HOUR LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10 hours/shift checks should also be carried out at this time.
Truck Serial Number _________________________
NOTE: “Lube Key” references are to be Lubrication Specification Chart.
Date: __________ Hour Meter _________________
Site Unit Number ____________________________
Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. FAN - After the first 50 hours of operation (new truck or new fan installation), check the torque for the fan blade mounting capscrews - 90 ft. lbs. (122 N.m). 2. FINAL DRIVE PIVOT PIN - Add one or two applications of grease at grease fitting. Lube Key “E”. 3. HYDRAIR® SUSPENSION - Check the torque on the ball stud locknut after the first 50 operating hours (new truck) or first 50 operating hours since installation (replacement Hydrair®). Ball stud locknut torque should be 2770 ft. lbs. (3775 N.m).
P02017 1/95
Lubrication and Service
P2-5
100 HOUR LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10 & 50 hour Lubrication and Maintenance Checks should also be carried out at this time.
Truck Serial Number _________________________
NOTE: “Lube Key” references are to the Lubrication Specification Chart.
Date: __________ Hour Meter _________________
Site Unit Number ____________________________
Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. ENGINE - Change engine lube oil filters. NOTE: When installing spin-on filter elements, thread onto base until the seal touches the base and then tighten only 1/2 to 3/4 additional turn by hand to seat element fully. Do not use a wrench or strap to tighten filter elements. 2. BODY HINGE PINS - Add one or two applications of grease to each grease fitting. Lube Key “E” for the body hinge pins. 3. HOIST CYLINDER - Add one or two applications of grease to each grease fitting for bearing and pivots. Use Lube Key “E”. 4. ANTI-SWAY BAR - Add one or two applications of grease to each grease fitting for bearing and pivots. Use Lube Key “E”. 5. REAR HYDRAIR® SUSPENSION BALL JOINTS - Add one or two applications of grease to each grease fitting for the upper and lower suspension mount pins. Use Lube Key “E”. 6. HYDRAULIC PUMP & U-JOINT - Add one or two applications of grease to each grease fitting on the cross and bearing assemblies and splines. Use Lube Key “F”. 7. STEERING COLUMN - Add one or two applications of grease to each grease fitting on the cross and bearing assemblies and splines. Use Lube Key “E”. 8. FRONT WHEEL BEARINGS - Check oil level. 9. FUEL TANK - Drain H2O and sediment.
P2-6
Lubrication and Service
P02017 1/95
250 HOUR LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10, 50, & 100 hour Lubrication Checks should also be carried out at this time. NOTE: “Lube Key” references are to the Lubrication Specification Chart.
Truck Serial Number _________________________ Site Unit Number ____________________________ Date: __________ Hour Meter _________________ Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. ENGINE - Change engine oil and spin-on lube oil filters. Use Lube Key “A”. NOTE: When installing spin-on filter elements, thread onto base until the seal touches the base and then tighten only 1/2 to 3/4 additional turn by hand to seat element fully. Do not use a wrench or strap to tighten filter elements. 2. FUEL FILTER AND STRAINER - Change filter and strainer element. 3. STEERING CONTROL LINKAGE - Add one or two applications of grease to each grease fitting for pin and bearing. Check torque on steering pin nuts 1000 ft. lbs. (1346 N.m) torque. Use Lube Key “E”. 4. AIR SYSTEM LUBRICATOR - (May not be on later trucks.) - If equipped, fill with oil, use Lube Key “D”. 5. HYDRAULIC SYSTEM OIL FILTERS - Change filter elements after the initial 250 hours of operation; then at each 500 hours of operation thereafter. 6. COOLING SYSTEM DCA WATER FILTER Change spin-off filter. Check cooling system for proper coolant mixture. Add water mixture as required. 7. CAB AIR FILTER (NOT SHOWN) - Under normal operation conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean filter element with mild soap and water, rinse completely clean and air dry with maximum of 40 psi (275 kPa). Reinstall filter.
P02017 1/95
Lubrication and Service
P2-7
500 HOUR LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10, 50, 100, & 250 hour Lubrication and Maintenance Checks should also be carried out at this time.
Truck Serial Number _________________________
NOTE: “Lube Key” references are to the Lubrication Specification Chart.
Date: __________ Hour Meter _________________
Site Unit Number ____________________________
Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. REAR AXLE CASE BREATHERS - Remove breather elements for motorized wheels and clean or replace elements. 2. HYDRAULIC SYSTEM FILTERS - Replace filter elements. Check oil level in tank. Oil should be visible in sight glass, add oil if necessary. Refer to “Hydraulic Tank Service”. DO NOT OVERFILL. Lube Key “D”. 3. HYDRAIR® SUSPENSION - Check for correct piston extension (front and rear). Refer to Service Manual, Section “H”. 4. THROTTLE AND BRAKE PEDAL (NOT SHOWN) - Lubricate treadle roller and hinge pins with lubricating oil. Lift boot from mounting plate and apply a few drops of oil between mounting plate and plunger. (Lube Key “B”. 5. AIR TANK SAFETY VALVE (Not Shown) Check operation of safety valve.
P2-8
Lubrication and Service
P02017 1/95
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10, 50, 100, 250, & 500 hour Lubrication and Maintenance Checks should also be carried out at this time.
Truck Serial Number _________________________
NOTE: “Lube Key” references are to the Lubrication Specification Chart.
Date: __________ Hour Meter _________________
Site Unit Number ____________________________
Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. HYDRAULIC TANK - Drain hydraulic oil* and clean inlet strainer. Refill tank with oil. Refer to “Hydraulic Tank Service”. DO NOT OVERFILL. Service the tank with clean Type C-4 hydraulic oil only. All oil being put into the hydraulic tank should be filtered through 3 micron filters. Lube Key “D”. * 1000 HR Interval can be extended to 5000 HR provided hydraulic oil sampling and analysis is conducted every 250 HR. 2. HYDRAULIC TANK BREATHER - Replace breather. 3. RADIATOR - Clean cooling system with a quality cleaning compound. Flush with water. Refill system with DCA or anti-freeze and water solution. Check Cooling System Recommendation Chart for correct mixture. 4. FUEL TANK - Remove breather and clean in solvent. Dry with air pressure and reinstall. 5. ENGINE - Remove, clean and dry crankcase breather elements. 6. OPERATOR’S SEAT - Apply grease to slide rails. Use Lube Key “E”. 7. BRAKE ACCUMULATORS (3) Check precharge pressure of each accumulator. Precharge pressure is 1250 ±25 psi (8.6 ±0.17 MPa). Refer to Service Manual, Section “J”, HYDRAULIC BRAKE ACCUMULATORS, Charging Procedure.
P02017 1/95
Lubrication and Service
P2-9
5000 HOURS LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10, 50, 100, 250, 500, & 1000 hour Lubrication and Maintenance Checks should also be carried out at this time.
Truck Serial Number _________________________
NOTE: “Lube Key” references are to the Lubrication Specification Chart.
Name of Service Person ______________________
Site Unit Number ____________________________ Date: __________ Hour Meter _________________
COMMENTS
CHECKED
INITIALS
1. FRONT WHEELS - Drain oil and check bearing preload as covered in the Service Manual, Section “G”. Use Lube Key “C**” and refill with oil. Check the oil level at oil level sight gauge on wheel hub. ** Use ONLY SAE 80W-90 FOR FRONT WHEEL BEARINGS. 2. AIR CLEANER - Clean the Donaclone Tubes in the pre-cleaner section of the air filter. Use low pressure cold water or low pressure air to clean tubes. Refer to the Service Manual, Section “C”. NOTE: Do not use a hot pressure washer or high pressure air to clean tubes, high pressure causes pre-cleaner tubes to distort.
10000 HOURS LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10, 50, 100, 250, 500, 1000 & 5000 hour Lubrication and Maintenance Checks should also be carried out at this time.
Truck Serial Number _________________________ Site Unit Number ____________________________ Date: __________ Hour Meter _________________ Name of Service Person ______________________
COMMENTS
CHECKED
INITIALS
1. FRONT WHEELS - Completely disassemble and check all parts for wear or damage. Refer to the Service Manual, Section “G”, for complete Front Wheel Disassembly and Bearing Adjustment procedure.
P2-10
Lubrication and Service
P02017 1/95
MOTOTIZED WHEEL MAINTENANCE SCHEDULE AXLE BOX MOTORIZED WHEEL MAINTENANCE SCHEDULE
772
776/791 787
788
WORK TO BE DONE (See Note 1)
HOURS HOURS HOURS HOURS
1. Check oil level and dipstick (or oil-fill cap) gasket.
Daily
Daily
Weekly
Weekly
2. Add 0.5 ounce grease to each dirt seal grease fitting. (Note 4)
Daily
Daily
---
---
3. Add 1.0 ounce grease to each dirt seal grease fitting.
250
250
---
---
4. Clean sun pinion cover magnetic plugs.
250
250
250
250
5. Clean or replace gearcase filters.
250
250
250
250
6. Check vent pipes for obstruction.
250
250
250
250
7. Check current shunts for tightness and discoloration.
250
250
250
250
8. Check cable connections for tightness and discoloration.
250
250
250
250
9. Check axle box for door seal.
250
250
250
250
10. Inspect for oil and grease leaks.
250
250
250
250
11. Take oil sample (see Note 2).
250
250
250
250
12. Clean axle box door seal.
250
250
250
250
13. Change oil (see Note 3).
500
500
1500
1500
14. Clean sump magnetic plugs.
500
500
1500
1500
15. Check drive ring internal spline wear.
500
500
2500
2500
16. Remove and inspect the sun pinion. a. Check gear condition (visually) b. Check spline wear (visually) c. Check oil baffle and snap rings for damage d. Check for sufficient clearance from cover
500
500
2500
2500
17. Check end play of gears.
1000
1000
2500
2500
NOTE 1: The numbers in the columns under each motor type represent operating hours, except aas specified. NOTE 2: Oil samples on Motorized Wheels with less than 1000 hours should be taken twice as often as recommended in the Mintenance Schedule. NOTE 3: On GE787 and GE788 Motorized Wheels, change the oil after the FIRST 500 hours; thereafter, at the indicated 1500 hour interval, 1500 hours is maximum. More frequent oil change may be required, depending on individual mine conditions. NOTE 4: Motorzed Wheels produced after March, 1988 are equipped with a new dirt seal and do not have grease fittings.
P04001 11/89
Motorized Wheel Maintenance Schedule
P4-1
MOTOTIZED WHEEL MAINTENANCE SCHEDULE ARMATURE AREA MOTORIZED WHEEL MAINTENANCE SCHEDULE
772
776/791
787
788
WORK TO BE DONE (See Note 1)
HOURS
HOURS
HOURS HOURS
1. Brush length, condition, freedom of movement.
500
500
500
500
2. Brushholder condition, clearance, brush tension.
500
500
500
500
3. Commutator condition, film, ect.
500
500
500
500
4. All connections for tightness.
500
500
500
500
5. Clean Teflon** band.
500
500
500
500
6. Check coil insulation (visually).
500
500
500
500
7. Check hydraulic line connections for leakage. Clean any fluid found in the frame.
500
500
500
500
8. Blow out brushholder and commutator area.
500
500
500
500
AT TIRE CHANGE - FOR ALL MOTORIZED WHEELS 1. Remove dirt and grease build-up from dirt seal area. 2. Inspect dirt seal grease fittings. (If Equipped) 3. Check wear of torque tube wear band (GE772, GE776 Only). 4. Visually inspect for broken grease lines, damage to hub caps, etc. 5. Check condition of grease line guards (if used). 6. Check tightness of exposed bolts. 7. Retorque brake adapter bolts on models equipped with disc brakes.
P4-2
Motorized Wheel Maintenance Schedule
P04001 11/89
MOTOTIZED WHEEL MAINTENANCE SCHEDULE GENERATOR / ALTERNATOR CONTROL MAINTENANCE SCHEDULE
P.M. HOURS
WORK TO BE DONE
250
500
Brush length, condition, free moving.
X
X
Brushholder condition, spacing tension
X
X
Commutator / slip ring condition, film, etc.
X
X
Clean string / Teflon band.
X
X
Check all connections; tightness, burning, etc.
X
X
Blow out commutator.
X
X
GRID BLOWER MOTOR CONTROL MAINTENANCE SCHEDULE
P.M. HOURS
WORK TO BE DONE
250
500
Brush length, condition, free moving.
X
Brushholder condition, spacing tension
X
Commutator condition, film, etc.
X
Clean string / Teflon band.
X
Check all connections; tightness, burning, etc.
X
Check cables for abrasion and burning
X
Blow out commutator area with clean dry air, 70 psi (482 KPa) maximum.
X X
CONTROL EQUIPMENT CHECKS CONTROL MAINTENANCE SCHEDULE
P.M. HOURS
WORK TO BE DONE
250
500
Vacuum the control cabinet.
X
X
Check all electrical connections for tightness.
X
X
Check current shunts for tightness, discoloration.
X
X
Check insulators, terminal strips, springs, etc. for breaks or cracks.
X
X
Check reverser contactors, interlocks and relays for top wear, burning, tip break, overtravel, tip pressure and frayed, broken or discolored shunts.
X
X
Check magnet valves for leaks.
X
X
Check condition of arc chutes.
X
X
Check door seal and latch.
X
X
P04001 11/89
Motorized Wheel Maintenance Schedule
P4-3
MOTOTIZED WHEEL MAINTENANCE SCHEDULE AUXILIARY EQUIPMENT AND AIR VENTILATION SYSTEM CONTROL MAINTENANCE SCHEDULE
P.M. HOURS
WORK TO BE DONE Inspect retarding grids; check for damaged parts, foreign objects.
1000
Check rectifier panel air passages.
1000
Check all connections; tightness, damaged clamps.
1000
Clean blower inlet filter or screen, make sure it is free from obstructions and foreign objects; lubricate pillow blocks.
1000
Check flexible air ducts for damage; measure static air pressure (axle box).
250
VEHICLE OPERATIONS TESTS WORK TO BE DONE
P.M. HOURS
Check battery voltage. Adjust as required.
1000
Check speedometer calibrations.
1000
Check all speed events calibrations.
1000
Test ground relay operation.
1000
ENGINE CHECKS* Check tach calibration, adjust as required.
1000
Check low idle; Retarding RPM; Top End RPM; Adjust as required.
1000
Check for proper operation of blower loss warning device
1000
Check high idle and throttle cut-off solenoid operation.
1000
Measure motor field retarding current noting generator / armature voltage. Adjust as required.
1000
Check horsepower vs. RPM in road test statically.
1000
Check operation of grid blower in road test.
1000
Measure retarding motor armature current as a function of speed. Adjust as required in road test or statically.
1000
P4-4
Motorized Wheel Maintenance Schedule
P04001 11/89
SECTION Q ALPHABETICAL INDEX A Accumulators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-17 Steering . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7 Aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1 Aid System . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 Air Cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Air Cleaner Indicator . . . . . . . . . . . . . . . . . . N5-17 Air Compressor . . . . . . . . . . . . . . . . . . . . . . . K3-1 Air Conditioner. . . . . . . . . . . . . . . . . . . . . . . . M9-1 Air Cylinder, Throttle Control . . . . . . . . . . . . . C6-1 Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . K3-4 Air Starter. . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-4 Air Starter (TDI Option) . . . . . . . . . . . . . . . . M15-1 Air Starter Lubricator . . . . . . . . . . . . . . . . . . K4-11 Air Starter Solenoid Valve . . . . . . . . . . . . . . . K4-3 Air Starter Troubleshooting . . . . . . . . . . . . . K4-10 Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1 Lubricator . . . . . . . . . . . . . . . . . . . . . . . . K3-4 Schematic . . . . . . . . . . . . . . . . . . . . . . . . K1-2 Air Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2 Alarm Indicating System (A.I.D.) . . . . . . . . . . D3-1 Alternator (Power Module). . . . . . . . . . . . . . . C4-2 Alternator/Wheelmotor Cooling Air Filter System (Optional) . . . . . . . . . . . M4-1 Antifreeze Recommendations . . . . . . . . . . . . P3-1 Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . G4-3 AS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1 Automatic Drain Valve . . . . . . . . . . . . . . . . . . M3-1 Automatic Lubrication System . . . . . . . . . . . . K3-3
B Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 Battery Charging System. . . . . . . . . . . . . . . . D2-3 Bearing, Wheel . . . . . . . . . . . . . . . . . . . . . . . G3-6 Belt Adjustment (Fan) . . . . . . . . . . . . . . . . . . C4-6 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . .L6-2 Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . .L6-2 Blower Filter System . . . . . . . . . . . . . . . . . . . M4-1 Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Body, Guide . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Body, Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2 Body, Position Indicator . . . . . . . . . . . . . . . . . B3-3 Body, Sling Cable . . . . . . . . . . . . . . . . . . . . . B3-3 Body Up Switch . . . . . . . . . . . . . . . . . . . . . . . D3-3
Q01011
Brakes Bleeding Procedure Front . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 Parking . . . . . . . . . . . . . . . . . . . . . . . J7-5 Rear. . . . . . . . . . . . . . . . . . . . . . . . . J6-13 Front (Disc) . . . . . . . . . . . . . . . . . . . . . . . J5-1 Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Rear (Disc). . . . . . . . . . . . . . . . . . . . . . . . J6-1 Brake, Pedal. . . . . . . . . . . . . . . . . . . . . . . . . . J3-1 Breather (Fuel Tank). . . . . . . . . . . . . . . . . . . . B4-2 Bumper Pad (Final Drive Case) . . . . . . . . . . . G5-2
C Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1 Center Case Assembly (Rear Axle) . . . . . . . . G5-1 Charging Procedure, HYDRAIR® II . . . . . . . . H4-1 Clutch, Fan Drive . . . . . . . . . . . . . . . . . . . . . .M6-1 Compressor, Air . . . . . . . . . . . . . . . . . . . . . . . K3-1 Conditioner, Air. . . . . . . . . . . . . . . . . . . . . . . .M9-1 Cooling Blower Warning System . . . . . . . . . . E2-4 Cooling System . . . . . . . . . . . . . . . . . . . . . . . C3-1 Creep Down Valve . . . . . . . . . . . . . . . . . . . . . L7-1 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6 Steering . . . . . . . . . . . . . . . . . . . . . . . . . L6-10 Throttle Control . . . . . . . . . . . . . . . . . . . . C6-1
D Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1 Differential Pressure Manifold . . . . . . . . . . . J3-21 Disc Brakes Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1 Door, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2 Drain Valve (Automatic/Manual) . . . . . . . . . . . K3-3 Drive Case Bumper Pad. . . . . . . . . . . . . . . . . G5-2 Dry/Slippery Road Solenoid . . . . . . . . . . . . . N5-13 Dual Hydraulic Brake Controller . . . . . . . . . . . J3-1 Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Alphabetical Index
Q1-1
H
E Electrical Checkout Procedure FL191 (PLCP) . . . . . . . . . . . . . . . . . . . . . E3-1 Electrical System Schematics . . . . . . . . . . . . R1-1 Ejector, Rock . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1 Engine - Alternator Mating . . . . . . . . . . . . . . . C4-2 Engine Coolant Heater . . . . . . . . . . . . . . . . . .M7-1 Engine Coolant & Oil Heaters, 440V . . . . . . .M7-1 Engine Monitor . . . . . . . . . . . . . . . . . . . . . . .M13-1 Engine Oil Heater . . . . . . . . . . . . . . . . . . . . . .M7-1 Engine Specifications . . . . . . . . . . . . . . . . . . . A2-3
F Fan Drive Clutch. . . . . . . . . . . . . . . . . . . . . . .M6-1 Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6 Filters Air (Hydraulic Tank) . . . . . . . . . . . . . . . . L3-10 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2 Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . L8-10 Final Drive Attachment . . . . . . . . . . . . . . . . . .G4-1 Fire Control (Manual) . . . . . . . . . . . . . . . . . . .M2-1 Fire Control (Pneumatic) . . . . . . . . . . . . . . M2.2-1 Fire Control (Electric) . . . . . . . . . . . . . . . . . M2.3-1 Float Control (Creep Down) . . . . . . . . . . . . . . L7-1 Flow Amplifier Valve . . . . . . . . . . . . . . . . . . . . L6-3 Flushing, Hydraulic System . . . . . . . . . . . . . L3-13 Front Suspension, HYDRAIR® II . . . . . . . . . . H2-1 Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . J5-1 Front Wheel Hub and Spindle. . . . . . . . . . . . .G3-1 Front Wheel and Tires . . . . . . . . . . . . . . . . . .G2-1 Fuel Filter - Water Separator (Optional) . . . .M16-1 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Blower & Core. . . . . . . . . . . . . . . . . . . . . N4-4 Water Control Valve . . . . . . . . . . . . . . . . N4-4 Hitch Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1 Hoist Control Valve . . . . . . . . . . . . . . . . . . . . .L8-4 Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . .L8-3 Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . D3-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1 Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1 HYDRAIR® II Suspensions Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1 Oil and Nitrogen Specifications . . . . . . . . H4-6 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1 HYDRAIR® II, Service Kit . . . . . . . . . . . . . . . H4-1 Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filters . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Flushing . . . . . . . . . . . . . . . . . . . . . . . . .L3-13 Motor (Blower Filter System) . . . . . . . . . M4-1 Outlet Strainers . . . . . . . . . . . . . . . . . . . . L3-11 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1 Schematic . . . . . . . . . . . . . . . . . . . . . . . . R1-1 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Troubleshooting Hydraulic Pump . . . . . . . . . . . . . . . . .L3-9 Steering Control Unit . . . . . . . . . . . .L6-16
I Instrument Panel & Controls . . . . . . . . . . . . . N5-8
L G Gauge (Fuel Tank) . . . . . . . . . . . . . . . . . . . . . B4-2 Generator (Battery Charging) . . . . . . . . . . . . . D2-3 Governor, Air . . . . . . . . . . . . . . . . . . . . . . . . . K3-4 Grille & Hood . . . . . . . . . . . . . . . . . . . . . . . . . B2-1 Ground Level Shut Down . . . . . . . . . . . . . . . . D3-3 Guide (Body) . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Q1-2
Logic Drive Control Panel FL236 (LDCF) . . . Low Idle Solenoid . . . . . . . . . . . . . . . . . . . . . Lubrication and Service. . . . . . . . . . . . . . . . . Lubricators Air Starter . . . . . . . . . . . . . . . . . . . . . . . . Air System. . . . . . . . . . . . . . . . . . . . . . . .
Alphabetical Index
E4-1 C6-3 P1-1 K4-4 K2-3
Q01011
S
M Main Air Schematic . . . . . . . . . . . . . . . . . . . . R1-1 Metric Conversion . . . . . . . . . . . . . . . . . . . . . A5-1 Monitor, Engine . . . . . . . . . . . . . . . . . . . . . . M16-1 Motorized Wheels (Removal) . . . . . . . . . . . . G5-1
N Nitrogen Specifications . . . . . . . . . . . . . . . . . H4-6
O Oil Specification, HYDRAIR® II . . . . . . . . . . . H4-6 Oiling and Charging Procedure, HYDRAIR® IIH4-1 Operator Seat . . . . . . . . . . . . . . . . . . . . . . . . N4-1 Outlet Strainer (Hydraulic) . . . . . . . . . . . . . . .L3-11 Optional Operator Seat . . . . . . . . . . . . . . . . M14-1
P Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . .J7-1 Pedal, Brake . . . . . . . . . . . . . . . . . . . . . . . . . .J3-1 Plates, Warning and Caution . . . . . . . . . . . . . A4-1 Power Module . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Q
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1 Safety Valve (Air) . . . . . . . . . . . . . . . . . . . . . . K2-3 Seat (Operator) . . . . . . . . . . . . . . . . . . . . . . . N4-1 Service Kit, HYDRAIR® II . . . . . . . . . . . . . . . . H4-1 Solenoid Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . L6-2 Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . . C6-2 Specifications HYDRAIR® II Nitrogen . . . . . . . . . . . . . . . H4-6 HYDRAIR® II Oil. . . . . . . . . . . . . . . . . . . . H4-6 Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . .M8-1 Spindle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1 Starter, Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3 Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulator Charging Procedure . . . . . . L6-9 Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1 Circuit Test Procedure . . . . . . . . . . . . . . L6-13 Control Unit . . . . . . . . . . . . . . . . . . . . . . . L5-1 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . L6-10 Troubleshooting . . . . . . . . . . . . . . . . . . . L6-16 Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 Suspension, HYDRAIR® II Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1 Body Up . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Selector . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Quick Fill Fuel System (Optional) . . . . . . . . . M5-1
R Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1 Rear HYDRAIR® II Suspension . . . . . . . . . . . H3-1 Rear Wheel Disc Brakes . . . . . . . . . . . . . . . . .J6-1 Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . G2-3 Retard Pedal, Electronic . . . . . . . . . . . . . . . . E2-3 Regulator Valve Radiator. . . . . . . . . . . . . . . . K3-6 Rims (Tire Removal) . . . . . . . . . . . . . . . . . . . G2-4 Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 Rod, Tie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Q01011
Alphabetical Index
Q1-3
V
T Table of Contents . . . . . . . . . . . . . . . . . . . . . . A3-1 Tank Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1 Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . L3-11 Throttle Control Air Cylinder . . . . . . . . . . . . . . C6-1 Throttle Solenoid . . . . . . . . . . . . . . . . . . . . . . C6-3 Throttle Treadle Valve. . . . . . . . . . . . . . . . . . . K5-1 Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-7 Tires Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-1 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-3 Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . .G3-10 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1 Torque Table (Standard) . . . . . . . . . . . . . . . . . A5-1 Troubleshooting Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Air Starter . . . . . . . . . . . . . . . . . . . . . . . . . K4-4 Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 Hydraulic Pump . . . . . . . . . . . . . . . . . . . . L3-1 Steering Control Unit . . . . . . . . . . . . . . . . L5-1
Valves Bleeddown Manifold . . . . . . . . . . . . . . . . .L6-2 Creep Down . . . . . . . . . . . . . . . . . . . . . . .L7-1 Drain (Automatic/Manual) . . . . . . . . . . . . K3-3 Dual Hydraulic Control . . . . . . . . . . . . . . . J3-1 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . .L6-3 Heater Control. . . . . . . . . . . . . . . . . . . . N5-16 Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1 Hoist Control . . . . . . . . . . . . . . . . . . . . . . .L8-4 Hoist Relief . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Moisture Ejection . . . . . . . . . . . . . . . . . . K3-3 Regulator . . . . . . . . . . . . . . . . . . . . . . . . K3-6 Retarder Treadle . . . . . . . . . . . . . . . . . . . N5-6 Safety (Air) . . . . . . . . . . . . . . . . . . . . . . . K3-2 Solenoid (Air Start) . . . . . . . . . . . . . . . . . K4-3 Solenoid (Dry/Slippery Road) . . . . . . . . N5-13 Throttle Treadle. . . . . . . . . . . . . . . . . . . . K5-1 Unloader . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1 Wiper Control . . . . . . . . . . . . . . . . . . . . . N3-1
W U Unloader Valve . . . . . . . . . . . . . . . . . . . . . . . . L6-1
Q1-4
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . Wheel Bearing Adjustment (Field). . . . . . . . . Wheel Cylinders (Steering) . . . . . . . . . . . . . . Wheel Hub and Spindle. . . . . . . . . . . . . . . . . Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . Wheels and Tires Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wiggins Fuel Receiver . . . . . . . . . . . . . . . . . . . . . Tank Vent . . . . . . . . . . . . . . . . . . . . . . . . Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield Washer . . . . . . . . . . . . . . . . . . . . Windshield Wiper . . . . . . . . . . . . . . . . . . . . .
Alphabetical Index
A2-3 G3-6 G3-7 G3-1 G5-1 G2-1 G2-3 M5-1 M5-1 N2-2 N3-2 N3-1
Q01011
SECTION R SYSTEM SCHEMATICS INDEX AIR SYSTEM (All Hydraulic Brake w/Air Throttle). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HA195
AIR SYSTEM (All Hydraulic Brake w/DDEC or CUMMINS CENTRY™) . . . . . . . . . . . . . . . . . . . . . . .HA198
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH313
HYDRAULIC SYSTEM SCHEMATIC (HUSCO VALVE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH309
RETARD CONTROL PANEL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE378
DDEC ACCELERATION INTERFACE PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE379
STATEX III POWER & EXCITATION SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE376
TRUCK ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE400
R01022 7/94
Schematics w/Statex III & 24 VDC Relay Circuit Boards
R1-1
NOTES:
R1-2
Schematics w/Statex III & 24 VDC Relay Circuit Boards
R01022 7/94
HE 400 S C HE MA T IC C OMP ONE NT INDE X A ND L OC A T OR -A -
C IR C UIT B R E AK E R - 22 (C B -22)
35
AC C E LE R AT OR B OX
70
C IR C UIT B R E AK E R - 23 (C B -23)
9
AC C E LE R AT OR INT E R F AC E C AR D
70, 77
C IR C UIT B R E AK E R - 24 (C B -24)
9
AC C UMULAT OR B LE E DDOWN S OLE NOID
36
C IR C UIT B R E AK E R - 25 (C B -25)
10
AC C UMULAT OR LE AK DE T E C T ION S WIT C H
66
C IR C UIT B R E AK E R - 26 (C B -26)
10
AC C UMULAT OR P R E -C HAR G E INDIC AT OR LIG HT
50
C IR C UIT B R E AK E R - 27 (C B -27)
11
AC C UMULAT OR P R E -C HAR G E P R E S S UR E S WIT C H
51
C IR C UIT B R E AK E R - 28 (C B -28)
97
ALAR M HOR N
48
C IR C UIT B R E AK E R - 29 (C B -29)
97
A IR C ONDIT IONE R C OMP R E S S OR
20
C IR C UIT B R E AK E R - 30 (C B -30)
17
A IR C ONDIT IONE R C ONDE NS OR
20
C IR C UIT B R E AK E R - 31 (C B -31)
19
A IR C ONDIT IONE R R E C E IVE R DR Y E R
20
C IR C UIT B R E AK E R - 32 (C B -32)
44
AIR P R E S S UR E S WIT C H
35
C IR C UIT B R E AK E R - 33 (C B -33)
25
AIR S T AR T S OLE NOID
7
C IR C UIT B R E AK E R - 34 (C B -34)
34
AIR T ANK DR AIN VALVE HE AT E R
34
C IR C UIT B R E AK E R - 35 (C B -35)
33
ALT E R NAT OR 24V DC
5
C IR C UIT B R E AK E R - 37 (C B -37)
42
AR E OF INE R HE AT E R
35
C IR C UIT B R E AK E R - 38 (C B -38)
23
AUT OMAT IC AP P LY S WIT C H
31
C IR C UIT B R E AK E R - 39 (C B -39)
23
AUXILIAR Y B R AK E S OLE NOID
31
C IR C UIT B R E AK E R - 40 (C B -40)
1
C IR C UIT B R E AK E R - 42 (C B -42)
30
-B B AC K -UP HOR N
27
C IR C UIT B R E AK E R - 43 (C B -43)
7
B AC K -UP INDIC AT OR LIG HT (MANUAL)
45
C IR C UIT B R E AK E R - 44 (C B -44)
2
B AC K -UP LIG HT S
28
C IR C UIT B R E AK E R - 45 (C B -45)
2
B AC K -UP LIG HT R E LAY (MANUAL)
28
C IR C UIT B R E AK E R - 46 (C B -46)
3
B AC K -UP LIG HT S WIT C H (MANUAL)
28
C IR C UIT B R E AK E R - 47 (C B -47)
3
B AT T E R IE S
4
C IR C UIT B R E AK E R - 48 (C B -48)
3
B AT T E R Y C HE C K INDIC AT OR LIG HT
67
C LE AR ANC E LIG HT R E LAY
14
B AT T E R Y E QUALIZE R
3
C ONT R OL C AB INE T DIAG N. C ONNE C T OR (DDE C )
1, 75
B AT T E R Y E QUALIZE R MONIT OR
3
C ONT R OL P OWE R R E LAY (C P R )
26, 68
B ODY -UP INDIC AT OR LIG HT
62
C ONT R OL P OWE R R E LAY C OIL
26
B ODY -UP R E LAY
62
C ONT R OL P OWE R R E LAY LIG HT
26
B ODY -UP S WIT C H
62
C ONT R OL P OWE R S WIT C H (C P S )
26
B R AK E C AB INE T S E R VIC E LIG HT
38
C OOLANT HIG H T E MP E R AT UR E LIG HT
50
B R AK E LOC K LOC K -OUT R E LAY
32
C OOLANT LE VE L INDIC AT OR LIG HT
48
B R AK E LOC K S OLE NOID
31
C OOLANT LE VE L MODULE
1
B R AK E LOC K S WIT C H
31
C OOLANT LE VE L P R OB E
47
C OOLANT LE VE L S E NDE R
2
C R ANK ING OIL P R E S S UR E INT E R LOC K R E LAY
8
-C C AB DOME LIG HT S
22
C AB INE T S E R VIC E LIG HT S WIT C H (C S LS )
22
C A B T HE R MOS T A T
20
DAS H LIG HT R HE OS T AT
13
C HE C K E NG INE MAIN INDIC AT OR LIG HT
67
DAS H LIG HT S
13
C HE C K E NG INE R E C E IVE R 1 INDIC AT OR LIG HT
67
DAT A S T OR AG E T R IG G E R MODULE (DS T M)
97
C IG AR LIG HT E R
19
DAT A S T OR E S WIT C H
39
C IR C UIT B R E AK E R - 13 (C B -13)
14
DDE C DIAG NOS T IC C ONNE C T OR
1, 75
C IR C UIT B R E AK E R - 14 (C B -14)
16
DDE C 12V DC P OWE R
2
C IR C UIT B R E AK E R - 15 (C B -15)
14
DIF F E R E NT IAL P R E S S UR E S WIT C H F R ONT
30
C IR C UIT B R E AK E R - 16 (C B -16)
28
DIG IT AL S P E E DOME T E R
13
C IR C UIT B R E AK E R - 17 (C B -17)
28
DIG IT AL T AC HOME T E R
13
C IR C UIT B R E AK E R - 18 (C B -18)
29
DIMME R S WIT C H
12
C IR C UIT B R E AK E R - 19 (C B -19)
27
C IR C UIT B R E AK E R - 20 (C B -20)
36
DIODE B OAR D I (DB I)
25, 33, 37, 41
C IR C UIT B R E AK E R - 21 (C B -21)
36
-D-
"
65, 68, 71, 74
"
82, 100
-L -
R E LAY 2 (R Y 2) (AC C )
69
T UR N S IG NAL F LAS HE R
16
DIODE B OAR D 2 (DB 2)
31, 62
LADDE R LIG HT S
18
R E LAY B OAR D 1 (R B 1)
15
T UR N S IG NAL S WIT C H
14
DIS C ONNE C T S WIT C H 12V
3
LADDE R LIG HT S WIT C H - G R OUND LE VE L & DAS H
18
R E LAY B OAR D 2 (R B 2)
98
T WO S P E E D S WIT C H
DIS C ONNE C T S WIT C H 24V
4
LAMP T E S T
46
R E LAY B OAR D 3 (R B 3)
28
29, 45
L IG HT C ONT R OL R E L A Y
98
R E LAY B OAR D 4 (R B 4)
8, 36, 62
LE F T HIG H B E AM HE ADLIG HT R E LAY
10
DY NAMIC R E T AR D INDIC AT OR LIG HT -E -
44 -V-
VOLT ME T E R
44 -W-
R E LAY B OAR D 5 (R B 5)
10
E LE C T R IC AL S Y S T E M F AILUR E INDIC AT OR LIG HT
72
LE F T LOW B E AM HE ADLIG HT R E LAY
9
R E LAY B OAR D 6 (R B 6)
32
WAS HE R MOT OR
42
E ME R G E NC Y E NG INE S HUT DOWN S WIT C H
35
L INC OL N L UB E S OL E NOID
33
R E T AR D INT E R F AC E C AR D
81
WAT E R T E MP E R AT UR E G AUG E INDIC AT OR LIG HT
50
E NG INE C ONT R OL MONIT OR (E C M) MAIN
76
L INC OL N L UB E TIME R
33
R E TAR D LIG HT R E LAY
28
WE IG HT S E NS OR L E F T F R ONT
98
E NG INE C ONT R OL MONIT OR (E C M) R E C E IVE R 1
77
LOW AUXILIAR Y B R AK E AC C UM. P R E S S UR E S WITC H
66
R E TAR D P OWE R C ONT AC T OR 1 (R P 1)
86
WE IG HT S E NS OR L E F T R E A R
98
E NG INE HOUR S OIL P R E S S UR E S WIT C H
39
LOW B E AM HE ADLIG HTS
9
R E TAR D P OWE R C ONT AC T OR 2 (R P 2)
87
WE IG HT S E NS OR R IG HT F R ONT
98
E NG INE OIL P R E S S UR E S WIT C H (S T AR T E R )
7
LOW B R AK E P R E S S UR E INDIC ATOR LIG HT
66
R E TAR D P OWE R C ONT AC T OR 3 (R P 3)
87
WE IG HT S E NS OR R IG HT R E A R
98
E NG INE S E R VIC E DAS H INDIC AT OR LIG HT
67
LOW B R AK E P R E S S UR E WAR NING B UZZE R
66
R E TAR D P OWE R C ONT AC T OR 4 (R P 4)
88
WHE E L MOT OR T E MP E R AT UR E INDIC AT OR LIG HT
72
E NG INE S E R VIC E LIG HT
17
LOW F UE L INDIC AT OR LIG HT
64
R E TAR D P OWE R C ONT AC T OR 5 (R P 5)
89
WINDS HIE LD WAS HE R /WIP E R S WIT C H
43
E NG INE T E MP E R AT UR E G AUG E
24
LOW F UE L LE VE L T R ANS MIT T E R
64
R E TAR D P OWE R C ONT AC T OR 6 (R P 6)
89
WIP E R MOT OR
43
E NG INE T E MP E R AT UR E S E NDE R
24
LOW IDLE S OLE NOID
68
R E TAR D P OWE R C ONT AC T OR 7 (R P 7)
90
E NG INE WAT E R T E MP E R AT UR E S E NS OR
50
LOW IDLE S WIT C H
40
R E TAR D P OWE R C ONT AC T OR 8 (R P 8)
91
LOW MOUNT HIG H B E AM HE ADLIG HTS
10
R E TAR D P OWE R C ONT AC T OR 9 (R P 9)
91
-F F A N C L UT C H S OL E NOID
21
LOW MOUNT LOW B E AM HE ADLIG HT S
9
R E TAR D S P E E D C ONT R OL DIAL
79
F A N S WIT C H - C OOL A NT
21
L OW OIL L E VE L INDIC A T OR L IG HT
52
R E TAR D S P E E D C ONT R OL INDIC AT OR LIG HT
78
F AN S WIT C H - HE AT E R /AC MOT OR
19
LOW S T E E R ING P R E S S UR E B UZZE R
65
R E TAR D S P E E D C ONT R OL S WIT C H
78
F A N S WIT C H - HE A T E XC HA NG E R
21
LOW S T E E R ING P R E S S UR E INDIC ATOR LIG HT
65
R E VE R S E R
27
F LAS HE R R E LAY
16
LOW S T E E R ING P R E S S UR E S WIT C H
65
R E VE R S E R C OILS
85
F OG L IG HT S
17
R IG HT HIG H B E AM HE ADLIG HT R E LAY
11
F OG L IG HT S WIT C H
17
MF C C ONT AC T OR
85
R IG HT LOW B E AM HE ADLIG HT R E LAY
10
F UE L G AUG E
23
MOTOR B LOWE R OF F INDIC AT OR LIG HT
70
F US E (C IG AR LIG HT E R )
19
MOTOR B LOWE R P R E S S UR E S WIT C H
70
-M-
-G -
-O-
-S S E C ONDAR Y B R AK E LOC K S WIT C H
31
S E LE C T OR S WIT C H
7, 41
G F C ONT AC T OR
83
OIL P R E S S UR E G AUG E & S E NDE R
24
S E R IAL P OR T C ONNE C T OR
100, 102
G F R C ONT AC T OR
84
OP E R AT OR C AB DIAG NOS T IC C ONNE C T OR - DDE C
1
S E R VIC E B R AK E INDIC AT OR LIG HT
60
OVE R R IDE S WIT C H
40
S HUTT E R S OL E NOID
19
-HHAZAR D S WIT C H
16
S LIP P E R Y R OAD R E LAY
29
HE ADLIG HT S WIT C H
12
P AR K ING B R AK E F AILUR E R E LAY (P B F R )
36
S LIP P E R Y R OAD S OLE NOID
30
HIG H B E AM HE ADLIG HT S
10
P AR K ING B R AK E INDIC AT OR LIG HT
63
S LIP P E R Y R OAD S WITC H
30
HIG H B E AM INDIC ATOR LIG HT
12
P AR K ING B R AK E P R E S S UR E S WIT C H
36
S TA R T E R S OL E NOIDS (E L E C T R IC A L )
5
HIG H HY DR A UL IC OIL T E MP .INDIC A TOR L IG HT
54
P AR K ING B R AK E S OLE NOID
41
S TA R T E R S , (E L E C T R IC A L )
5
HIG H MOUNT HIG H B E A M HE A DL IG HT S
10
P AR K ING B R AK E S WIT C H
42
S TE E R ING B LE E DDOWN TIME R & S OLE NOID
36
HIG H MOUNT L OW B E A M HE A DL IG HT S
9
P A Y L OA D L IG HTS
98
S TOP E NG INE MAIN INDIC AT OR LIG HT
73
HIG H P R E S S UR E F ILTE R INDIC AT OR LIG HT
63
P A Y L OA D ME T E R
98
S TOP E NG INE R E C E IVE R 1 INDIC AT OR LIG HT
74
HOIS T LIMIT S OLE NOID & S WIT C H
25
P A Y L OA D ME T E R C ONT R OL L E R
98
S T OP LIG HT R E LAY
29
HOR N B UT T ON
37
P OWE R R E C E P TAC LE AC C E S S OR Y 12V DC
1
S TOP LIG HT S
14
HOR N R E LAY
37
P R OP E L/LOC K OUT S WIT C H
5
S TOP LIG HT S WIT C HE S
HOR N S OLE NOID
37
P 1 C ONT AC TOR
82
HOUR ME T E R
39
P 2 C ONT A C T OR
HY DR AULIC F ILT E R P R E S S UR E S WIT C H
63
-I-
-P -
83 -R -
59 -T-
T AIL LIG HT S
14
T HR OTT LE S OLE NOID
69
R ADIAT OR AIR P R E -C HAR G E S OLONOID
23
T UR N/C LE AR ANC E LIG HT R E AR
15
IC L INOME T E R
99
R D1 & R D2
14
T UR N/C LE AR ANC E LIG HT R E LAY LE F T
15
INT E R C OOLE R S OLE NOID
21
R E AR AXLE LIG HT & S WIT C H
38
T UR N/C LE AR ANC E LIG HT R E LAY R IG HT
16
INT E R C OOLE R S WIT C H
21
R E AR B R AK E P R E S S . DIF F . WAR NING S WIT C H (DR 1)
65
T UR N/C LE AR ANC E LIG HT S
15
R E AR DY NAMIC R E T AR D LIG HT
28
T UR N INDIC AT OR LIG HT LE F T
15
R E LAY 1 (R Y 1) (AC C )
70
T UR N INDIC AT OR LIG HT R IG HT
16
-K K E Y S WIT C H
7
Optional components are shown in B OL D IT A L IC type
HE400 JUNE 94 SECTION 1
